Micromobility Policies, Permits, and Practices (2022) / Chapter Skim
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1 Micromobility vehicles and shared micromobility services have been growing rapidly, both in the United States and on a global scale. Despite growth in customer acceptance and market adoption, these new technologies and modes can present challenges related to curb space management, safety, and pedestrian interaction.
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2 Micromobility Policies, Permits, and Practices have a clear definition of bicycles in their statutes, this is not always the case for motorized micromobility vehicles such as e-bikes and e-scooters. The majority of responding states define different micromobility vehicles as either non-motorized or motorized personal mobility devices (65.1% of responders for bicycles, 58.1% of responders for e-bikes, and 48.8% of responders for e-scooters)
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Summary 3 30.8% of responders are involved in establishing micromobility infrastructure design standards, 25.6% of responders see the role of their DOT in enforcing Americans with Disabilities Act (ADA) compliance, and 20.5% of responders see their regulation role in terms of establishing data collection and reporting standards.
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4 Micromobility Policies, Permits, and Practices establishing guidelines for designated parking locations versus sidewalks, and recommending the distance that micromobility parking areas should be from driveways and buildings. • Similar to their role in parking regulations, municipalities play the key role in most states in regulating where micromobility vehicles are permitted to operate.
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Summary 5 While micromobility trips can complement transit ridership and displace car trips, they can also compete with transit and other active transportation modes. Further research is warranted to study the net effect of wider use of micromobility modes on transit ridership, traffic congestion, energy use, greenhouse gas emissions, and the overall cost of travel in urban areas.
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