MICRO MOBILITY IN MILLREEK: A FEASIBILITY STUDY

SHI JIE SHENG

MASTER STUDENT OF CITY + METROPOLITAN PLANNING

DEPARTMENT OF CITY + METROPOLITAN PLANNING

UNIVERSITY OF UTAH

MAY 8TH, 2020 TABLE OF CONTENT

ACKOWLEDEMENTS 1

ABSTRACT 2

INTRODUCTION 3

MICRO HISTORY 5

CASE STUDIES 6

THE FACTORS MAKING A SUCCESSFUL 13 MICRO MOBILITY PROGRAM

RECOMMENDATIONS FOR THE PROGRAM 19

WHAT’S NEXT? 26

BIBLIOGRAPHY 27

IMAGE CREDITS 29

2 CMP6100 URBAN THEORY + FORM - FINAL WHITE PAPER MAKING MILLCREEK BETTER ACKNOWLEDGEMENTS ABSTRACT

ACKNOWLEDGEMENTS ABSTRACT

First, I would like to express my thanks to my advisor, Keith Micro mobility, a popular transit mode which has Bartholomew, JD, for his professional suggestion, guidance, increased in popularity and use in recent years, and it has and patience. Additionally, I would like to thank Ashley developed rapidly in the last few years. It provides various Cleveland, the Promise Program Manager in Millcreek City benefits for cities, such as decreasing greenhouse gas Hall, for her expert advice, and encouragement throughout emissions and increasing the transit equity. This article the project. She told me a lot about the city and cleared discusses the feasibility of implementing micro mobility up my confusion. I would also like to express my thank in Millcreek, Utah by analyzing other suburbs which have to Matthew Wheelwright, PhD, for his kind help; he was implemented this mode. This report also reviews other always accessible and very helpful when I had questions. research and professional reports to identify the most Moreover, I would like to extend my appreciation to critical factors for success. Residential population density Stacy Harwood, Chair & MCMP Program Coordinator, for and employment density appear to be the most significant her unselfish assistance. Finally, I would like to express factors. Additional supportive factors include other forms appreciation to my parents for their financial support of public transit and bike lanes, and other concepts which during this graduate student program. Thanks to all of you. add potential users and improve the riding experience. Knowledge of income levels, ethnicity, and other demographic factors will help administrators improve transit equity in the future. Millcreek is a good candidate for implementing a successful micro mobility project. Civic decision makers should 1) prioritize deployment areas, 2) SPECIAL THANKS commit e-scooters as the primary mode of micro mobility, 3) ensure that the system will be affordable to users, and 4) connect micro mobility with local public transit. The City Hall of Culver City, California

The City Hall of Draper, Utah

The City Hall of Long Beach, California

The City Hall of Millcreek, Utah

The City Hall of Sandy, Utah

1 2 INTRODUCTION INTRODUCTION

prevented 122 metric tons of CO2 output in Portland in Millcreek staff plans to implement the micro mobility INTRODUCTION 2018 (2018). program into the city. Most micro mobility programs have been located in central cities such as Denver and Salt Lake City rather than suburbs. Some examples, more According to Shaheen, Cohen and Zohdy, micro mobility, comparable with Millcreek, include Sandy, UT, Watertown, also referred to as shared mobility, is the shared use of light MA, and Culver City, CA. Millcreek residents want to focus vehicles such as electric scooters (e-scooters) and bikes, on developing a mode of micro mobility appropriate and is a creative transportation strategy which allows users for Millcreek. Accordingly, this report will: 1) discuss case to enjoy short-term trips (2016). Users need to use the studies which relate to micro mobility in other suburbs of application on their smartphones, and then a short-term the United States such as Draper, Sandy, Culver City, and micro mobility trip will start (Graph 1). For this report, the Long Beach, 2) determine which factors support micro “micro mobility” refers to docked and dockless modes of mobility success in Millcreek, 3) create recommendations personal transit such as bikeshare and e-scooters. Since about the future micro mobility project which will make smartphones have become popular, the technologies of the project more appropriately, effectively, and affordably. GPS and mobile payment sources have improved rapidly. This report will use diverse documents and references

These technologies provide substantial opportunity for Graph 1: Scanning QR Code For Using Micro-Mobility Device (Source: Smart- such as interview responses from practitioners, planning the continued growth and success of micro mobility. CitiesWorld) documents, licensing agreements of micro mobility, and In addition, according to the National Association of Micro mobility has evolved in many cities of the United other professionals’ research, to explain and discuss these Community Transportation Officials (NACTO)’s statement, States, such as Dallas, San Francisco, and Portland, and components. the number of bikeshare bikes in the United States more many of these projects of micro mobility achieved success than doubled (42,500 to 100,000) in 2017 (2017). Also, in the cities. According to Lime’s report, Dallas changed according to a report from Lime, which is one of the most rapidly from a city without micro mobility to the city common vendors of micro mobility, Lime entered over 70 with the largest bikeshare fleet (over 220,000 riders) in new markets within 12 months in the United States (2018). the country in 2018 (2018). Also, according to the report from PBOT, Portlanders made over 700,000 trips via Micro mobility provides great convenience to the residents e-scooters during the four-month period of 2018, and 71% in their daily movement. According to Shaheen, Cohen of Portlanders would like to use e-scooters to get to their and Zohdy’s statement, micro mobility provides the destination (2018). The success of micro mobility is in many services which can supplement fixed-route bus and rail cities in the United States has promoted some suburbs services (2016). For example, according to Lime’s report, and smaller cities to create micro mobility pilot programs. over 7,000 respondents who used micro mobility in San According to interviews with representatives of Sandy Francisco stated that micro mobility helped them connect and Draper, Utah, both have implemented micro mobility with public transit and got people out of vehicles (2018). projects in June of 2019 and received substantial positive Additionally, the benefits of using micro mobility are not feedback and ridership. only convenience but also create less pollution. According to the report from the Portland Bureau of Transportation Currently, Millcreek is planning to improve its overall (PBOT), the research group estimate that e-scooters connectivity. Considering the benefits of micro mobility,

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of applications and proposals from a substantial number of MICRO HISTORY micro mobility companies (POPULUS, 2018). CASE STUDIES

As micro mobility began to grow, many researchers started The rise of micro mobility has been linked with the to explore and identify the benefits of micro mobility in The benefits of implementing micro mobility are development of smartphones; the applications of urban planning. The first benefit noticed was increasing numerous, and many suburbs wish to join this micro smartphones provide excellent interactive platforms for sustainability and clean air. According to Kou, Wang, revolution. However, there is little research that focuses on the users of micro mobility. According to Garcia, Gomez Chiu, and Cai’ article, Share avoided introducing the micro mobility in suburbs. Additionally, the vendors of and Sobrino’s report, over 97% of users of micro mobility 5,417 tons of greenhouse gas emissions in New York in micro mobility implemented their devices in central cities use smartphones to receive the service (2020). However, 2016 (2020). According to PBOT’s research, e-scooters rather than suburbs. The following paragraphs discuss case the developmental process of micro mobility has been prevented 122 metric tons of CO2 emissions in Portland studies which of four suburbs that implemented micro challenging. In 2014, launched a micro mobility in 2018 (2018). In addition, micro mobility appears to be a mobility: Draper, Sandy, Culver City, and Long Beach. The project called “Pronto Cycle Share”, which was a docked fantastic “first-last-mile” (FLM) transit option. According case studies are assembled from the documents provided bike-sharing service, aiming to create a huge network of to the report from Denver Public Works, the average trip by cities and the interviews from the local planning cyclists in the city. Nevertheless, Seattle shut down “Pronto distance of e-scooters was 0.90 miles, and the average trip practitioners. These case studies will help researchers Cycle Share” in 2017 because the city government did not distance of the bike share was 1.52 miles (2019). According and clients understand the context of micro mobility in receive an anticipated Federal Grant for 10 million dollars to the findings from Montgomery, the suitability of using suburbs, and identify the factors which help make the and the government was unwilling to use city funds to fully e-scooters to connect with public transit is growing, micro mobility program successful. support the bike-sharing system (Peters & McKenzie, 2019). therefore, micro mobility will be a great alternative for “FLM” transit (2019). DRAPER, UT Graph 2: The Boundary of Draper (Source: Google Map) Despite these challenges, dockless micro mobility rose in popularity, and increased its share of the micro mobility Additionally, micro mobility reduced traffic congestion Location & Other Context About Micro Mobility market. In 2017, U.S. based dockless bikeshare vendors such for cities. According to Irwin, the Coast Bike Share System as Lime and launched their services in metropolitan decreased crowding of parking lots, obtunded traffic Draper (Graph 2) is a suburb of Salt Lake City, which was The mode of micro mobility is e-scooters in Draper, and areas and central cities. Additionally, in late 2017, Bird, congestion, and increased accessibility for the Tampa Bay founded in 1849 and incorporated in 1978. Draper is Lime is the only vendor of micro mobility in the city. which was a dockless e-scooter sharing company, deployed area (2017). In addition, micro mobility increased the equity located in the south of Salt Lake County, and is bound According to the “Micro Mobility License Agreement of their devices in Santa Monica, California (POPULUS, 2018). of using transit. According to Reilly, Noyes, and Crossa’ by Sandy, Riverton, South Jordan, and Bluffdale. The Draper”, the city implemented e-scooters in June of 2019, Even though Seattle had failed in the “Pronto Cycle Share”, research, the Citi Bike Share provided a more efficient and topography change is significant in the south and east, and deployed the micro-mobility devices in the area the dockless micro mobility renewed the market after the less expensive transit mode for the users who are low- and flat in the north and west. According to the “American closest to Front Runner Boulevard and adjacent office city stopped the project a few months later. Spin, Lime, income and lack car ownership in New York (2019). Community Survey 2017” (ACS-2017), the population of buildings (2019). The service area of micro mobility is flat in and , which were dockless bike-sharing companies, Draper is 47,043, and the density is 1,572 people / mi2. Draper, and bike lanes covered all roads. implemented their services in Seattle and created a huge White (85.2%) is the primary race of residents. The median ridership in the first four months, which was more than age of residents is 32.3 years, and the median income of Moreover, Draper mainly focuses on providing a “FLM” the entire ridership created by Pronto (Peters & McKenzie, households is $111,731. transit for the people who come and go between 2019). As of 2019, Lime has entered over 100 cities globally workplaces, TRAX and Front Runner stations (Graph 3). and created over 30 millions rides by their micro-mobility Also, most units which were covered in the service area are service (Currey, 2019). Many cities received a great amount commercial spaces and office buildings such as Dell, eBay,

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and Jet. Therefore, employees are the primary users of discussed complaints about micro mobility such as riding The rate of using e-scooters is $1 + $0.29 / minute (without micro mobility in Draper. e-scooters on the sidewalk, parked e-scooters blocking the tax) in Sandy, and the city will receive 10 cents from each sidewalk, and needing a larger service area. trip. The city did not make any subsidized plan for micro mobility. The vendors of micro mobility use part of revenue Moreover, the city stated that the vendors of e-scooters to maintain micro-mobility devices and services. did not share ridership data with them; this created difficulties in improving micro-mobility services in Draper. In addition, the city stated that the most challenging thing was education. Even though e-scooters are currently very popular, there are some users who have questions in usage. Additionally, because Draper made a geofence of the service area for e-scooter, informing this to users is very important. If users ride e-scooters out of the geofence, the e-scooters will sound an alarm to notify users that they are out of the boundary, and the e-scooters will stop working until users ride them back to the geo-fenced area. There is no extra charge for riding out of the boundary.

SANDY, UT Graph 4: The Boundary of Sandy (Source: Google Map) Location & Other Context

Graph 3: The Service Area of Micro Mobility, Draper (Source: Google Map) According to “Micro Mobility License Agreement of Sandy”, Sandy (Graph 4) is a suburb of Salt Lake City which was the city implemented e-scooters in July of 2019, and Next, the rate of using e-scooters is $1 + $0.29 / minute founded in 1871 and incorporated in 1893. Sandy is located deployed the micro-mobility devices in downtown, State (without tax) in Draper, and the city will receive 10 cents in the south of Salt Lake County, and it is bound by Draper, Street, and TRAX stations (2019). The service area of micro Graph 5: The Service Area of Micro Mobility, Sandy (Source: Google Map) from each trip. The city did not make any subsidized plan Cottonwood Heights, Midvale, South Jordan, and West mobility is flat in Sandy, but there is no bike lane. The city for micro mobility. The vendors of micro mobility use part Jordan. The topography change is great in the east and allowed users to ride e-scooters on the sidewalk because Feedback From Residents And City of revenue to maintain micro-mobility devices and services. southeast, and flat in the north and west. According to there is no substantial pedestrian traffic in Sandy. “ACS-2017”, the population of Sandy is 96,145, and the According to the responses from the practitioners working Feedback From Residents And City density is 3,982 people / mi2. White (83.8%) is the primary In addition, Sandy primarily focuses on improving the on the micro mobility program in Sandy, substantial race of residents. The median age of residents is 37.2 years, connection between the downtown area and public traffic residents stated that micro mobility provided a convenient, According to the responses from the practitioners who are and the median income of households is $94,025. stations, and encouraging residents to use e-scooters as a effective, and cheap “FLM” transit option, which decreased working on the micro mobility program in Draper, many “FLM” transit. In addition, most units that were covered in the demands of driving vehicles. Furthermore, the biggest residents and users stated that micro mobility provided a About Micro Mobility the service area are recreational and retail buildings such complaint which residents discussed mostly is parked convenient, effective, and cheap “FLM” transit option. In as The Shops at South Town, Target, and Megaplex Theatre e-scooters blocking the sidewalk. particular, it benefited many employees who work near the The mode of micro mobility is e-scooters in Sandy, and (Graph 5). Therefore, residents who are traveling downtown Front Runner station in Draper. However, some residents Lime is the only vendor of micro mobility in the city. are the primary users of micro mobility in Sandy.

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Next, the city felt ambitious in the micro mobility project, several residents stated that micro mobility provided because the ridership data reflected a positive trend. 1,200 a convenient, safe, and cheap “FLM” transit option, and e-scooter rides have been utilized in the first thirty days, decreased the demands of driving vehicles. However, and the respondents who were working on this project some complaints such as education, riding micro mobility looked to further increase the ridership. According to devices on the sidewalk, and parked micro mobility devices Figure 1, the average number of daily trips was around blocking the sidewalk, were discussed mostly by residents. 80, and the median riding distance was 1 mile in August, 2019. The peak number of daily trips was around 210, and Moreover, Culver City feels confident in its micro mobility the lowest was around 60. Yet, the city stated that safety project. According to Figure 2, the average number of daily and regulations of parking e-scooters were challenges in trips was 361 (Bird + Lime) between November 2018 and the micro mobility project. Sandy does not have a large May 2019. The peak number of weekly trips was around volume of pedestrian traffic, and there are few bike lanes 1,300, and the lowest was around 200. However, the city in the city; riding e-scooters on the sidewalk was allowed in stated that safety and education were the challenges in the Sandy. However, the flexible regulations create other issues Graph 7: The Map of Current Bike Lanes in Culver City (Source: The City Hall micro mobility project. There are few bike lanes in Culver such as parked e-scooters blocking the sidewalk. Sandy is of Culver City) City, so many people complained of some riders riding trying to figure out some solutions to these issues. Sandy the roads (Graph 7). e-scooters on the sidewalk. Even though the application implemented a geofence for regulating e-scooters in the of e-scooters stated the regulations of usage, some parked city. Graph 6: The Boundary of Culver City (Source: Google Map) Culver City mainly focuses on providing “FLM” transit for e-scooters blocked the sidewalk. the residents and visitors, improving the livability in Culver change is great in the east, and the remaining areas are City, and decreasing the demands of driving vehicles. Also, flat. According to “ACS-2017”, the population of Culver because Culver City deployed micro-mobility devices City is 39,283, and the density is 7,681 people / mi². White throughout the whole city, the primary users of micro (62.4%) is the primary race of residents. The median mobility are residents and visitors. age of residents is 41.6 years, and the median income of households of Culver City is $86,791. Equally important, the rate of using e-scooters is various Figure 2: The Ridership Data of Riding E-Scooters in Culver City, November 2018 – May 2019 (Source: The City Hall of Culver City) because of different vendors of micro mobility. For About Micro Mobility instance, the rate of using e-scooters, which was provided Figure 1: The Ridership Data of Riding E-Scooters in Sandy, August, 2019 (Source: The City Hall of Sandy) by Lime, is $1 + $0.26 / minute (without tax). Also, the city LONG BEACH, CA The selected mode of micro mobility is e-scooters in will receive $1 / day from every e-scooter deployed in the CULVER CITY, CA Culver City, and there are many vendors of micro mobility city. The city did not make any subsidized plan for micro Location & Other Context in the city, such as Bird, Lime, and Razor. In addition, the city mobility; all revenue received from micro mobility will be Location & Other Context is planning to add a bike share service for its micro mobility used to maintain micro-mobility devices and services. Long Beach (Graph 8) is a municipality located in the project. According to the “City Of Culver City Interim southeast of Los Angeles County. It is bound by Lakewood, First of all, Culver City (Graph 6) is an old suburb located Operating Agreement,” the city implemented e-scooters Feedback From Residents And City Compton, Carson, and Signal Hill. Long Beach was nine miles west of Downtown Los Angeles. It is bounded in July of 2018, and deployed micro-mobility devices incorporated in 1897, and it became the most important by Mar Vista, Palms, and Ladera Heights. Culver City throughout the whole city (2018). Most of the service areas According to the responses from the practitioners who container seaport in the United States. The topography of was founded by Harry H. Culver in 1917. The topography of micro mobility are flat with few dedicated bike lanes on are working on the micro mobility program in Culver City, Long Beach is flat; this provided a fantastic environment

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Beach implemented micro mobility in July of 2018, and hour (without tax and out of bounds fee), and the rate of According to the respondents who are working on the the city deployed e-scooters throughout the whole city, using e-scooters which was provided by Lime is $1 + $0.26 / micro mobility project, Long Beach has 472 bike-share and deployed bike share services in most areas (2019). minute (without tax). Also, the city will receive the revenue devices, and the city is planning to double that number in Most service areas of micro mobility are flat and include from the application fee: vendors of micro mobility need the next few years. However, the city stated that looking for substantial bike lanes. to submit $25,000 annually for the permit fee and $100 spaces to park bike share and e-scooters, and educating per micro-mobility devices annually for device fee. The the benefits of using micro mobility were challenges in the Long Beach focuses on providing a “FLM” transit for the city did not make any subsidized plan for the e-scooters micro mobility project. Long Beach has a large fleet of bike residents and visitors, improving the livability in Long but provided funds for its bike-share services; all revenue share and e-scooters, so creating more spaces for setting Beach, and decreasing the demands of driving vehicles. In received from the bike-share services will be used to docks and parking is very important. addition, because Long Beach deployed micro-mobility maintain bike-share devices and services. devices in the whole city (Graph 9), the primary users of micro mobility are residents and visitors, and college Feedback From Residents And City students. According to the responses from the practitioners who are working on the micro mobility program in Long Beach, many residents said that micro mobility provided an efficient, safe, and cheap “FLM” transit option for the residents, and improved livability in Long Beach. However, some complaints such as riding micro mobility devices on

Graph 8: The Boundary of Long Beach (Source: Google Map) the sidewalk, parked micro mobility devices blocking the sidewalk, and education were mostly discussed. Moreover, for the development of micro mobility. According to micro mobility has developed very well since it deployed “ACS-2017”, the population of Long Beach is 470,489, and from 2018 in Long Beach. According to Table 1, the average the density is 9,307 people / mi². Hispanic (44.5%) is the monthly trip number of riding e-scooters was 42,490 (1416 primary race of residents. The median age of residents trips / day) between August and December of 2018. is 33.6 years, and the median income of households is $60,075.

About Micro Mobility

The modes of micro mobility are bike share and e-scooters in Long Beach. Many vendors such as Lime and

Bird deployed their micro-mobility devices in the city. Graph 9: Graph 11: The Service Area of Micro Mobility in Long Beach (Source: Specifically, the City owns the bike share implemented in The City Hall of Long Beach) the city, so this created many conveniences for gathering Table 1: The Ridership Data of E-Scooters in Long Beach, August – Decem- ridership data and improving services. According to The cost of using e-scooters varies for the different vendors. ber 2018 (Source: The City Hall of Long Beach) “Shared Micro-Mobility Program, 2019 - 2020”, Long For example, the rate of using bike share service is $7 /

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1. POPULATION DENSITY does not have a high population density like the suburbs conjunction with existing employment density is a pivotal THE FACTORS MAKING of California, its density appears sufficient to support the factor in achieving micro mobility success in Millcreek. A SUCCESSFUL MICRO- rollout of a micro mobility program. It will be valuable, as 3. RESIDENT AGE (20-44 YEARS OLD) MOBILITY PROGRAM shown in Figure 3, to select initial zones of use. 2. EMPLOYMENT DENSITY

The case studies teach clearly to identify the factors which are essential in building a successful micro mobility project. Many researchers discussed micro mobility in central cities and identify the factors which matter in making the micro mobility project successfully. However, central cities have a variety of differences with suburbs such as population density and the primary land use. This is the main reason why the City of Millcreek is hesitant Figure 3: The Map of Population Density in Millcreek (Data Source: The City in implementing a micro mobility project in the city. Hall of Millcreek) According to the previous case studies and analyses, it is Table 2: The Age Level of Micro Table 3: The Age Level of Residents, Mobility Users, Dnever (The City Millcreek (Source: ACS-2017) easy to find factors which significantly affect implementing Population density is the most important factor in the suc- Hall of Denver) micro mobility such as population density, and topography. cess of micro mobility. According to Schwartz, population Therefore, determining the factors to make a micro density is the most critical factor affecting the use of micro mobility project successful is very important for Millcreek mobility (2017). According to the responses from the prac- Figure 4: The Map of Employment Density in Millcreek (Data Source: The City Hall of Millcreek) to create an effective, appropriate and affordable micro titioners who work in micro mobility, the areas that have mobility project. high population density are the preferred sites to imple- Employment density is the second most important factor ment micro mobility, because the high population density in the success of micro mobility. It is another significant The following ten factors are identified as those which is the greatest factor of generating users. factor of generating users. According to the City of Austin are most significant in the case studies and whose report, over 60% of respondents used micro mobility to careful consideration will support Millcreek in creating a According to ACS-2017, the total population of Millcreek go to work (2018). According to Smith and Schwiterman, successful micro mobility project. These factors include: was 62,139, and population density was 4,801 people/mi². micro mobility improved the accessibility of workplaces population density, employment, resident age, public Contrasting with Culver City (7,681 people / mi²) and Long in Chicago (2018). In the case studies mentioned above, transit, bike lanes, local business, topographic change, Beach (9,307 people / mi²), which are the suburbs located Draper and Sandy implemented micro mobility in the areas parks, affordability, and minority density. in Los Angeles County and have implemented the micro that have a high employment density. mobility project, Millcreek has a lower density. However, contrasting with Sandy (4,307 people / mi2) and Draper Even though Millcreek is a suburb with significant Figure 5: The Map of Median Age Between 20-44 in Millcreek (Data Source: The City Hall of Millcreek) (1,572 people / mi2), which are the suburbs located in Salt residential zones, according to ACS-2017, 49,001 people Lake County and have also implemented the micro mobil- travel to Millcreek for work (2017). And according to Figure The ages between 20 to 44 years old is a characteristic ity project, Millcreek has a higher density than these two 4 , the middle west of Millcreek has a higher employment factor which relates to micro mobility ridership. Many suburbs. These analyses reflect that even though Millcreek density than other areas of the city. Positioning rollout in central cities conducted user surveys to discover the

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average user’s age. According to Schwartz’s report, he found Public transit is an associated factor in the success of require users to ride micro mobility devices in bike lanes the City of Austin, 96% the purposes of micro mobility “age between 20 to 44 density” to be an important factor implementing micro mobility, because micro mobility for safety purposes. For example, according to the City of trips are recreation, and over 81% respondents used micro in predicting the success of micro mobility in a certain is usually used as a mode of connecting starting/ending Long Beach’s report, it requires that users should ride their mobility to access entertainment such as to dinners, movie, area. According to the report from Denver Public Works points and public transit. According to Lime’s report, 27% devices in bike lanes (2018). Not only is riding in bike lanes and shows (2018). Therefore, a high business density may shown in Table 2, 64% of riders were between 20 and 44 of respondents used micro mobility to connect to or from safer, but also users may have better riding experiences in create more potential ridership for micro mobility not only years old (2019). Identifying the density of age between 20 public transit stops during most trips (2018). The cities the bike lanes as opposed to sidewalks. to get to/from work, but also to enjoy the many Millcreek to 44 years old will help focus the rollout and uncover the that have a high transit density will enjoy greater potential amenities. possibility of future interest. ridership for micro mobility. Millcreek has a wide network of bike lanes. According to Figure 7, bike lanes cover most areas of Millcreek, and Unlike central cities, Millcreek is a suburb that has a lower Moreover, according to ACS-2017 and Table 3, the median The primary public transit of Millcreek is riding UTA Buses. they are primarily located on the middle and west of the business density; most of the land uses are residential. age of Millcreek was 36.9 years old, and 36.7% of residents According to Figure 6, the public transit covers much of town. In addition, according to the guidance manual from According to Figure 8, there were few business units in are between 20 to 44 years old. According to Figure 5 , Millcreek, and mainly focuses on the middle and west the City of Millcreek, the city will improve its bike lanes Millcreek, and they were mainly located on the middle most areas of Millcreek have a substantial density of age of Millcreek. As a result, the wide public transit services in the next few years (2015). Therefore, the wide network and west of the city. Therefore, business density may not between 20 to 44 years old. Identifying the resident age provide guidance to the foundation for implementing of bike lanes has created a successful environment for support all the benefits for Millcreek in implementing will help administrator prioritize the deployed areas for micro mobility in Millcreek. implementing micro mobility in Millcreek. micro mobility as shown in other cases. micro mobility and meet more potential users. Therefore, the fit age level of Millcreek provides an important factor 5. BIKE LANES 6. LOCAL BUSINESS 7. TOPOGRAPHIC CHANGE for making micro mobility successfully in the city.

4. PUBLIC TRANSIT

Figure 7: The Map of Bike Lanes Covered Census Blocks in Millcreek (Data Figure 8: The Map of Business Areas in Millcreek (Data Source: The City Hall Figure 9: The Map of Elevation Change in Millcreek (Data Source: Utah Source: The City Hall of Millcreek) of Millcreek) AGRC)

Similar to public transit, the existence and extensiveness Local business is another factor in the success of Topographic change is a factor which affects the riding Figure 6: The Map of Public Transit Covered Census Blocks in Millcreek (Data Source: Utah AGRC) of bike lanes and a bike network is also a supportive implementing micro mobility. “Business” refers to the uses experience and risk of causing injuries. According to the factor in the success of implementing micro mobility, of lands which are commercial, retail, mixed-use, and report from Austin Public Health (2018), over 30% of because numerous cities and vendors of micro mobility recreational in this analysis. According to the report from respondents stated that they received injuries when riding

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micro mobility on a slope. According to the responses from frequently listed as the destinations for trips of micro Even though the rate of using bike-share devices and to improve their affordability of micro mobility (Schwartz, the practitioners who work in a micro mobility program in mobility (2018). e-scooters is different, there are diverse methods for 2017). These actions make the low-income households are Long Beach, they decreased the number of deployed micro figuring out the affordability of using micro mobility available to receive the benefits from micro mobility. Low- mobility devices in the areas with greatest topographic According to Figure 10, there are four parks located in services. Analyzing household income is very important for income users are essential in making a successful micro change. Millcreek: Scott Avenue Park, Valley Center Park, Big implementing a micro mobility project in a city, because mobility program, and are potential users in the future. Cottonwood Regional Park, and Canyon Rim Park. Most of it partly reflects the affordability of using micro mobility The topography of Millcreek is not flat. According to Figure the parks are primarily located on the middle and west of services. According to ACS-2017, the median household Next, Millcreek has low density of households below the 9, the topography change is greatest in the east and central the city. Therefore, park density may provide some support income of Millcreek was $63,021. Contrasting with the poverty. According to Figure 11, there were few households areas, and flatter in the west. If Millcreek implemented and increase accessibility to micro mobility in Millcreek. median household income of Sandy ($94,025) and Draper below poverty; most of them were mainly located on micro mobility in the city, the topography change would ($111,731), Millcreek had a lower median household income the middle and west of the city. Therefore, the density be a limiting condition. Especially the bike share would be 9. AFFORDABILITY than these cities. of households below poverty may not significantly affected by some areas that have a great slope; because affect implementing micro mobility, but is worthy of the bike share is driven by manpower, and a slope will However, median household income may not reflect the consideration in the future. affect the overall experience. affordability of using micro mobility services directly. Comparing the levels of household income is an effective 10. MINORITY DENSITY 8. PARKS method, because the vendors of micro mobility focus on the customers who have certain amount of income. Denver did a user survey for e-scooters in 2019. According to Table 4, most household income levels of users focused Table 4: Income Level of E-Scooter Table 5: Household Income Level, on $75,000 - $199,000. Contrasting with the household Users, Denver (Source: The City Millcreek (Source: ACS-2017) Hall of Denver) income level of Millcreek (Table 5), most household income focused on $35,000 - $149,999. Even though Millcreek had a lower income level in this comparison, Denver is a metropolitan area and there is no significant difference in the comparison of household income between Denver and Millcreek. Therefore, Millcreek has substantial potential micro mobility users, and the households of Millcreek appear to be able to afford micro mobility services.

Figure 12: The Map of Minority Density in Millcreek (Data Source: The City In addition, the density of households below poverty is an Hall of Millcreek) Figure 10: The Map of Parks in Millcreek (Data Source: The City Hall of Millcreek) equity factor which affects affordability considerations. According to the report from PBOT, many low income Similar to the density of households below poverty, Parks are a supportive factor in making micro mobility respondents (66%) held positive views of using e-scooters minority density is also an equity factor in making a successfully, because parks are potential generators of (2018). Also, many cities made some subsidies and special successful micro mobility program. According to Schwartz, users. According to the report from the City of Austin, 67% member passes for low-income micro mobility users. For considering equity factors such as poverty and minority Figure 11: The Map of Households Below Poverty Density in Millcreek (Data of respondents stated that parks had higher accessibility Source: The City Hall of Millcreek) example, Metro Bike, which is a bikeshare vendor in Los density helps planners prioritize development of the micro for micro mobility than other areas, and parks were Angeles, provides a “Flex Pass” option for low-income users mobility service area (2017).

17 MICRO MOBILITY IN MILLCREEK: A FEASIBILITY STUDY MAKING MILLCREEK BETTER 18 RECOMMENDATIONS FOR THE PROGRAM RECOMMENDATIONS FOR THE PROGRAM

In addition, according to ACS-2017, Millcreek had 18.6% provide good examples for the priority areas for possible Business & Parks Density: The properties which are used (11,376) residents are non-white. And according to Figure RECOMMENDATIONS micro mobility deployment. For example, according for businesses and parks are the generators of potential 12, most of minorities lived in the middle and west of FOR THE PROGRAM to “Culver City Bike Share Feasibility Study”, which was users for micro mobility. A higher business and parks the town. Minority density may not be a significant created by Sam Schwartz for implementing a bike share density will increase the demands of using micro mobility. consideration at this time. project in Culver City, the author uses heat maps which are constructed to analyze the priority areas for possible Total Households Below Poverty Line & Minority According to previous case studies and analyses, e-scooters micro mobility deployment (2017). Using Schwartz’s idea Population: For equity concerns, households below the may be the appropriate mode to implement micro as a reference to create the heat maps by analyzing the poverty line and minority density have a certain weight in mobility in Millcreek. The analysis above and supporting following factors (Table 6). Then, weighting each factor by analyzing the estimated demand of micro mobility. They data will help plan and develop an appropriate Millcreek its importance in implementing micro mobility (Figure will help planners recognize and prioritize in developing micro mobility program. In the following paragraphs, 13). Finally, get the map of priority areas for micro mobility micro mobility service area. recommendations are presented which will further help deployment in Millcreek (Figure 14). the micro mobility program achieve success in Millcreek. Topographic Change: Topographic change is hard to Population Density: It is the most important factor which quantify as a metric in this heat map. This factor will be 1. THE PRIORITY AREAS FOR POSSIBLE MICRO MOBILITY affects the number of potential users of micro mobility. used to recognize the phased service areas and identify the DEPLOYMENT Higher population density will create more potential users boundaries of the areas. for micro mobility.

Employment Density: It is the second most important factor which influences the number of potential users of micro mobility. More employment opportunities will create more demands in using micro mobility to move between workplaces and public transportation stops.

Population Age 20-44 Density: The population whose age is between 20 and 44 are the most potential users of micro mobility. More population age between 20 and 44 will Table 6: The Metrics And Weights for Prioritizing Micro Mobility Deploy- ment Areas (Source: Sam Schwartz) create more demands for using micro mobility.

First, understanding the priority areas for possible micro Transit Density: Micro mobility is a fantastic “FLM” transit, mobility deployment is necessary; it will benefit planners and it usually is used for moving between public transit Figure 13: The Map of Weighing Metrics in Millcreek (Data Source: The City Hall of Millcreek) to create a more appropriate, effective, and efficient stops and destinations. A higher transit density will provide plan for implementing micro mobility in the city. Also, more potential demands for using micro mobility. identifying the priority areas for possible micro mobility deployment will help planners phase service areas of Bikeway Density: Bikeways are the recommended places micro mobility, to gather substantial data for improving for using micro mobility. A higher bikeway density will future phased work in the program. Some references create more potential users of micro mobility.

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it is the second highest priority area for micro mobility implementing e-scooters, and how e-scooters are more GREENbike, the sponsor providing bike-share services in deployment in Millcreek. appropriate than a bike share in Millcreek, are presented. Salt Lake City, has a minimum rate of using its bike-share devices for $7 (not include tax) for a 24-hour pass. However, Phase 3 is located on the eastern side of Millcreek. Population Density And Parking Space e-scooters charge by the specific used time. For example, According to previous graphs, the Phase 3 area had a lower Lime, a vendor of providing e-scooters services, charges population, business density and transit density than the Millcreek does not appear to have enough places for $1 plus $0.27 / minute (not include tax). The rates of using Phase 1 and Phase 2 areas. However, the Phase 3 area had building docks. Millcreek has a higher population density e-scooters are more flexible than using bike-share devices. the highest age 20 to 44 density because most land uses than other suburbs located in Salt Lake County. Millcreek is In addition, using e-scooters are cheaper than bike share as are residential in this area. The Phase 3 area had substantial a suburb, therefore most properties are used for residential a “FLM” transit. For example, if the rate of using a bike share bikeway density and employment density. These factors housing. A bike share is a mode of micro mobility which was $7 for a 24-hour pass, and rate of using an e-scooter will create an environment for using micro-mobility relies on docks to park. Insufficient space for building was 1$ plus $0.27 / minute, the cost of using a bike share devices. Therefore, even though the Phase 3 area had some docks for bike-share devices may be a great challenge. for a one-mile trip will be $7 (not include tax), and the cost lower density than the Phase 1 and Phase 2 area, it is a good E-scooters are a dockless mode of micro mobility; the of an e-scooter for a one-mile trip will be between $5 to Figure 14: The Map of Priority Areas For Micro Mobility Deployment (Source: site for implementing micro mobility in the future, based accessibility of parking e-scooters is easier than bike- $6 (not include tax). Bike share are less competitive than ESRI) on success seen in Phase 1 and 2. share devices. Also, a piece of required parking space for e-scooters in the cost for a one-mile trip. In conclusion, According to Figure 14, Phase 1 area is located in central e-scooters is smaller than bike-share devices. Therefore, riding e-scooters is a less expensive choice than a bike Millcreek. According to previous graphs, the Phase 1 Phase 4 is located on the eastside of Millcreek. According e-scooters are more appropriate in Millcreek. share. area had the highest density such as population density, to previous graphs and analyses, the Phase 4 area had employment density, and minority density. In addition, the lowest weight in all factors such as population, Topographic Change User/Provider Preference according to the planning document from the City Hall of employment, transit, and bikeway densities. These factors Millcreek, the city is planning to build a City Center which will limit the development of micro mobility. In addition, E-scooters may have stronger topographic adaptability will have some mixed-use (residential and commercial) because of the Phase 4 area close to the mountain, the than bike-share devices in Millcreek. Millcreek is not flat. units in the Phase 1 area (2019). The City Center will topographic change is great in this area. This factor will Due to bike-share devices being driven by human power, increase the population and employment density for the decrease the riding experience of micro mobility, and riding bike-share devices on the bike lanes, which have a Phase 1 area in the future. These factors will create more increase the risk of injuries. As a result, the Phase 4 area great slope, is difficult, frustrating, and unsafe. However, potential micro mobility users in this area. Therefore, the is the lowest priority area for possible micro mobility e-scooters are driven by electric power, and they can be Graph 10: “Say Goodbye to the Fleet of Lime Bike”, Miami Springs, 2019 (Source: The City Hall of Miami Springs) Phase 1 area is the highest priority area for micro mobility deployment in Millcreek. It is recommended that this area ridden on the roads which have a certain degree of slope. deployment. not receive any micro mobility services. For example, most e-scooters which are made by Segway and Xiaomi allowed riding their e-scooters on the slopes According to our previous case studies, Draper, Sandy, Phase 2 is located on the west of Millcreek. According 2. APPROPRIATE MODE OF MICRO MOBILITY with a maximum of 15 degrees. As a result, implementing Culver City and Long Beach implemented e-scooters in to previous graphs, this area had substantial population e-scooters are more appropriate than a bike share in the cities; only Long Beach deployed a bike share in the density, transit density, and business density, etc. Also, Even though factors such as age and employment density Millcreek. city. It looks like most suburbs prefer e-scooters to bikes. the topographic change was the flattest in this area, and affect micro mobility projects, they do not influence In addition, most vendors of micro mobility are increasing this area had high bikeway density; these factors provide exploring the appropriate mode of micro mobility Price their focuses on providing e-scooter services. According benefits for riding e-scooters and a good riding experience for Millcreek. E-scooters are recommended as the to Graph 10, the City Hall of Miami Springs posted an for this area. As a result, these factors will generate more appropriate mode of micro mobility in Millcreek. In the E-scooters are simply less expensive than bike share. Most announcement in January 2019. It said that Lime, a vendor potential users of micro mobility for the Phase 2 area, and next paragraphs, the factors and reasons which relate to bike-share services charge one hour at least. For example, which provides micro mobility services, removed the bike

21 MICRO MOBILITY IN MILLCREEK: A FEASIBILITY STUDY MAKING MILLCREEK BETTER 22 RECOMMENDATIONS FOR THE PROGRAM RECOMMENDATIONS FOR THE PROGRAM

share service in the city because the vendor increased their using micro mobility is meaningless if using e-scooters paid by users to get profit and decrease the cost of using because they affect the convenience of accessing a bike focus on providing e-scooter services. In addition, even were more expensive than using Uber. People would their bikes. It is possible to allow the vendors of e-scooters or e-scooter. In addition, connecting micro mobility and though some cities implemented both bike and e-scooter choose Uber because it is cheaper, and faster. The cost to do something similar and decrease the cost of using public transit will improve the efficiency of travel in the projects, it looked like e-scooters experience higher of Bird, in Salt Lake City, was $1 to start and $0.29 per their e-scooters. The government can support a low- city, and fill in the gap between the house or workplace demands. For example, Long Beach implemented both minute plus tax in 2019. If a person used an e-scooter interest loan, decrease the application fee for a permit, and and public transit. Therefore, setting the locations of bike share and e-scooters, the e-scooters experience higher to ride one mile at an average of 7 miles per hour and other preferential policies to the vendors of e-scooters to parking areas and docks and making micro mobility a use than bike-share devices. According to the responses includes a 2-minute stop, the price will be around $4.19 reduce the cost of using their e-scooters. desirable option of “FLM” trips will be discussed in the from the City Hall of Long Beach, the city deployed 472 plus tax. Contrasting with the cost of using e-scooters, following paragraphs. bike-share devices and over 1,000 e-scooters. These the cost of using Uber to drive one mile in Salt Lake City In conclusion, the cost of using an e-scooter is appropriate factors made the vendors of micro mobility put more is around $6 to $7 included tax. These results look like for Millcreek, but the cost is very competitive with the cost First, according to Wang et al., “FLM” issues primarily focus focus on developing e-scooters than bike-share services. using e-scooters is a little bit cheaper than using Uber, but of using Uber. Including e-scooters in a pass and helping on the travel from home or workplace to the closest transit Therefore, implementing e-scooters follows the tendency Uber can be more convenient, and may provide a better vendors of e-scooters invest can decrease the cost of using station (2016). Micro mobility is the key to improve the of developing micro mobility. trip experience. It is very frustrating to ride micro-mobility e-scooters. Making using an e-scooter more affordable is chain of transit between the house or workplace to the devices in very hot, cold, or rainy weather. Therefore, essential because shared mobility is a type of healthy, low- transit station. According to the study from Denver Public 3. INCREASING AFFORDABILITY using e-scooters is cheaper than using Uber, but the small pollution transportation. The full benefits of using shared Works, the users of e-scooters ride an average of 0.92 miles, difference in price and experience makes Uber a more mobility may not happen immediately, but will manifest and the users of bike share ride an average of 1.52 miles desirable option in some situations and times of year. itself fully into the future. (2019). These averages support that micro mobility is a good option of “FLM” transit. Riding micro mobility for 1 In addition, the weekly cost of using e-scooters may be 4. PARKING LOCATIONS & “FIRST-LAST-MILE” TRANSIT mile may take 10 to 12 minutes at 7 miles per hour (includes higher than the monthly cost of “Hive Pass” (Graph 11), 1 to 2 minutes for stop); it is not a long time, and this helps which is a public transit pass costs $42 per month and residents feel that riding micro mobility for “FLM” trips is includes UTA bus, TRAX, and GREENbike. Therefore, it acceptable. is necessary to figure out a way of decreasing the price of using an e-scooter to attract more residents to use More significantly, setting appropriate locations of parking e-scooters, and making more residents afford e-scooters. areas and docks and improving micro mobility as an There are two potential solutions: include e-scooters in a “FLM” transit option is essential. In Millcreek, the public pass and help vendors of e-scooters make the investment. transportation which most residents rely on is UTA Bus; it According to communication with Ashley Cleveland, the services almost the whole primary area of Millcreek. Setting Promise Program Manager at Millcreek City Hall, the city parking areas and docks of shared mobility close to bus wants to do the “Hive Pass” program. This is a good decision stops, within a walkable distance, is a good idea. There because more residents will benefit from the “Hive Pass.” are two reasons: easy to access and a large service area. Including the vendors of e-scooters such as Bird and Lime According to Figure 15, the blue and yellow areas mean

Graph 11: “Hive Pass” (Source: Hive Pass) in “Hive Pass” will allow more residents to afford e-scooters. Figure 15: Radius Area within 0.25 and 1 mile from Bus Stations in Millcreek radius is within 0.25 and 1 mile from bus stations. 0.25 In addition, helping the vendors of e-scooters to invest is (Data Source: Utah AGRC) miles is a good recommendation for defining a walkable According to previous paragraphs, using micro mobility is a good option, too. In China, most vendors of bike shares, distance. According to U.S. Department of Housing and appropriate in Millcreek. However, increasing the such as , make a short-term investment and buy Micro mobility relies on parking areas or docks. The Urban Development’s statement, 0.25 miles is a walkable affordability of using micro mobility is necessary because financial production by using security deposits which are locations of parking areas and docks are very important distance, and it is usually used in the experiments of

23 MICRO MOBILITY IN MILLCREEK: A FEASIBILITY STUDY MAKING MILLCREEK BETTER 24 RECOMMENDATIONS FOR THE PROGRAM WHAT’S NEXT?

residents’ behaviors in urban areas (2016). Passengers can of micro mobility pilot program. Finally, receiving feedback take micro-mobility devices by walking less than seven WHAT’S NEXT? from the pilot program and improving the issues in the minutes from the bus stations. The parking areas and docks further official micro mobility program. are better set on the primary sidewalks because residents can find them easily. After identifying the factors which are essential in making micro mobility successful, and analyzing current circumstances of Millcreek, the city enjoys great potential in implementing a successful micro mobility project.

Micro mobility is a new and relatively immature transit mode; it comes with opportunities and issues. Some recommendations were discussed above, such as prioritizing deployed areas, identifying an appropriate mode for deployment, increasing affordability of using- mobility services, and improving the connections between micro mobility and public transit; however, there are various topics that are valuable to discuss for improving micro mobility in the future. Cities could focus on increasing safety such as wearing helmets and building more buffered bike lanes to improve the riding experience of micro mobility. Moreover, developing the education of using micro mobility correctly by social media and other modes could be a potential topic for further development.

Micro mobility provides many benefits for cities; it decreases the demand on driving vehicles, and encourages residents to use a healthy and sustainable transit mode for travel and commuting. Millcreek is a growing suburb, and it is full of ambition in implementing micro mobility. A micro mobility pilot program is a good start for Millcreek. It will help the city to identify the advantages and challenges during the program, and supports administrators to create more appropriate and effective decisions in the future. Distributing educational materials and discussing micro mobility in the city council meeting could be the first step. Then, asking supports from other suburbs and cities, which have implemented micro mobility, to create a rough draft

25 MAKING MILLCREEK BETTER 26 BIBLIOGRAPHY BIBLIOGRAPHY

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