Micromobility Policies, Permits, and Practices (2022) / Chapter Skim
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Pages 23-49
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23 Survey Development The information used in this synthesis was collected through an online survey of state DOTs and phone interviews of select DOTs regarding their policies and practices in managing micromobility vehicles. The research team designed the online survey, consisting of 33 questions, to collect primary data.
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24 Micromobility Policies, Permits, and Practices In addition to the formal survey, researchers identified and conducted the in-depth phone interviews with representatives at the three DOTs regarding their practices in regulating micromobility in their respective states. The candidates were selected on the basis of geographic location (to provide geographic diversity)
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State of the Practice 25 Ten surveyed DOTs (23.3% of responders) classify bicycles and e-bikes as motor vehicles.
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26 Micromobility Policies, Permits, and Practices reported that staff members from the active transportation division manage micromobility (on either a full-time or part-time basis)
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State of the Practice 27 (N = 42) Other, 5.6% Other, 44.4% Active Transportation, 18.2% Active Transportation, 63.6% Compliance, 0.0% Compliance, 12.1% Motor Vehicles, 3.0% Motor Vehicles, 18.2% Policy, 2.9% Policy, 37.1% Planning, 19.5% Planning, 58.5% Safety, 7.9% Safety, 39.5% Operations, 0.0% Operations, 20.6% 0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 FULL TIME PART TIME Figure 2.
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28 Micromobility Policies, Permits, and Practices Twenty-six of the DOTs surveyed for this study (61.9% of responders) include micromobility in their long-range statewide transportation plans, while 16 (38.1% of responders)
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State of the Practice 29 Reasons for Managing Micromobility DOTs were asked to rank in order of importance from 1 to 5 (1 being the most important and 5 the least important) the following ve approaches to addressing micromobility needs in statewide transportation plans: • Planning for infrastructure to support micromobility modes • Ensuring integration of micromobility with other modes of transportation • Regulating other modes to accommodate micromobility • Incorporating micromobility into congestion management e orts • Focusing on ensuring the safety of the transportation system for all modes Twenty surveyed DOTs view ensuring the safety of the transportation system for all modes as the most important approach to addressing micromobility needs, while only one DOT sees planning for infrastructure to support micromobility modes as the most important.
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Ra nk in g 1: 1 Ra nk in g 1: 0 Ra nk in g 1: 2 Ra nk in g 1: 0 Ra nk in g 1: 20 Ra nk in g 2: 9 Ra nk in g 2: 20 Ra nk in g 2: 0 Ra nk in g 2: 2 Ra nk in g 2: 2 Ra nk in g 3: 6 Ra nk in g 3: 11 Ra nk in g 3: 2 Ra nk in g 3: 4 Ra nk in g 3: 0 Ra nk in g 4: 6 Ra nk in g 4: 2 Ra nk in g 4: 5 Ra nk in g 4: 11 Ra nk in g 4: 1 Ra nk in g 5: 1 Ra nk in g 5: 0 Ra nk in g 5: 14 Ra nk in g 5: 7 Ra nk in g 5: 1 0 5 10 15 20 25 Infrastructure planning Integration with other transportation modes Regulating other modes Incorporating micromobility in congestion management Ensuring safety for all modes N um be ro fD O Ts Actions by DOTs to address micromobility in state transportation plans (N = 25) Figure 6.
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State of the Practice 31 others. Personal micromobility, on the other hand, refers to the use of micromobility vehicles that are owned by riders and are not part of sharing programs.
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32 Micromobility Policies, Permits, and Practices The same number of DOTs also work with MPOs and TPOs. Seventeen DOTs (45.9% of responders)
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State of the Practice 33 Surveyed DOTs were asked to rank reasons for regulating shared micromobility companies from most important (1) to least important (5)
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34 Micromobility Policies, Permits, and Practices department of safety, legislation, facility owners, or various combinations of these entities (e.g., state, counties, and municipalities or other state agencies, counties, and municipalities)
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State of the Practice 35 data from mobility operators in a standardized format and communicate with them in real time using digital code.] Transportation and parking infrastructure in many cities was traditionally designed around personal vehicles with possible accommodation for other common transportation modes such as transit and walking.
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36 Micromobility Policies, Permits, and Practices vehicular or pedestrian traffic. Both cities and states can play a leading role in implementing infrastructure design standards that accommodate new micromobility modes.
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State of the Practice 37 establishing permitting fees, regulating eet size, and regulating hours of service. Of the two DOTs that are involved in regulating operations, one is a unique case since it is a state, county, and city DOT, and the other is only involved in regulating a limited micromobility pilot deployment that is implemented on transit agency (state government)
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38 Micromobility Policies, Permits, and Practices (N = 41) 4.9% 95.1% DOT is involved DOT is not involved Figure 15.
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State of the Practice 39 As a general rule, issues related to micromobility device parking are handled at the local level by entities that have tra c control jurisdiction. However, in some states, DOTs also play a leading role in establishing rules and policies regarding where and how micromobility vehicles can be parked or docked (i.e., where parking corrals are placed, designated parking locations versus sidewalks, and the distance of micromobility parking areas from driveways and buildings)
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40 Micromobility Policies, Permits, and Practices one DOT is involved in setting such requirements. Figure 19 summarizes DOT involvement in establishing requirements for managing shared micromobility service areas with technology.
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State of the Practice 41 (N = 41) 2.4% 39.0% 58.5% Yes No Handled by local entities Figure 19.
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42 Micromobility Policies, Permits, and Practices Other micromobility safety requirements may include wearing helmets while riding on vehicles, establishing a minimum age to ride, and prohibiting tandem riding on scooters. Nine surveyed DOTs (23.1% of responders)
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State of the Practice 43 (N = 13) 9 3 4 4 5 5 1 1 1 1 1 8 8 4 3 2 4 1 1 1 1 1 1 1 1 0 2 4 6 8 10 12 14 Bikes E-bikes - Class 1 E-bikes - Class 2 E-bikes - Class 3 Standing e-scooters Sitting e-scooters Number of DOTs N/A 6-10 mph 11-15 mph 16-20 mph 26-30 mph 51-55 mph 55+ mph Figure 21.
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44 Micromobility Policies, Permits, and Practices Finally, 21 surveyed DOTs (53.8% of responders) do not impose any safety requirements on micromobility vehicles or riders.
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State of the Practice 45 e majority of surveyed DOTs (95.1% of responders) do not require micromobility operators to collect or report any data on the operations of their vehicles.
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46 Micromobility Policies, Permits, and Practices personnel)
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State of the Practice 47 three DOTs implement other data handling standards. Other data handling standards reported include developing data protocols related to facility use (e.g., bike and pedestrian counts at intersections)
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48 Micromobility Policies, Permits, and Practices emerged as the top challenge for state DOTs related to micromobility (70% reported it to be one of their main challenges) , followed by issues with the definition or classification of micromobility vehicles (45%)
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State of the Practice 49 figuring out what entity manages and oversees micromobility, and developing infrastructure that supports safe and efficient micromobility trips. Additionally, one DOT emphasized that it has no explicit goals regarding micromobility outside of bicycles and pedestrian activities.
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