Micromobility in Cities

NATIONAL LEAGUE OF CITIES

Micromobility in Cities:

THE CURRENT LANDSCAPE Table of Contents

Introduction...... 4 NATIONAL LEAGUE OF CITIES Overview of Shifts...... 6

How Micromobility in Cities Works...... 7

About the National League of Cities Equity...... 10 The National League of Cities (NLC) is the voice of America’s cities, towns and villages, representing Case Studies...... 14 more than 200 million people. NLC works to strengthen local leadership, influence federal policy and drive innovative solutions. Looking Ahead...... 17

NLC’s Center for City Solutions provides research and analysis on key topics and trends important to cities and creative solutions to improve the quality of life in communities.

About the Authors

Brenna Rivett is a program manager, Tina Lee is a senior coordinator, and Brooks Rainwater is the senior executive and director of NLC’s Center for City Solutions.

Average Scooter Deployment by City Size Average Scooter Deployment by City Size Population Bin Introduction Population Bin50K-100K 100K-299K 50K-100K Less than 50K More than 300K ove them or hate them, e-scooters returned and some cities, such as Chicago 100K-299K Less than 50K have increasingly become a and Minneapolis, removed micromobility More than 300K Lcommon fixture on city streets—and bans that were imposed pre-COVID. While sidewalks—in recent years. Then a global the dust is still settling in terms of the pandemic hit and suddenly halted what upset COVID-19 caused for micro-transit, seemed to be an ever-growing alternative the overall number of scooters deployed AVG # Deployed: 5,557 Population: More than 300K transportation option. While e-scooters across the country has remained relatively have returned to most cities, the once the same, with some companies pulling lavishly venture-fueled marketplace has scooters and others filling the void.2 noticeably contracted. One of biggest AVG # Deployed: 5,557 The versatility of micromobility turned Population: More than 300K marketplace shifts is the acquisition of out to be a benefit during the pandemic. Jump e-bikes and scooters from Uber by According to a study from McKinsey, Lime, independently two of the biggest during the pandemic average trip lengths micromobility companies.1 While at the have increased, expanding e-bikes and start of the pandemic it looked as though scooters beyond the first-last mile territory, many cities might lose micromobility AVG # Deployed: 1,408 AVG # Deployed: 639 and trips to places such as pharmacies Population: 50K-100K Population: 100K-299K options altogether, that has not been and restaurants also increased.3 In the case. However, the number of cities some cities where public transit service with scooters deployed has changed the decreased, there was a noticeable uptick dynamic of how companies work with in micromobility usage. In Detroit, for AVG # Deployed: 538 cities and what future relationships will look Population: Less than 50K example, usage increased by 60% and Spin, like. Some cities lost a provider at the start a scooter provider, worked directly with of the pandemic as Lime, Bird and others the city to place scooters along closed or pulled their scooters, but most have now reduced bus routes.4 AVG # Deployed: 1,408 AVG # Deployed: 639 Population: 50K-100K Population: 100K-299K

AVG # Deployed: 538 Population: Less than 50K

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Overview of Shifts How Micromobility cooters took cities by storm in and rented micromobility rides during the in Cities Works 2018, in many cases showing up pandemic, there is a potential for some of Sovernight. Since then, we have these changes to last post-pandemic. A raditional mobility options and Cities have taken different approaches seen a shift in how cities engage with survey Lime conducted in June 2020 found services, such as taxis and public to navigating and managing the shared the sector, the expansion of e-bikes and that over 50% of respondents felt that Ttransit systems, were established by mobility landscape. For example, many scooters to small- and mid-size cities, and streets altered to provide more space for local governments through a competitive cities start with a pilot program to identify increased ridership across the board. From walking and biking should keep some level procurement process and public-private potential pain points to be ironed out a regulatory perspective, micromobility of these changes post-pandemic.5 partnerships. These partnerships and before a full program launch and to was not the first rodeo for cities. When contracts were typically developed by gauge resident response. With the onset Even before the COVID-19 pandemic Transportation Network Companies cities and designed based on achieving of COVID-19 many pilot programs were hit, the mobility landscape was seeing (TNCs), such as Uber and Lyft, began specific outcomes, which often aligned extended (either officially or unofficially) a notable shift in conversations around operating in cities there was no roadmap with the city’s long-term goals. Electric and permit changes put on hold. As the greener, shared-use models. The future and cities had to quickly adapt. When bikes and scooters, however, did and new normal has taken hold, many cities are looks different, and our goal with this micromobility came on the scene in 2018, do not align with the typical approach getting back to their mobility plans and guide is to provide cities with the ability many cities used the lessons they learned local governments established regarding thinking about how micromobility fits in. to navigate the current micromobility from dealing with TNCs to help them mobility options and services. Many environment and build partnerships that develop a framework for e-scooters. companies initially adopted the “ask for MEMORANDUM OF UNDERSTANDING work for your community. forgiveness not permission” strategy, SERVICES CONTRACT Micromobility improves mobility options in dropping their products into cities Some cities have instituted a a myriad of ways. In some areas it provides Ultimately, the value of these services is overnight without prior consultation Memorandum of Understanding (MOU) a first-last mile option for commuters, true integration into a holistic mobility with city leaders (e.g. Santa Monica in that outline the terms and performance an easier way to navigate congested environment- getting people around cities. 2017),6 taking advantage of the legal and measures that providers must agree downtown areas, and, more recently, a With the pandemic likely shifting the way regulatory grey area of shared, dockless to meet before operating within a city. single-occupancy option for getting around people get around for the foreseeable mobility services. This strategy tends to be taken when future and residents expressing support during a global pandemic. cities launch short-term pilot projects, for slow streets and increased bike lanes, Because these new services are not directly generally three, six, or twelve months. Shared scooters and bikes provide scooters are here to stay and cities will procured by local governments, cities have In this agreement, cities typically outline people with options outside of continue to play a vital role in shaping developed frameworks for management the responsibilities of the city and the personally owned automobiles, the future of mobility. In in the last two to three years, developing participating company. It generally creating better, healthier, more recent years, cities have mechanisms to take advantage of the covers such topics as equipment environmentally friendly cities. led the charge in increasing positive potential, and limit the negative management, fleet size, fleet condition, With many cities closing the focus on equity impacts of micromobility. In doing so, cities vehicle parking and removal, data sharing streets to cars as part of the in micromobility and have aimed to increase access, safety, and provisions, penalties and fines, duration “slow streets” movement and making sure scooters work economic opportunity for residents, while of the pilot program, service areas, the uptick in both personal for residents. reducing congestion, vehicle miles traveled equity requirements, insurance and (VMT) and carbon and greenhouse gas indemnification, and modification and (GHG) emissions. termination.

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Key Consideration: While establishing Key considerations: Pilot programs are an Key considerations: It should be noted success and expansion. For many cities an MOU gives cities and providers the effective way to learn about the service, that an RFP process could restrict the with policy goals like equitable distribution ability to immediately introduce vehicles partners and providers, operations, competitiveness of the market that of resources to historically underserved and launch a pilot project, MOUs may and the impacts before settling on a may improve the features and services communities, establishing clear policy not provide the same flexibility regarding longer period for operations through a available to residents.10 It is important when objectives in partnership with community specific operating outlines as a permit permanent permit or licensing structure. designing the RFP requirements that the members and communication with or licensing system allows for, unless While e-scooter programs have the city very clearly outlines the goals and providers is key to success the MOU language can be negotiated potential to help ameliorate transportation priorities of the city, and design outcome- and amended after city council’s inequity, they do not necessarily solve oriented equity requirements for providers. OVERCOMING CHALLENGES authorization. all problems. Therefore, cities should These goals should be made in partnership These different structures for managing establish realistic goals for pilot programs with community members before the RFP e-scooters on city streets have been utilized PILOT PROGRAM with the understanding that longer-term is drafted to ensure that the goals the city by cities in an attempt to manage a new Many cities have launched shared investments must be made in communities has set forth match the goals community form of mobility that quite literally popped micromobility pilot programs, providing a where demand may be low and adequate members envision themselves. up overnight. What works for one city testbed both for the service itself and for rider infrastructure does not yet exist (as in may not work for another, but cities have different regulations and best practices the case of having mandated geographic PERMIT OR LICENSE exemplified the importance of iterating learned from other communities. Many dispersal in targeted services areas). Most cities have now instituted a and incorporating flexibility. Nothing has city goals for pilot programs are based Cities must incorporate data provision permitting process, to streamline program exemplified this more than the COVID-19 around understanding the dynamics of requirements with clear metrics in mind, so management and incentivize providers pandemic. When the pandemic began, many the emerging marketplace; learning from that they can analyze the performance of to be good partners (to ensure permit scooter providers removed their scooters and collaborating with peer cities to the system. The learnings should then be renewal). A permit or license creates a as quickly as they appeared, leaving many develop best practices, gaining insights incorporated into longer-term permits or framework for operations with specific communities without a safe transportation into mobility trends through the use of future bidding processes. provisions (e.g. data sharing parameters, option, while others stepped up and collected data, addressing concerns over minimum qualifications for permit or attempted to fill in the gaps.11 As it became equity, safety, and accessibility of modes REQUEST FOR QUALIFICATIONS license holders, establish clear guidelines clear that the pandemic was not going to be of transit, understanding how the service (RFQ) & REQUEST FOR PROPOSAL for operations) that can be adjusted or short-lived and that more single-occupancy interacts with existing mobility options, (RFP) PROCESS updated, which allows cities to test and transportation options were needed, some Many cities choose to employ an RFP and developing a permanent program learn from their experience during each cities, like Chicago and Minneapolis, process to secure providers for shared that fosters innovation and prepares the permit period. By creating a performance- reversed previous bans on micromobility services, allowing the city for new and unanticipated modes of based regulatory framework, cities can scooters.12 As cities across the 7 companies themselves to provide and transportation in the future. As a part maintain a competitive market (as opposed country are seeing residents manage the service, which makes regulation of pilot programs, cities can make their to the market that an RFP may create) to demand more safe spaces and management easier for the city. An RFP permits available on a first come, first ensure quality and affordable services. The for biking, walking, process may be employed both for a pilot serve basis (ex. Denver’s Dockless Mobility downside to permit or license is that it may and scootering, 8 program and for more permanent service Vehicle Pilot Permit Program ) or permit be difficult to manage many applicants, micromobility has provision. An RFQ may precede an RFP. In application wherein a city may choose providers, and an abundance of physical again become an RFQ, the city can establish a potential which providers are permitted to operate e-scooters in the city. a topic of pool of vendors who match the city’s (ex. Long Beach’s Shared conversations in outlined goals and priorities, who the city Key considerations: Cities should create Micro-Mobility Pilot (mostly virtual) 9 then opens the RFP process to. very clear metrics and expectations for Program). city halls.

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Equity

WHY IS EQUITY ethnic minorities face the disproportionate IMPORTANT TO CONSIDER impacts of the enforcement of rules regarding the use of transportation WHEN DEPLOYING options (ex. bikes, e-scooters). These same MICROMOBILITY? barriers apply when considering access Transportation is key to health, education, to micromobility that city leaders must employment, economic development, and prioritize addressing as micromobility environmental quality. Decades of policy continues to be a viable option and decisions have had disproportionately solution cities look to. negative impacts on low-income and minority residents, which has restricted their These barriers have been highlighted by 15 access to quality health care, education, the social, economic, and public health industries. According to the US Bureau cities are building equity into agreements and job opportunities, and exposed some impacts of COVID-19. For instance, Black, of Labor Statistics, Black and Latinx with micromobility providers. At a high residents to environmental hazards.13 Indigenous and People of Color (BIPOC) workers are disproportionately represented level, over 60% of cities have equity live further away from essential services employees in grocery stores, hospitals, requirements included in their agreements. Micromobility has taken off as a form such as grocery stores and medical nursing care facilities, bus and urban The most common equity tool utilized of transportation and mobility that facilities, and/or lack access to safe and transit, and other essential job functions. is requirements for charged e-bikes and can help mediate these inequities by reliable transportation, both of which Essential workers are at a much risk of scooters to be equitably distributed across providing a lower-cost alternative to other exacerbates existing health conditions and community spread of COVID-19 and safe city neighborhoods. Many cities also transportation options (both for the riders impacts their ability to stock up on supplies ways to get to work are very important for require cash payments options to be made and for the city) that expands reachable that would allow them to stay at home and these residents. available to residents as well as discount locations with minimal infrastructure to receive care if sick.14 Access to good programs for low-income residents. investments. Without thoughtful planning, transportation is key to accessing testing, These barriers that have surfaced because Another interesting finding is that cities however, city leaders risk exacerbating as many testing centers are not located in of historic and compounded transportation increasingly are requiring micromobility or perpetuating existing transportation high transmission risk zip-codes with higher inequities are being heighted due providers to report data back to the city inequities. rates of racial and ethnic minorities, but COVID-19. Without addressing these to help assess to what extent these equity neighborhoods with higher concentrations systemic inequities, these barriers will requirements are achieving their goals and Some of the historic barriers to access of white households and higher-income continue to surface in various iterations. how usage may or may not change. that women, low-income, and minority households. Without access to good residents have faced in accessing transportation, many communities of color EQUITY MATRIX BARRIERS TO ACCESS adequate transportation options are both face systemic barriers to testing. For this report, NLC staff compiled There are several physical and non-physical physical and non-physical. Residents face and analyzed all publicly available city barriers to access that low-income and disproportionate safety risks due to a lack Furthermore, Black and Latinx workers micromobility permit applications, RFPs, minority communities face in accessing of adequate infrastructure. Racial and are overrepresented in most essential and MOUs to assess the extent to which micromobility services.

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Language: Minority and low-income lanes), users may feel less safe using CURRENT DEPLOYMENT STRATEGIES In some instances, however, the barrier to residents often have little voice in the shared mobility services. Lower-income Transportation deserts, like food deserts, access has been more complicated than deployment of these services, due to neighborhoods are less likely to have have increasingly become topics of simply placing a scooter in a transportation minimal outreach in the transportation infrastructure that supports non-car conversations in cities across the country. desert. Many residents have not operated planning process and a lack of readily forms of transit, meaning that even if Several factors have contributed to this the scooters before and are unsure how they available information, often due to communities are supplied shared mobility shift. Increased congestion has made work, the prices make them inaccessible, or language barriers. services (ex. through city mandated commuting via car less desirable and they simply do not find them to be a viable geographic dispersal of e-scooters), concerns about air quality and pollution option for the trips they wish to take. The Payment Options (Cost & Technology): residents may not use the services due have sparked questions about the societal barriers are problems that some In some cases, micromobility services may to the public safety risk they pose. Initial proliferation of single-occupancy vehicles. cities have looked to community partners be too expensive for low-income residents studies from cities such as Portland, OR on The housing crisis sweeping the country is to help solve. Local organizations, that are to use. Alternatively, some residents may the demographics of micromobility users resulting in the neighborhoods residents generally based in these neighborhoods and lack access to the technology necessary show that there is a significant gender gap work in becoming unaffordable for them to have a rapport with the residents, are often to use these on demand services (such in ridership.16 Many of the public safety live in. Against this backdrop is the reality better suited to understand the barriers in as a smartphone) or not have a credit- issues and lack of infrastructure can be that public transportation infrastructure is a particular neighborhood and be able to card (which may be required to make the pointed to as a cause. incredibly expensive to implement and run, come up with strategies to overcome them. payments on the platform’s app). and yields little profit for the city: it is an In some cases, it is as simple as getting Enforcement: The lack of safe infrastructure investment in residents rather than a source out the information on reduced pricing Availability by Geographic Location: also intersects with the prevalence of over- of income. Low-income and vulnerable plans, suggested safety measures, and Dependent on the contract between the policing in lower-income and predominantly communities are thus often left out when it introductions on how to use and ride them. city and providers, some neighborhoods BIPOC communities. Many cities have comes to transportation. may have fewer provisions of shared encountered a large proportion of users Equitable deployment is in many ways a micromobility services. With fewer provided who ride on the sidewalk due to a lack of Micromobility has begun to shift this new topic for cities given the nimble nature e-scooters, the service loses its appeal and adequate infrastructure that makes riders conversation in several ways. The first of micromobility. Even bike share programs, reliability as a transportation option. feel safe enough to ride on streets. In being that it is not a fixed route system, much more flexible than bus or metro predominantly minority communities, the meaning a scooter that is deployed in one systems, can require significant investment Public Safety – Infrastructure (Design & impacts of over-policing may mean that neighborhood in the morning may end up due to docking stations and other Perceived Risk): Without investment in riders, particularly younger Black and Latinx across town by the evening. Cities have infrastructure required on the city’s dime. infrastructure that protects riders from males, may be disproportionately penalized also increasingly worked with micromobility With micromobility, cities are in the new oncoming traffic (e.g. protected bike for minor infractions. providers to create permit clauses that position of evaluating a system created require the scooters and bikes to be by the private sector and evaluating how deployed with equity in mind. This can take it fits each city’s needs. With permitting the form of requiring that a percentage requirements outlining the expectations of the overall fleet be deployed in for providers and community organizations underserved areas or allowing the company working to overcome social barriers to to deploy more scooters and bikes than access, cities are creating a new system their permit stipulates if they deploy them of deploying and evaluating micro-transit in underserved areas. from an equity perspective.

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MINNEAPOLIS, MINNESOTA demand for the e-scooters, but people Case Studies were also riding for longer trips. Last year Minneapolis launched two e-scooter pilot in Minneapolis, the average trip was 13 programs, one in 2018 and 2019.20 In 2018, OAKLAND, CALIFORNIA All program. This program was launched minutes; during the pandemic, that number they only allowed 600 scooters maximum in partnership between the city of has regularly exceeded 20 minutes.25 Since scooters were first deployed in Oakland between Bird and Lime.21 Under the 2019 Oakland, TransForm (a nonprofit advocacy According to the city, proposals from the in 2017, the city has developed a permitting e-scooter program, four operators were organization) and Ford GoBike. This equity six vendors who applied were evaluated process for scooter providers, informed by chosen to deploy 2,000 e-scooters, outreach was funded by the Metropolitan based on a number of criteria, including initial data findings and input from residents based on equity and safety goals. Beyond Transportation Commission (MTC) and safety, equity, and experience, and judged at community outreach meetings. Initial distribution requirements in areas of Motivate, the operator of FordGoBike. by a panel which included city staff, the findings showed that the racial breakdown concentrated poverty, the city also TransForm worked with community Minneapolis Park and Recreation Board, of scooter riders was more representative required providers to have low-income organizations (e.g. Scraper Bike Team, University of Minnesota and Minnesota of the population in comparison to car- pricing programs, and alternative payment Chinese Newcomers Service Center, San Department of Transportation.26 The city and bike-share programs, but there was and access options for those who do not 17 Francisco Bicycle Coalition etc.). This initiative ultimately chose only two providers— still room for improvement. Recognizing have a smart phone or require/prefer a engaged in targeted, multi-lingual outreach Bird and Lyft—to maintain oversight and the barriers that residents faced to using cash payment option. Additionally, the city by residents and organizations. With the visibility of the scooter companies, and to micromobility services (e.g. price, availability, stipulated that providers should engage help from TransForm, low-income bike-share gain as much cooperation and attention to lack of alternative payment options, and in ongoing education and outreach on ridership grew from just 3% to 20% of all detailed customer service and agreement lack of physical infrastructure to support safe riding and proper parking etiquette.22 Ford GoBike memberships as of June 2018, requirements as possible.27 The new safe travelling etc.), the city established According to data collected from the city, one of the highest in the country. While the agreement—in addition to requirements to requirements for equitable distribution, over 150,000 people took 1 million trips Bike Share for All program was bike-specific, equitably distribute scooters, low-income alternative payments options, discounted during the 2019 pilot period.23 The purpose it highlights the efficacy and importance pricing options, and options for those pricing for low-income users, hiring a local of these two pilots was to understand of engaging community organizations to who do not own a smart phone—requires workforce, accessibility requirements and a the service, how e-scooters fit into the 18 help bridge the gap between low-income companies to follow enhanced cleaning community engagement plan. city’s transportation goals, and how the community members and transit access. protocols and to require scooters to be service was perceived by residents. Some While these equity provisions are key to locked to poles or bike racks, to address Given that it can be difficult for cities to key lessons learned from the two pilots providing Oakland’s residents with a more the issue of improperly parked e-scooters. involve the private sector in education was to keep in good communication with equitable scooter program, the staff, time, and Another new element of the program was and outreach strategies in lower-income providers, select more than one provider resources needed to enforce these stipulations a change to the fixed pricing structure. neighborhoods, and these neighborhood at least initially while the service is still have proven to be difficult, according to a Instead of charging a flat 15 cent fee per residents may be wary of initiatives such new to the city; set expectations for city representative. For example, in the East vehicle beginning of ending in Minneapolis, as these, it is advantageous to get local the service straight with providers; and Oakland neighborhood, the data highlights the city will discount the charge if a vehicle keep an eye on how vendors are fulfilling that ridership counts are not as high as other community organizations involved, like 24 begins or ends in an Area of Concentrated TransForm, to conduct outreach, as they distribution requirements. areas in the city, making it difficult for the Poverty (ACP) to 5 cents. The city are already embedded in the communities, city to get private companies to comply and Most recently, the city of Minneapolis hopes that the carrot-stick approach will know how best to reach out to these deploy strategies to increase ridership in launched a program that will run from July incentive vendors to fulfill their distribution 19 community members, and understand how Oakland’s Community of Concern. 2020 to March 2021 in response to the requirements—data collected from the to truly listen. While resource limitations sustained demand for e-scooters during the 2020 pilot will confirm the effectiveness of One program the city has seen a lot of can be a barrier, these practices have pandemic. Not only was there a sustained this approach. success with has been the Bike Share for proven efficacious and are worth exploring.

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CHICAGO, ILLINOIS rebalancing requirements needed to be developed in future pilots. The Chicago Department of Business Looking Ahead Affairs and Consumer Protection (BACP) As the second iteration of the pilot launched a two-year Emerging Business t the start of 2020, micromobility alleviate the historic barriers women, project, Chicago’s 2020 pilot program has Permit, under which Chicago e-scooter had become a fixture in many lower-income and BIPOC residents face integrated many of the lessons learned, pilot projects fall. As a part of this permit, large cities across the country, in accessing quality transportation and feedback from community members and A the BCAP and Chicago Department of and medium and smaller cities were also mobility options. In Paris, the concept of unanswered questions into the design Transportation (DOT) have partnered getting on board. COVID-19 affected the 15-minute city, the ability to access of the pilot. As part of their permitting together to execute two e-scooter pilot almost every aspect of city operation, and everything you need from food to childcare process, the city clearly outlined what the programs, one in 2019 and one in 2020. micromobility was no exception. From within a 15-minute bike ride, has continued pilot purpose and objectives were.29 As a part of this two-year process, the the initial reaction of private companies to build momentum despite the pandemic. city will evaluate the impact and success According to the city, its goal for the pulling their scooters off city streets Oakland, CA closed 74 miles of road, or of the pilot, using both ridership data and second pilot is to provide more equitable to the mid-pandemic lull where some 10% of total road space, to cars so that feedback from riders and non-riders, to and balanced scooter distribution companies stepped up and worked with residents had ample safe space for leisure determine the long-term suitability of an throughout the city.30 Of the four cities to fill transit voids, and some cities and transportation with a specific focus e-scooter program in the city. applicants, the city chose three providers either allowing scooters for the first on equitable access for their lower-income to operate in 2020: Bird, Lime and Spin time or upping the number that could communities. Chicago’s 2019 pilot project ran from June running from August to December of be deployed, e-scooters and bikes have 2019 to October 2019. Ten companies Micromobility, once thought of as a passing 2020. These three vendors were chosen proven to be a popular pandemic-friendly were chosen by the BACP to operate 250 fad, and despite a rocky start to the based on their demonstrated ability to mobility option. e-scooters each in specific areas in the pandemic, has become a transit fixture in meet Chicago’s strict operational, safety northwest and west sides of the city, with As city leaders and residents navigate the cities. Whether the goal is continuing the and equity guidelines for the four-month the aim of testing the viability of scooters as complicated landscape of transit under the clean air levels achieved due to COVID-19, pilot project.31 Now, vendors will be a mobility option and designed to maximize cloud of a pandemic, the landscape has offering efficient single-occupancy allowed to operate up to 3,333 devices safety and minimize sidewalk clutter. While continued to shift. Cities and towns across transportation options, or simply creating city-wide and must deploy at least 50% the city did have requirements for equitable the country have closed roads to cars, more mobility options that do not contribute of their devices in “Equity Priority Areas.” distribution in priority areas (underserved enlarged bike lanes, created new walking/ to congestion, cities are beginning to To address the lack of enforcement of the community areas), compliance with this biking/scootering lanes, and prompted strategically utilize micromobility to create redistribution requirements, compliance on requirement varied across providers – none a larger conversation on how cities can more equitable transit systems. this requirement will be checked twice a of the providers met the 25% redistribution day. Failure to comply with the pilot’s terms requirement.28 Based on the city’s evaluation may result in suspension or revocation of the survey, a number of things were clear: of vendor licenses. While the results of while showing promise to fill transportation Chicago’s pilot program remain to be seen, gaps, ridership was geographically Chicago’s thoughtful approach to piloting concentrated in areas with higher density e-scooters and using it as a viability test of other transportation options; and bed is one to watch. strong incentives to comply with the city’s

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Endnotes

1 https://techcrunch.com/2020/06/16/lime-closes-acquisition-of-jump-assets-in-europe-as-jump-bikes-and- 20 https://bringmethenews.com/minnesota-lifestyle/there-will-be-four-companies-providing-scooter-rentals-in- scooters-disappear/ minneapolis-this-summer

2 https://usa.streetsblog.org/2020/05/11/lime-just-became-the-biggest-micromobility-company-in-the-world/ 21 https://www.metrocitiesmn.org/assets/docs/PolicyCommittees/TGG/2019/Minneapolis%20Scooter%20

3 https://www.mckinsey.com/industries/automotive-and-assembly/our-insights/the-future-of-micromobility- Pilot%20Summary%202018%20%2B%202019%20Update.pdf ridership-and-revenue-after-a-crisis 22 https://minnesota.cbslocal.com/2019/04/22/mpls-selects-4-operators-for-e-scooter-pilot-program-doesnt-

4 https://blog.spin.pm/spin-covid-update-d3dce5bcc24e include-bird/

5 https://www.li.me/second-street/rethinking-travel-in-the-era-of-covid-19-new-report-shows-global- 23 https://www.bizjournals.com/twincities/news/2019/11/27/minneapolis-shared-scooter-pilot-logged-more- transportation-trends-support-for-micromobility than.html

6 Sisson, P., 2018. 2018 Was the Year Of The Scooter, And Santa Monica Was The Epicenter. [online] Curbed. 24 Brown, J. (2020, September 28). Phone Interview [Personal Interview] Available at: https://www.curbed.com/2018/12/7/18130247/santa-monica-uber-lyft-bird-lime-scooter-bike-app 25 Ibid.

7 https://ladot.lacity.org/projects/transportation-services/shared-mobility/micromobility 26 https://www.bizjournals.com/twincities/news/2020/04/14/scooters-are-returning-to-minneapolis-but-

8 https://www.denvergov.org/content/dam/denvergov/Portals/705/documents/permits/Dockless-Mobility-Pilot- pandemic.html Permit-Program-Overview_June2018.pdf 27 https://bringmethenews.com/minnesota-lifestyle/there-will-be-four-companies-providing-scooter-rentals-in-

9 http://www.longbeach.gov/globalassets/go-active-lb/media-library/documents/programs/micro-mobility- minneapolis-this-summer program-e-scooterse-bikes/city-of-long-beach_shared-micro-mobility-program_permit_2019-2020 28 https://www.chicago.gov/content/dam/city/depts/cdot/Misc/EScooters/E-Scooter_Pilot_Evaluation_2.17.20.pdf

10 https://playbook.t4america.org/ 29 https://www.chicago.gov/content/dam/city/depts/cdot/Misc/EScooters/2020/2020%20Chicago%20

11 https://www.theverge.com/2020/3/20/21188119/electric-scooter-coronavirus-bird-lime-spin-suspend-bikes E-scooter%20Pilot%20Purpose%20and%20Objectives.pdf

12 https://nextcity.org/daily/entry/chicago-minneapolis-give-e-scooters-another-go 30 https://www.chicago.gov/content/dam/city/depts/cdot/Misc/EScooters/2020/2020%20Chicago%20 E-scooter%20Pilot%20Purpose%20and%20Objectives.pdf 13 https://www.racialequitytools.org/resourcefiles/sanchez-moving-to-equity-transportation-policies.pdf 31 https://www.chicago.gov/city/en/depts/cdot/provdrs/bike/news/2020/august/city-of-chicago-launches-2020- 14 https://www.cdc.gov/coronavirus/2019-ncov/community/health-equity/race-ethnicity.html shared-e-scooter-pilot-program-wit.html

15 https://www.urban.org/urban-wire/how-covid-19-affecting-black-and-latino-families-employment-and- financial-well-being

16 https://opb.org/news/article/electric-scooters-data-women-ride-less-than-men/

17 https://cao-94612.s3.amazonaws.com/documents/E-scooter-Community-feedback-summary.pdf

18 https://cao-94612.s3.amazonaws.com/documents/OakDOT-Scooter-Share-Terms-and-Conditions-May-2019.pdf

19 http://opendata.mtc.ca.gov/datasets/74fa4916d67142c2b7ee213f221a97af?geometry=-122.248%2C37.722%2C- 122.080%2C37.770

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