Scoot to school

Another alternative form of transportation -- and one that kids seem to like. Neat! When they grow up, they'll have different transportation habits, and different conceptions of what mobility means.

It might work better in cities -- not sure if they could replace the cars and buses that are needed in rural or suburban America. But could definitely complement public transit networks, making it easier to travel the "last mile"  to/from the bus stop and the subway station.

Can we make our cities amenable to this kind of foot traffic as well?

Posted from The Economist:

http://www.economist.com/node/17103857?story_id=17103857

Three wheels good

Scooters are taking over London’s pavements

Sep 23rd 2010

Willingly to school

WITH hindsight, some strange fads marked the dawning of this millennium. There was the Y2K bug, and, for much of the year 2000, the spectacle of adults teetering about London on aluminium scooters. The craze ended swiftly: it wasn’t really becoming for grown-ups to scoot down pavements, scattering pedestrians. They also looked silly. A decade on, scooters have returned to London, this time powered by children. And some surprising folk, from school heads to local councils, are keen on them.

Many of the scooters in question are light three-wheelers, which even three-year-olds can ride with (alarming) confidence, and which offer a useful alternative to both bicycles (not pavement-friendly), and walking (not always popular among children). These were being imported to Britain in minuscule quantities until Anna Gibson, a former lawyer with three children of her own, spotted one in a park and began selling them from home. She and her friend Philippa Gogarty talked Micro Mobility Systems, the Swiss manufacturer, whose main interest was adult scooters, into granting them sole distribution rights in Britain.

The pair’s first order from a big department store, John Lewis, in 2005, was for 600 units; despite a price tag of up to £90 ($140), their scooters are now John Lewis’s bestselling toy. Last year, they sold 120,000 in Britain. They also hold distribution rights for America.

The devices and their proliferating cheaper imitations have drawbacks. At school-run times, some London pavements resemble racing tracks, as tiny speedsters weave and zoom. Parents subjected to intense nagging may not be altogether grateful to Mrs Gibson and Mrs Gogarty. But the benign impact on traffic and carbon emissions may offset such annoyances.

At Oxford Gardens, a diverse primary school in the inner-London borough of Kensington and Chelsea, the number of scooting pupils has risen from fewer than one in 100 in 2005 to almost one in seven—while the proportion of children arriving by car has fallen from 20% to 16%. Half a dozen schools in the borough report scooter-commuting rates of over 30%. Transport for London (TfL), the capital’s transport overseer, is to begin collecting separate data on scooter use (it was previously bundled together with walking), to check whether scooters are replacing car journeys or other sorts.

The machines may also have a role in chivvying along reluctant pupils. Oxford Gardens won praise from TfL for its “Scooter Scoop” programme, aimed at children with poor attendance records or bad timekeeping. The school loans such pupils scooters, then sends teaching assistants (on adult scooters) to gather them into convoys in the mornings. When the children and the scooters have assembled, they trundle to school.