Investigating the technical, economic and environmental performance of electric vehicles in the real-world: A case study using electric scooters

This work presents the findings of a small-scale electric scooter trial in Oxford, United Kingdom. The trial scooters were instrumented with global positioning satellite data loggers and energy meters to record their time of day usage and charging regimes. The scooters were most likely driving at 09:00, 12:45 and 17:15 and charging at 10:15–10:40. The electric scooter normalized mains-to-wheel energy use was 0.10 kWh km−1. The electric scooter total operating costs (electricity and battery replacement) of £0.045 km−1 is 24% greater than the best selling equivalent petrol motorcycle and 1.7 times lower than the best selling car. The electric scooter uses 0.45 MJ km−1, or 2.9 times and 6.1 times less than the petrol motorcycle and car, respectively. Further, the electric scooter can achieve zero carbon dioxide equivalent (greenhouse gas, GHG) emissions when electricity from renewable energy sources is used. In 2008, there were 247 000 motorcycles in the UK vehicle fleet of equivalent size to the trial scooter. Scaling up the electric vehicle fleet size accordingly would avoid 0.60 billion car or motorcycle kilometres and 54–110 kt associated GHG. The fleet would require 59 GWh, or 0.015% of total annual generation with a time-shifted, peak demand of 250 MW, or 0.44% of the 58 GW maximum national demand.

► This paper identifies the technical, economic, environmental and power systems impacts of electric scooter use.
► Scooter energy use and greenhouse gas emissions are 0.45 MJ km−1 and 49 g km−1, respectively.
► The scooter operating cost of £0.045 km−1 is 24% greater than that of the best selling equivalent motorcycle.
► Scaling up the fleet size avoids 0.60 billion car or motorcycle kilometres and 54–110 kt associated greenhouse gases; and.
► The fleet would require 59 GWh with a time-shifted, peak demand of 250 MW.