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From YouTube: Committee on Planning, Development and Transportation
Description
Docket #1169 - Order for a hearing regarding dockless mobility and electric scooters in the City of Boston.
A
Today,
I
am
joined
by
my
colleagues
for
hearing
on
docket
number,
one
169
order
for
hearing
regarding
doclist
mobility
and
electric
scooters
in
the
city
of
Boston,
sponsored
by
my
colleague
and
friend,
councillor
Matt
O'malley.
In
addition
to
the
sponsor
we're
also
joined
by
district
councillor,
Edie,
Flynn
and
district
councillor,
Josh,
say
command
I'm
sure
others
will
walk
in
as
we
go
along.
A
We
have
three
panels
set
up
for
today,
we'll
hear
first
from
administration,
administration
representatives
and
then
from
some
folks
in
industry
related
to
doclist
mobility
and
then
from
advocates,
but
we
also
are
trying
to
get
at
least
in
this
committee,
trying
to
get
a
more
of
a
habit
of
interspersing
public
testimony
throughout,
so
that
folks,
who
are
generously
sharing
their
time
with
us
from
the
public,
don't
have
to
wait
until
several
hours
in
after
QA.
So
right
now
it
looks
like
there's.
A
B
Good
to
see
you
again,
councillor
Flynn
we'd
spoken
about
electric
scooters
at
my
neighborhood
association
meeting
on
Tuesday
I
would
just
you
know
I'm
here,
just
to
say
that
I
would
like
Boston
to
have
electric
scooters
I
think
that
personally,
it
would
make
my
commutes
I
live
in
Southend
and
make
my
commute
to
Back
Bay
a
lot
easier.
I
know:
I
have
a
lot
of
friends
who
take
a
lot
of
lifts
and
ubers,
and
they,
you
know
talk
about
how
oh
yeah
I
don't
want
to
go
to
your
house.
B
I,
don't
want
to
take
the
tea
to
your
house
because
then
I
have
to
walk
like
eight
minutes,
they're
a
little
lazier
than
I
am
and
I
know
they
would
use
these
if
available
and
just
a
counselor
to
councillor
woo
I
follow
you
on
twitter
I
know
you
read
the
most
recent
UN
climate
report.
I
was
very
encouraged.
What
you
had
to
say
about
how
cities
have
to
take
the
lead,
especially
Boston
and
fighting
climate
change,
and
to
me
that
this
is
one
of
the
easiest
steps
we
can
take.
B
These
are
electric
they're,
not
cars,
they'll
take
millions
of
miles
of
car
trips
off
the
road
and
we
don't
have
to
pay
for
it.
Companies
will
come
in
and
just
put
them
on
our
streets
and
it's
the
easiest
step
we
can
take
to
fight
climate
change
and
if
we
can't
do
this,
I'll
be
pretty
disheartened.
But
it's
right
to
say
thank.
A
C
C
That's
popular
popularized,
a
new
term
micro
mobility,
which
refers
to
a
category
of
small
vehicles
for
shorter,
more
flexible
trips
around
the
city,
while
electric
scooters
and
other
forms
of
doclist
mikrobill
mobility
are
new
transportation,
innovation
driven
by
resident
demand
and
the
challenges
and
opportunity
that
these
innovations
create
for
cities
are
not
new
debates
over
how
to
share
our
streets
with
automobiles
and
bicycles
occupied
municipal
leaders
a
hundred
years
ago,
and
perhaps
a
hundred
years
from
now,
some
new
one.
Some
someone
will
compare.
C
What
we
discussed
today
is
a
form
of
transportation
that
none
of
us
can
imagine
even
reaching
into
even
reaching
into
recent
history.
The
advocates
in
this
room
can
remember
the
concerns
and
controversy
surrounding
blue
bikes
when
it
was
first
proposed
almost
a
decade
ago,
after
blue
bikes,
then
hub
way
were
deployed.
Boston
has
never
been
able
to
keep
up
with
the
demand
for
this
new
and
exciting
way
to
get
around.
While
the
complaint
at
first
was
about
the
role
blue
bikes
would
play
on
our
streets
and
sidewalks.
C
Now
the
most
common
complaint
I
hear
is
from
residents
who
don't
yet
have
blue
bikes
in
their
community
and
they're.
Looking
forward
to
its
expansion,
I
personally
am
very
excited
that
blue
bikes
will
be
part
of
West
Roxbury,
hopefully
within
the
next
month
or
so
I'm.
Looking
at
the
chief
who
is
nodding,
his
head
I'm,
especially
excited
for
that
station,
I'm
pleased
that
we
will
be
running
as
ecumenical
process
as
humanly
possible
after
this
panel
we've
invited
at
least
four
of
the
private
industry.
C
Boston
has
long
been
known
as
a
city
that
innovates
we've
been
early
adopters
of
every
transportation
innovation
in
America
from
the
first
subway
at
Park
Street
to
one
of
the
earliest
bike
shares
in
the
country.
At
the
same
time,
our
city
has
great
challenges
in
Harvard's.
Recent
equality
of
opportunity.
Study
Boston,
was
on
a
list
of
places
with
the
longest
commute
times
for
low-income
residents.
In
this
study
commuting
time
was
the
single
strongest
contributor
to
a
family's
chances
of
escaping
poverty.
It
mattered
more
than
crime
or
test
scores.
C
This
should
remind
us
why
we
must
pursue
transportation
equity
for
all
of
our
residents.
Each
new
innovation
will
bring
difficulties
and
adjustment
I'm
particularly
curious
to
learn
today
about
how
new
ways
of
getting
around
can
integrate
with
our
streetscapes
remain
safe
and
take
into
account
the
mobility
needs
of
Bostonians
with
disabilities,
as
Boston
has
led
on
so
many
revolutions.
We
can
also
be
one
of
the
first
cities
to
get
the
shared
mobility
revolution
right
for
all
of
our
residents.
I
hope
we
can
start
that
work
here
today.
Thank
you
very
much.
Thank.
D
E
E
E
They
will
have
to.
If
we
look
at
a
pilot
plan,
we
want
to
make
sure
that
we
have
the
legal
requirements
outlined.
First,
you
know
how
thinking
out
wow
what
what
will
the
speed
limits
be
for
some
of
these
scooters?
Will
people
wear
helmets?
Well,
they
will
they
be
able
to
drive
on
the
sidewalks.
What
is
the
minimum
age
requirement?
Will
there
be
some
some
sort
of
license
or
registration
with
the
city
of
Boston
Transportation
Department?
E
We
have
a
lot
of
safety
concerns,
I'm
not
opposed
to
this
idea,
but
we
do
have
a
lot
of
safety
concerns
impacting
many
neighborhoods
across
our
city.
In
my
neighborhood
of
South
Boston,
you
know
cars
are
speeding
at
great
great
lengths
in
how
will
this
impact
scooters
on
L
Street
or
on
East
4th
Street
Fifth
Street?
What
will
the
rules
of
the
road
be
with
all
the
crashes
affecting
pedestrians,
motorists
and
cyclists?
E
Those
issues
that
councillor
will
encounter
O'malley
and
the
city
administration
have
been
working
on
for
a
lot
of
years
effectively,
but
we
also
must
work
out
other
quality
of
life
issues
as
well.
There
are
a
lot
of
details.
We
need
to
work
on
as
a
city
when
it
comes
to
this
issue,
but
it's
a
conversation
certainly
worth
having.
A
F
Chair
I
want
to
be
very
brief
here,
because
I
know
there's
a
lot
to
talk
about.
This
seems
like
a
great
idea
and
I
want
to
thank
council
O'malley
for
being
proactive,
I'm
bringing
this
before
this
body
so
that
we
can
get
ahead
of
it.
As
when
my
first
year
on
this
body
about
six
years
ago,
we
were
chasing
the
the
ride
sharing
industry
for
a
little
bit
of
time
and
try
and
figure
out
the
best
way
to
make
that
work
in
the
city
of
Boston.
So
it's
good
to
be
proactive
here.
F
I
want
to
see
this
work.
My
main
concerns
about
this
and
I
look
forward.
I
may
have
to
step
out
early
I
have
another
engagement,
but
if
folks
representing
the
industry
my
way
and
either
by
written
testimony
or
not
on
what
their
plans
are
and
how
they
address
issues
of
accessibility
and
where
these
vehicles
are
going
to
be
left,
it's
certainly
an
issue
across
the
city
of
Boston,
but
the
neighborhoods
I
represent,
particularly
in
Beacon
Hill.
In
the
Back
Bay.
F
We
have
very
crowded
sidewalks,
which
is
good
because
a
lot
of
people
are
there
patronizing
our
establishments
going
to
events
that
sort
of
thing,
but
it
can
be
challenging
for
people
with
mobility
impairments.
It
can
be
challenging
people
without
to
get
across,
particularly
on
Newbury
Street,
and
we've
been
back
and
forth
on
sandwich
boards
on
Newbury
Street
and
the
fact
that
those
provide
some
sort
of
impediments.
F
So
I
would
just
say
that
for
my
peace
of
mind
and
for
hearing
how
this
is
gonna
work
in
the
city
of
Boston,
what
the
sort
of
staffing
plans
are
for
the
folks
in
the
industry
in
other
cities
have
they
assigned
maybe
a
full-time
person
to
some
of
these
high-traffic
areas
to
make
sure
that
their
vehicles
are
not
blocking
the
pathway
and
what
the
interaction
was
gonna
be
with
our
parking
enforcement
officers
at
BTD.
I.
Think
that's
very
important.
I
think
this
is
innovative.
F
I
think,
because
directly
to
addressing
issues
of
climate
of
traffic,
safety
in
the
city
of
Boston
I
want
to
see
this
work.
But
we
cannot
forget
that
there
are
folks
who
do
have
it's
not
as
easy
for
them
to
get
around
our
city
already,
and
we
need
to
make
sure
that
we're
not
putting
more
barriers
in
their
path.
So
that's
what
I
look
forward
to
hearing
more
about
and
I
want
to.
Thank
you,
madam
chair
Thank,.
G
Madam
chair
and
I
also
want
to
acknowledge
and
thank
councillor,
Matt
O'malley
for
introducing
this
hearing
order,
I'm
someone
who
believes
deeply
and
making
sure
that
we
have
equitable
transit
opportunities.
I
rely
on
public
transportation,
primarily
I
do
not
own
a
car
and
so
making
sure
that
we
are
sharing
our
roads
with
people
who
walk
people
who
have
to
take
the
tea
people
who
bike
and
cars
very
important
to
me.
G
So
I
can
I
share
the
concerns
that
councillor
Flynn
raised
around
safety,
but
I
also
want
to
just
kind
of
elevate
equity
as
being
an
important
piece
of
my
consideration
as
I.
Think
about
this,
for
the
residents
in
my
district
I
recently
had
the
opportunity
to
visit
Seattle
and
they
seem
to
be
kind
of
ahead
of
the
game
in
terms
of
making
sure
that
their
roads
are
shared.
They
actually
have
traffic
signals
for
their
cyclists.
G
I
mean
it
was
very
exciting
there
I'm
looking
forward
to
in
this
hearing
just
hearing
from
the
panelists
to
think
about
what
the
options
are
for
us
here
in
Boston,
and
particularly
interested
in
hearing
from
advocates
and
those
who
are
attending
the
hearing.
So
thank
you
and
look
forward
to
a
good
discussion.
Thank.
H
And
thank
you
to
the
maker
for
bringing
us
all
here
in
a
very
proactive
way
excited
to
hear
about
the
way
that
we
can
support
the
changing
modes
of
transportation
in
the
city
of
Boston
and
how
we
can
make
sure
that
they
are
accessible,
that
they
are
safe,
that
they're
used
responsibly
and
then
stored
responsibly
and
excited
about
hearing
from
not
just
our
the
administration,
but
also
from
the
advocates
on
this
issue.
Thank
you.
Thank.
A
I
I
Kind
of
in
three
areas:
one
about
micro,
mobility
in
general,
second
sort
of
about
what
is
our
I
think
our
really
most
successful,
shared
micro
mobility
project
in
the
city
and
in
the
region,
which
is
the
blue
bike
program
and
then
sort
of
talk
a
little
bit
more
about
a
scooters
in
general
in
terms
of
micro
mobility.
You
know
certainly
the
the
four
of
us
and
the
administration.
You
know
overwhelmingly
agrees
with
many
of
these
opening
statements.
I
We
think
that
we
have
huge
transportation
challenges
and
opportunities
in
front
of
us
and
given
some
of
the
priorities
which
many
of
you
mentioned
in
priorities
that
are,
that
are
really
at
the
top
for
the
mayor,
how
we
manage
growth
in
the
city
of
Boston,
how
we
close
the
equity
gaps
we
have
in
our
city,
how
we
think
about
reducing
emissions
and
becoming
a
more
resilient
city
in
a
more
resilient
region.
We
know
that
we
need
to
move
in
ways
that
cause
less
congestion,
that
cost
less
for
our
constituents
and
that
result
in
fewer
emissions.
I
That
is
absolutely
core,
and
that
is
why
so
much
of
the
work
that
we
are
doing
in
the
administration
is
about
encouraging
to
transportation
and
share
transportation,
walking,
biking,
mass
transit
and
there's
a
way
in
which
micro
mobility
that
shared
micro
mobility
can
really
play
into
exactly
that
in
the
short
term.
Obviously,
a
lot
of
the
work
that
all
of
us
have
been
talking
about
have
been
things
like:
improving
our
bike
network
in
the
city
of
Boston,
expanding
our
investment
in
sidewalks,
piloting
things
like
like
bus
lanes,
but
to
your
point
counselor
O'malley.
I
We
expect
to
have
that
person
on
board
by
the
end
of
this
year,
and
that
is
one
of
the
positions
which
was
funded
essentially
through
the
change
in
parking
fines
which
all
of
you
supported
and
again.
We
appreciate
your
support
for
that.
That
person
will
help
play
a
role
of
guiding
innovation,
of
helping
us
guiding
innovations,
not
just
in
general,
and
not
just
being
sort
of
a
sort
of
a
laboratory,
but
a
laboratory
that
helps
us
achieve
the
fundamental
objectives.
I
All
of
you
articulated
actually
moving
people
in
ways
that
are
better
for
our
environment
that
are
safer
on
our
streets
and
that
really
resolved
in
the
sort
of
city
all
of
our
constituents
most
want.
That
person
is
also
going
to
be
tasked
with
thinking
about
how
new
mobility
really
integrates
with
the
existing
systems.
We
have,
most,
notably
the
MBTA
and
the
blue
bike
program
that
we
have
thinking
blue
bikes
again.
This
is
really
the
for
the
Keystone
sort
of
micro
mobility
project
in
our
region.
I
It
is
the
fourth
largest
and
Stephanie
can
correct
me
on
that.
Regina.
Commend
that
the
fourth
largest
bike
share
program
in
the
nation-
and
that
was
as
of
2017
and
2018
we've
been
breaking
every
single
record.
We've
had
for
bike
share,
we're
up
to
1.5
million
rides
I
believe
so
far
in
2018
bike
share
in
Boston
and
the
blue
bike
program.
We
think
works
incredibly
well
because
it
meets
so
many
other
things
which
each
of
you
touched
on
is
a
program
that
is
delivering
quality
bikes
that
are
formally
priced
that
are
equity
distributed.
I
Expanding
that
program
and
supporting
that
program
is
a
key
objective
for
this
administration,
which
is
why,
by
2019,
we
expect
to
have
300
stations,
three
thousand
bikes
across
the
four
participating,
this
holidays,
Boston,
Brookline,
cambridge
and
somerville,
and
it's
a
great
example
not
just
of
a
an
effective
micro
mobility
program,
but
an
effective
regional
micro
mobility
program,
one
that
it's
working
well
across
borders
and
one
that
it
sort
of
gives
us
a
template
that
we
can
use
as
we
think
about.
What's
ahead.
I
We
are
doing
that
again
with
those
core
tenants
in
mind
of.
Can
we
create
a
program
that
allows
us
to
pilot
this
that
helps
us
meet
the
safety
objectives
that
you
touched
on?
That
allows
for
a
scooters
to
be
accessible
throughout
the
entire
city
of
Boston,
that
they
can
be
affordably
priced
and
that
they
can
be
safe
for
all
road
users.
I
These
are
obviously
the
things
which
are
the
principles
that
that
we
share,
as
in
this
and
I
would
say
that
as
we
as
we
build
this
regional
framework
as
we
build
this
sort
of
that's
pilot
program,
that
again,
we
would
look
to
institute
in
2019.
I
would
just
want
to
flag.
As
all
of
you
know,
there
is
one
significant
statewide
hurdle,
and
that
is
the
Massachusetts
General
law
that
the
Masters
general
law
currently
defines
these
scooters
as
motorized
scooters
and
then
motorized
scooters.
I
In
order
to
comply
with
the
messages
general
law
have
to
have
things
like
brake
lights
and
turn
signals.
They
have
to
operate
only
between
sunrise
and
sunset
that
the
riders
have
to
have
helmets
and
that
these
are
things
which
are
obviously
all
done
in
the
name
of
safety
and
that,
if
the
vehicle
types,
if
they
do
not
meet
Massachusetts
general
law,
it's
not
something
which
we
would
be
able
to
permit
on
our
on
our
roads.
I
That
said,
as
we
think
about
this
regional
framework,
those
fundamental
objectives
that
all
of
you
have
touched
on
are
the
things
which
we
are
thinking
about
in
the
pilot
program
that
we'd
create.
How
do
we
make
sure
that
each
scooters
on
our
streets
were
actually
accessible
in
every
neighborhood
in
the
city
of
Boston
that
they
actually
really
reinforced?
I
How
do
we
make
sure,
frankly,
that
a
scooters
on
our
streets
and
in
particular,
on
our
sidewalks,
are
stored
in
such
a
way
that
they
are
actually
not
not
only
not
an
impediment
but
actually
can
improve,
or
can
maintain
a
high
quality
public
realm
and
an
accessible
path
of
travel?
For
everybody?
Who
is
on
our
sidewalks?
I
We
want
to
make
sure
that
everybody
who's
on
our
sidewalks
is
able
to
to
navigate
easily
throughout
our
entire
city,
and
that
is
for
the
highest
priority
for
us
and
then,
as
we
think,
about
the
use
of
these
vehicles
on
our
roadways.
How
do
we
make
sure
that
they
are
done
in
a
way
that
uphold
that
which,
frankly,
all
of
us
have
been
talking
about
more
than
anything
else,
which
is
our
objective:
to
have
zero
fatalities
on
our
roads
and
to
reduce
the
number
of
crashes
overall
in
city
streets?
I
So
there's
some
work
ahead
of
us
over
the
course
of
this
fall
in
this
winter
to
to
frame
out
this.
What
pilot
this
pilot
program
and
how
what
it
would
look
like
again
with
an
eye
towards
the
spring
of
2019,
and
we
look
forward
to
engaging
in
that
conversation
with
all
of
you
and
appreciate
the
fact
that
you've
called
this
hearing,
which
allows
for
all
of
us
to
be
able
to
hear
from
the
participating
companies
as
well
as
the
advocates
and
constituents
on
this
issue.
If
commissioned
vikas,
has
any.
J
For
allowing
me
to
speak
here
today
as
the
city's
Disability
Commissioner
I
work
closely
with
the
other
departments
here
to
ensure
accessibility
in
all
the
city's
programs
policies,
infrastructure,
you
name
it.
We
have
to
make
sure
it's
accessible,
so
we
work
together
every
day,
not
only
to
maintain
the
quality
of
life
for
Boston
residents,
but
really
to
improve
it.
Boston
is
home
to
over
80,000
residents
with
disabilities
and
tens
of
thousands
more
commuters
visitors
and
tourists
coming
to
us
City
who
have
disabilities
every
day.
J
One
of
our
biggest
shared
priorities
is
to
maintain
the
unobstructed
path
of
travel
on
the
city
sidewalks.
We
collaborated
with
stakeholders,
state
agencies,
nonprofits
and
community
groups
for
a
period
of
over
four
years
to
develop
an
optimal
equitable
set
of
standards
for
construction
of
sidewalks
called
Complete
Streets.
This
is
fully
implemented
now
by
the
public
works
department
and
adhered
to
by
the
Boston
Transportation
Department.
In
this.
In
these
guidelines,
we're
required
to
provide
an
unobstructed
path
of
travel
because
transit
isn't
always
accessible.
Sidewalks
are
the
most
common
mode
of
travel
for
people
with
disabilities.
J
Everybody
can
use
a
sidewalk
and
it's
free.
We
see
obstructions
all
the
time,
but
as
a
city
we
can
mitigate
most
of
these,
because
usually
the
works
done
by
Public,
Works,
BTD
or
contractors
who
are
under
our
auspices.
We
can
control
this
work
and
make
sure
that
we
maintain
the
path
of
travel.
One
of
our
concerns
with
the
Dhokla
spikes
is
that
they're
owned
by
a
private
company.
We
need
to
partner
with
them
moving
forward
so
that
we
can
ensure
that
the
path
of
travel
remains
unobstructed.
J
They
can
be
left
in
the
middle
of
the
sidewalks,
not
talked
to
anything
as
we
know,
and
these
pose
barriers
to
people
in
wheelchairs,
walkers
and
scooters.
They
also
impede
people
who
are
blind
who
rely
on
predictable
routes
and
cane
detection.
Bikes
left
in
the
public
right-of-way
can
interrupt
these
routes
and
create
unnecessary
obstacles.
People
with
disabilities
and
people
will
blind
can't
move
the
bikes;
they
can't
see
them,
they
could
trip
and
fall
and
worse
than
that
have
a
serious
injury.
J
The
biggest
thing
I
want
to
emphasize
is
that
in
today's
rapidly
changing
world
with
technology,
we
see
new
technology
being
created
and
implemented
so
quickly
that
we
haven't
had
a
chance
to
really
understand
how
it
works
and
what
barriers
it
can
impose.
We've
seen
this
with
uber
and
airbnb,
they
were
put
in
place
almost
instantaneously,
before
figuring
out
anything
about
accessibility,
people
with
disabilities,
weren't
included
in
either
of
these
platforms
and
still
struggle
today
to
get
access
to
both
other
things.
J
We
have
to
be
concerned
about
the
accessibility
of
the
scooters
and
people
riding
on
the
sidewalks.
As
we
know,
sidewalks
are
meant
for
pedestrians
and
we're
really
concerned
about
the
speed
of
the
scooters,
so
I
would
urge
you
to
proceed
slowly
and
thoughtfully
and
to
think
about
people
with
disabilities
in
every
aspect
of
this
program,
whether
it
be
on
the
sidewalks
on
the
scooters
or
just
basically,
people
who
are
trying
to
get
to
work,
trying
to
get
home
to
family,
try
to
go
shopping
and
really
just
need
access
to
the
sidewalks.
A
C
I
K
C
So,
what's
the
I
appreciate
that
what
is
sort
of
the
timeline
in
terms
of
well
I?
Guess
it's
it's
a
sort
of
a
multi-faceted
approach.
Right
now,
chief
mentioned
about
some
lack
of
clarity
from
the
state
legislature
or
from
the
Mass
General
Laws,
as
it
relates
to
motorized
scooters.
Now
many
people
would
argue,
I
would
be
one
of
them
that
that
was
written
decades
ago.
Talking
about
a
Vespa
talking
about
a
gasoline
motorized
vehicle.
This
is
a
very,
very
different
vehicle,
so
to
speak.
C
I
know
several
state
senators,
including
Senator
Joe
bond
Cory,
represents
part
of
Boston
have
said.
We
should
remove
that,
but
they're
willing
to
do
legislation
that
will
that
will
carve
out
electric
scooters
from
what
was
adapt.
The
legislation
as
such,
so
that's
happening
on
one
side
and
then
the
other
side.
You
kamesh
you're
working
with
your
colleagues
in
Brookline,
Somerville
Cambridge
and
coming
up
with
sort
of
some
guidelines
and
oversight.
C
What's
the
timeline
for
that
will
there'll
be
an
opportunity
for
folks
to
weigh
in
I
guess
how
I'm
delighted
to
hear
that
you
all
share
the
goal
that
I
have
to
have
a
spring
roll
out
for
at
least
a
pilot
program
that
I
think
is
eminently
doable.
But
where
are
we
in
sort
of
a
timeline
for
that
or
the
process
for
that?
At.
K
This
one
that
they're
working
in
tandem
so
as
the
conversations
are
taking
place
at
the
state
level
to
sort
of
revise
the
guidelines
around
what
is
an
electric
scooter
and
how
do
they
fit
into
the
mobility
landscape?
That's
regulated
at
the
state
level.
The
conversations
are
taking
place
among
the
municipalities,
similar
to
the
way
we
framed
the
blue
bikes
network
here
that
that
they
would
be
rolled
out
on
a
regional
level
and
that
the
mobility
options
would
be
available
sort
of
across
jurisdictionally.
So.
K
C
I
L
D
L
What
we
did
was
contract
for
a
single
operator
to
manage
them
on
a
day
to
day
basis
for
us.
So
that's
it's
different
than
what
we're
going
for
here
in
conversations
with
our
partner
municipalities
internally
and
with
people
at
the
state
level.
We'd
like
it
to
be
more
open
so
that
more
companies
could
potentially
provide.
We
just
have
to
think
about
how
many
and
what
the
right
framework
is
for
their
participation.
Okay,.
C
But
there
would
be
that's
I
think
we
think
that's
a
good
approach.
I
appreciate
that
Stephanie,
so
it
wouldn't
be
limited
to
you
know
there
wouldn't
be
an
RFP
or
an
RFQ
for
one
potential
you
know
vendor.
This
would
be
maybe
a
set
of
regulatory
oversight
and
guidelines
and
we'd
I
mean
I'm
sure
a
number
would
have
to
be
put
in
place.
I
know
that's
what
I
believe
Seattle
didn't
some
other
cities
did.
There's.
I
K
A
framework
for
that
is
our
drive
Boston
program
and
you
reference
sort
of
that
shared
mobility
framework,
and
so,
with
that
program
we
initially
started
with
multiple
providers,
and
that
was
through
you
know,
an
a
public
offering
with
companies
coming
in
and
asking
for
spots
on
the
street
and
in
our
municipal
parking
lots
to
share
vehicles.
That
was
a
good
framework
and
a
good
foundation
for
us
getting
into
the
shared
mobility.
K
C
So
that
seems
to
make
a
lot
of
sense
and
when
we
talk
about
a
pilot,
it's
not
as
though,
because
these
are
you
know
the
the
attraction
of
these
things
as
they
are
ductless.
So
it's
not
as
though
we
could
say
we're
piloting
this
in
the
north
end
or
we're
piloting
this
in
West
Roxbury,
because,
presumably
whoever
uses
them
will
move
and
leave
them
elsewhere.
So
I
guess
the
last
question-
and
you
may
have
answered
this
already
as
it
relates
to
this
it.
I
The
way
we
want
to
start
is
for
going
out
what
is
the
transportation
issue
we
want
to
solve?
What
is
the
mobility
service
that
we
want
to
be
able
provide
and
what
scale
do
we
want
to
be
able
to
pilot
it
yeah
to
your
point
around
it
being
mobile?
Yes,
there
is
some.
Obviously
these
things
would
migrate
throughout
the
city,
but
there's
a
question
of
where
they
get
rebalanced
to
every
morning.
I
So
we
really
can
to
council
Jenny's
point
think
about
how
do
we
make
sure
that
they
are
not
sort
of
all
ending
up
in
one
particular
cluster,
but
are
actually
accessible
throughout
the
entire
city?
I
think
that's
something
which
we
would
certainly
be
interested
in.
Looking
at
your
good
question
about
what
scale
would
we
actually
start
with
again
I
think
we
want
to
look
at
some
look
at
how
other
municipalities
it
started
and
think
about.
C
This
this
is
music
to
my
ears,
because
one
of
the
reasons
why
we
called
this
hearing
initially
is
because
there
seem
to
be.
You
know:
two
reactions
to
electric
scooters.
Specifically
one
is
cities
that
would
have
this
sort
of
phobic
reaction,
no,
absolutely
not
they're
banned
from
our
streets
to
others,
not
having
any
regulatory
oversight
or
framework
and
having
them
sort
of
flood
the
streets
without
a
smart
approach
to
it.
I
They
may
be
asked
us
today
about
scooters
today.
That
is
exactly
the
sort
of
thing
we
would
folks
to
consider
as
they
think
about
amending
that
life
is
the
route
that
it
goes.
How
do
we
make
sure
that
anybody
who's
using
this
vehicle,
as
actually
has
good
safety?
The
the
vehicle
is
designed
with
their
safety
in
mind,
understood.
C
C
If
my
colleagues
are
so
inclined,
we
could
urge
action
at
the
state
level
to
to
address
that
issue
and
then
my
last
question,
commissioner
Micajah
I
specifically
wanted
you
to
be
here
for
this
hearing
and
I
appreciate
your
testimony
and
I
think
it
is
crucial
that
we
make
sure
that
you
have
a
seat
at
the
table
at
every
step
of
this
process.
Can
you
talk
a
little
bit
about
new
challenges
that
you
have
see
we're
not
really
talking
about
the
dhoklas
bikes
in
so
far,
but
that
has
been
an
issue.
I
see
it.
C
J
J
I
know
that
they
can
be
left
anywhere,
and
my
real
big
concern
is
that
they're
left,
you
know
in
the
path
of
travel
where
pieces
of
them
could
be
sticking
out,
particularly
for
people
who
are
blind
the
way
the
routes
are
now
throughout
the
city,
they're
predictable,
so
people
who
are
blind
to
know
their
paths
they,
the
barriers,
are
keen
detectable
because
they're
within
certain
architectural
guidelines.
So
when
they're
using
a
cane
they
can,
you
know,
know
where
tree
pit
is
on.
J
There
were
offenses,
they
know
when
the
sidewalks
are
coming
up
for
the
detect
the
tactile
warning
strips,
but
if
we
have
bikes
everywhere
they
could
just
be.
You
know
a
handlebar
could
be
sticking
out.
A
wheel
could
be
sticking
out
and,
like
I
said
earlier,
people
with
disabilities
aren't
in
a
position
to
move
them
or
even
to
walk
around
them
because
to
get
around
them
you
may
have
to
go
to
the
street.
You
may
have
to
try
to
squeeze
by
right
now.
The
Complete
Streets
calls
for
a
minimum
of
four-foot
clear
path
to
travel.
J
So
we
maintain
that,
with
everything
with
snow
shoveling
with
construction
with
tree
pits
with
everything
that
we
do
currently
and
just
to
go
back
to
you
talk
about
new
technology,
things
like
uber
that
you
know
we
all
know
that
came
in.
You
know
like
a
fury
a
few
years
ago,
and
we
had
worked
really
hard
with
the
cab
industry,
the
taxi
industry,
because
the
city
regulates
that,
so
we
could
work
with
them
and
say:
okay,
a
certain
percentage
of
the
taxi
fleet
has
to
be
accessible,
but
with
private
companies
who
are
doing
Dhokla
spikes.
J
We
really
don't
have
that
oversight,
so
I
really
want
to
make
sure
we
get
in
at
the
beginning,
and
we
know
it's
coming.
We
know
it's
it's
popular,
but
we
don't
want
it.
We
want
to
get
ahead
of
it
and
we
don't
like
with
uber.
We
didn't
all
of
a
sudden
who
was
out
there,
tens
of
thousands
of
vehicles
and
there
was
no
access
for
people
with
disabilities
was.
J
We
had
worked
for
years
with
the
taxis
to
make
sure
that
they
had
accessible
cabs
so
right
now
we're
trying
to
catch
up
with
uber
we're
trying
to
catch
up
with
Airbnb,
because
EBI
mb
is
basically
for
a
lot
of
people
replacing
hotels.
We
know
hotels,
have
accessible
rooms,
a
B&B
doesn't
even
talk
about
access,
so,
like
you
said,
we
want
to
make
sure
we
talk
about
it.
We
want
to
figure
it
out.
E
I
Or
sort
of
wear
a
scooter
gets
gets
placed
at
the
end
of
a
trip.
That
is
exactly
the
sort
of
thing
which
we
want
to
work
through
in
the
essentially
our
overall
framework
and
potentially,
they
get
stored
in
in
the
furnishing
zone,
or
are
there
sections
of
a
sidewalk
that
they
could
be
placed?
That's
the
sort
of
thing
which
we
want
to
work
through
over
the
course.
This
fall
in
the
winter.
D
K
Yes
concert:
that's
exactly
it!
When
we
sight
blue
bike
stations,
we
go
through
an
extensive
review
process
that
includes
the
transportation
department,
the
public
Improvement
Commission,
as
well
as
Commissioner
Acosta's
office.
So
there's
a
sign-off
as
well
as
with
any
abutting
property
owners
as
well.
E
Okay,
I'm
also
thankful,
technically
I'm,
also
concerned
about
you,
know
our
elderly
that
have
a
difficult
time
at
times,
navigating
our
sidewalk
sidewalks
as
well,
especially
those
living
you
know,
and
whether
it's
in
public
housing,
whether
it's
living
in
elderly
housing,
just
as
an
example,
if
you
have
going
up
illustrate
by
you,
know
the
powers
or,
if
you're,
on
the
other
side
of
the
street,
on
L
Street
going
towards
Broadway
from
from
forth.
It's
those
streets
are
very
narrow.
E
There's
poles,
electric
poles
in
the
area,
and
you
know
it's
barely
passable
for
for
people
to
get
to
get
by
so
I'm
I'm
very
concerned
about
some
of
those
issues
and
I'm
also
concerned
about
you
know.
The
rollout
I
I
want
to
make
sure
that
we're
100%
sure
that
there's
gonna
be
no
issues
at
all
for
those
in
the
disability
community.
Before
we
roll
out
a
pilot
pilot
plan,
I've
called
for
a
hearing
I
believe
next
month
on
access
for
the
disabled
and
those
are
critical
issues.
E
I
want
to
make
sure
that
we
resolve
every
issue
before
we
even
roll
this,
so
Public,
Safety's,
critical,
pedestrian,
pedestrian
safety
is
critical
and
making
sure
that
our
streets
are
safe
for
the
elderly.
For
those
in
the
disability
community,
we
see
a
lot
of
parents
with
baby
carriages
as
well.
How
will
that
impact
your
decision-making.
I
We
have
to
agree
that
we
cannot
roll
out
a
program
which
makes
it
harder
for
people
to
simply
get
around
the
city
of
Boston.
That's
the
opposite
of
in
town.
What
we're
trying
to
to
achieve
here,
I,
think
your
your
questions
are
actually
very
important
for
us
to
consider
in
the
ordinance
process
and
very
good
questions
as
well,
for
those
will
be
the
private
companies
who
potentially
be
providing
scooters
in
the
city
of
Boston.
E
Okay,
I
just
want
to
be
clear
to
these
private
companies
that
you
know
pedestrian
safety,
public
safety
and
access
for
the
disabled
has
to
be
factored
in
here,
and
you
know
all
communities,
the
pedestrian
public
safety
in
the
disability
community.
They
their
issues
of,
should
be
at
the
forefront
and
they
must
be
taken
into
consideration
and
I.
Don't
want
to
roll
something
out
when,
when
everyone's
not
on
board,
again
I'm
not
against
this,
but
my
top
priority
is
is
the
is
pedestrian
safety.
E
F
You
madam
chair
I,
want
to
thank
our
panel
here.
I
will
just
reiterate
my
earlier
comments
that
I
think
this
is
a
great
thing
that
we
should
be
bringing
to
the
city
of
Boston.
We
should
be
doing
it
thoughtfully
and
cooperatively,
but
as
I
think
councillor
Flynn
just
said
you
know.
My
concern
is
my
paramount
concern
here
is
not
running
into
something
and
having
issues
with
accessibility
on
our
sidewalks,
so
I
think
that's
doable.
F
It
sounds
like
other
cities
are
doing
it
and
it
sounds
like
we've
been
talking
and
looking
at
how
that
is
and
I'm
sure
we'll
hear
from
some
of
these
folks
in
this
industry
on
how
they've
cooperated,
but
this
body,
and
certainly
the
city
of
Boston,
can't
advocate
our
responsibility
on
that
front,
and
if
we
need
to
get
changes
in
the
state
law
which
it
sounds
like
now,
we
may
need
to
do
I
think
we
need
to
be
thinking
about
working
for
that
in
partnership
with
the
mayor
with
your
administration.
Not
to
do
that.
Thank
you.
G
You,
madam
chair
and
Thank
You
panel
I,
especially
appreciate
your
comments
and
your
presentation,
commissioner,
macaws,
on
how
this
could
potentially
impact
the
disability
community
certainly
share
the
concerns
of
councillor
Flynn,
as
I
said
earlier,
around
safety
and
I'm
wondering
a
chief
if
you
could
just
kind
of
give
this
overview
of
who
gets
to
use
our
sidewalks
now
so
right.
Now,
it's
not
just
pedestrians
right.
Cyclists
are
able
to
ride
bikes
on
side
sidewalks.
Numerous.
B
L
G
K
We
don't
have
limited
speed
limits
per
se
for
a
cyclist
for
bicycles,
but
they
it's
a
rather
confusing
process
for
speed
limits,
as
it
relates
to
the
size
of
the
engine,
the
SCOOTER,
and
so
that
is
regulated
by
the
Registry
of
Motor
Vehicles.
At
the
state
level.
These
scooters
here
and
as
far
as
I
understand,
go
about
20
miles
per
hour,
but
I
believe
that
any
sort
of
miles
per
hour
limit
would
would
be
part
of
any
ordinance
or
regulation
on
the
the
city.
Municipal
level
is.
K
Something
that
we're
very
cognizant
of,
particularly
with
regard
to
you,
know,
vision,
zero
and
our
public
safety
programs
that
you
know
as
lower
speed
limits
is
certainly
something
that
this
council,
this
body
has
supported.
The
speed
limit
for
motor
vehicles
in
the
city
of
Boston
is
25
miles
per
hour,
so
any
speed
limits
enacted
towards
it
relates
to
scooters
would
be
far
far
far.
L
G
Be
very
clear
just
to
build
on
what
council
Flynn
was
saying
earlier:
we're
not
talking
about
motorized
scooters
on
sidewalks
at
all,
in
the
streets
and
in
terms
of
enforcement.
That
I
think
that
came
up
earlier
in
the
panel
discussion
or
one
of
the
comments
of
my
colleagues
is
there
clarity
yet
on
who
would
be
enforcing
so.
I
They're,
not
dock,
because
they're
dock
or
before
we
sort
of
established
or
actually
issue
permits,
there's
a
set
of
sort
of
enabling
ordinance
largely
for
the
Boston
Transportation
Department
about
how
we
would
actually
manage
a
scooter
pilot
and
that
would
include
sections
about
enforcement
which
we're
still
working
through.
Who
has
the
responsibility?
How
does
the?
How
do
the
penalties
work?
Can
we
impound
all
those
sort
of
things
which
would
be
tied
with
an
enforcement
or
potentially
tie
with
enforcement,
and
that's
exactly
what
we're
working
through
right
now
in.
J
G
J
H
You
counter
savvy
George.
Thank
you.
Chair
gave
me
a
minute
to
finish
my
notes
there.
Anyway.
Can
we
talk
a
little
bit
about
the
restrictions
that
state
law
may
present
us
with?
So
it's
mentioned
a
little
bit
and
I'm
curious
about
those
limitations
and
what
we're
able
to
have
a
conversation
about
going
forward
without
changes
to
the
state
law
and
where
those
limitations
might
be.
L
So
the
state
law
right
now
has
two
definitions:
they
have
motorized
bicycle
and
motorized
scooter.
The
definition
for
motorized
scooter
very
clearly
includes
these
East
scooters
that
are
here
today.
It
does
require
certain
things,
as
the
chief
mentioned
earlier,
about
turning
signals:
brake
lights,
operating
hours,
helmets,
the
requirement
to
have
a
driver's
license,
those
are
all
enshrined
in
state.
L
L
They
don't
necessarily
have
a
license
plate
or
a
trackable
personal
number
on
each
vehicle.
Things
like
that,
so
the
challenges
that
we
face
today,
just
to
start
with
those
a
person
can't
just
look
at
a
vehicle
and
tell
if
it's
50
cc
or
more
or
less,
and
so
sometimes
we
have
issues
with
Vespa
type
scooters
that
are
parked,
but
understanding
where
they
are
and
aren't
allowed
is
also
an
issue
that
I
would
like
to
clarify
in
state
law
going
off-script
here.
Sorry,
but
I
I
do
really
feel
like
multiple
issues
should
be
addressed.
H
I
do
think
that
the
education
piece
is
really
important.
You
know
first
understanding
from
from
your
office
and
from
our
role
what
is
allowed,
where
we
might
look
to
make
any
changes
to
that
or
ask
for
exemptions
to
that
and
better
understand
it.
So
I
appreciate
that
and
I
look
forward
to
that
roadmap
ahead
and
sort
of
what
the
plan
will
be
going
forward
into
this
brain.
Thank
you,
madam
chair
Thank,
You
councillor,
sabe
George,.
N
Thank
you
all
for
being
here
today.
I'm
just
wanted
to
pick
up
on
some
of
the
things
I've
heard
with
Commissioner
Prakash
I'm,
actually,
a
board
member
of
the
Boston
Center
for
Independent,
Living
and
I
think
I'm,
so
encouraged
by
my
colleagues.
You
know
there
are
questions
about
accessibility
and,
of
course,
is
your
role
in
your
leadership.
Your
proven
leadership
already
in
assuring
that
Boston
is
a
more
accessible
City,
so
I'm
curious
about.
N
Maybe
you
can
educate
me
about
some
of
the
ways
in
which
we
can
lead
here
in
ways
that
we
didn't
lead
with
uber
and
with
Airbnb
and
I'm
particularly
curious,
if
there's
a
possibility
of
an
advisory
group,
that's
led
by
folks
in
the
community
yourself
that
really
are
meeting
with
those
private
companies
and
and
laying
it
out
for
them
well
in
advance
from
a
disability
perspective,
because
if
it's
accessible
for
folks
with
disabilities,
it's
accessible
for
all,
so
your
advocacy
helps
us
all.
So
your
leadership
then,
is
vital,
and
so
what?
N
J
You
councillor,
that
would
be
my
biggest
recommendation,
is
some
sort
of
advisory
group
to
have
someone
with
accessibility,
knowledge
and
expertise
on
the
group.
We
did
that
with
the
tax
rate,
Advisory
Committee,
that
the
mayor
created
and
that's
why
we
were
able
to
make
really
good
progress
on
access
with
the
taxis
and
with
uber.
As
we
all
know,
I'm
sure
people
in
this
room
committees
were
built
after
the
after
was
already
up
and
running.
J
State
legislation
happened
after
it
was
up
and
running,
but
with
the
taxis
we
were
able
to
do
it
mostly
because
it
was
a
public
I
mean
a
yeah
public.
We
had
some
control
over
it
with
uber.
We
didn't
have
control
with
the
Dhokla
scooters
we
may
not
have
control,
so
I
would
certainly
suggest
an
advisory
group
and
then
just
talking
about
some
sort
of
regulations,
whether
it
will
be
a
requirement
by
ordinance
to
only
leave
them
in
certain
places.
J
N
And
I
think
one
of
the
their
themes
that
my
counselor
Janie
had
brought
up.
My
was
a
matter
of
equity
and
that's
generally
for
amongst
communities,
but
I
think
also
there's
a
real
a
lot
of
folks.
Don't
talk
about
it,
but
there's
a
real
divide
within
even
the
disability
community
of
income
levels
and
whether
you
have
income
or
not,
and
really
determine
your
entire
access
to
life.
Saving.
N
N
Excellent,
so
I
would
assume
the
same
standard
would
be
applied
or
you
would
require
that
in
this
pilot
program
as
well,
okay-
and
then
I-
think
one
of
the
one
of
the
areas
where
I
feel
like
this.
There
could
be
a
boom
in
use
and
I'd
love
to
hear
your
thoughts
about
this
is
in
school
transportation,
I'm,
not
sure
if
you'd
even
need
a
license
right
now,
do
you
need
to
be
18
years
old
to
use
the
electronic
scooters
you
need
to
have
a
driver's
license.
N
You'd
have
a
driver's
license
and
I'm
sorry
I,
didn't
I
got
mine
in
Michigan
and
what's
the
age
here
to
get
your
driver's
license
616
so
so
yeah
I
got
transportation
issues
folks
are
trying
to
get
to
school
I.
Would
this
not
be
something
that
would
be
considered
by
some
parents
or
some
family
members
for
their
kids
to
get
to
school
on,
and
is
that
something
we
want
to
I?
Don't
know
it
seems
like
it
would
be
a
wonderful
way
or
a
horrible
way.
N
You
tell
me,
based
on
your
research,
have
kids
use
this
I?
Think
it's
a
moderately
independent
way
to
allow
them
to
go
short
of
driving
a
car
to
school
and
they
couldn't
do
it.
For
me
is
Boston
right.
They
gotta
go
to
the
tunnel.
Well,
we
would
make
sure
they
know
that
they
can't
do
it
from
his
Boston.
But
I'll
borrow
any
trouble
right
now,
but
talk
to
me
about,
like
kids,
using
these
things
and
possibly
using
going
to
go
to
school.
K
Conversations
with
the
school
department
on
as
well
as
with
with
parents
to
see
you
know
how
does
a
new
mobility
option
fit
into
the
the
options
that
we
provide
or
that
we
endorse
for
students
to
sort
of
fill
the
gaps
in
our
transit
network?
Certainly,
safety
is
our
number
one
priority.
It's
safe
operation,
safe
infrastructure
and
equitable
access.
The
public
transit
is
probably
we
would
look
to
really.
You
know
fortify
and
supplement
our
transit
offerings
to
through
the
school
department,
but
you
know.
Certainly
there
are
kids
today
that
are
riding
bicycles,
just
just
school.
K
L
K
K
Those
are
all
issues
that
we
really
need
to
sort
of
plan
into
any
any
pilot
program
that
we
offer,
whether
it's
through
partnering
with
the
school
department
with
our
public
safety
agencies.
You
know
an
enforcement
takes
sort
of
a
multi-pronged
approach.
Enforcement
of
the
provider
and,
adhering
to
you,
know,
sort
of
the
guidelines
that
we
collectively
agreed
to
terms
of
the
offerings
to
the
customer
and
then
sort
of
the
end
user,
making
sure
that
they're
operating
in
a
safe
way
on
erster
right.
N
I'm
cautiously
optimistic
about
this
I
think,
with
with
your
leadership
Commissioner
mccoshen
a
showing
we
have
an
advisory
group
and
your
leadership.
Obviously,
commissioner,
and
akka
we're
gonna,
see
Boston
lead
in
a
very
unique
way:
learning
from
other
cities.
But
again
it's
you
know,
I
think
I
I
would
have
been
on
these
things.
If
I
was
13,
14
I
would
have
loved
it
and
it
looks
like
a
lot
of
fun.
I'm,
not
you
know,
I'm
not
gonna
lie,
but
I
want
to
make
sure
that
we're
doing
this
and
the
best
way
possible.
N
A
You
councillor
Edwards,
okay,
I
have
just
a
few
questions
that
I've
been
saving
so
starting
with
the
the
pilot
and
the
type
of
contract
that
you're
looking
at.
How
likely
I'm,
obviously
there's
still
negotiations
with
the
municipality
in
a
with
our
neighbors.
But
how
likely
are
you
to
have
not
just
a
dynamic
cap
based
on
usage
that
maybe
goes
up
over
the
term
of
the
pilot,
but
also
requirements
for
equity
built
in
to
the
expansion
of
the
individual
caps.
I
I
Is
we
were
even
having
that
conversation
about
how
to
sort
of
build
a
dynamic,
app
that
really
sort
of
doesn't
look
at
necessarily
a
single
metric,
but
really
reflects
the
aspirations
and
the
things
that
we're
talking
about
and
really
reinforces
the
concerns
that
we
have
about
how
to
have
a
program
like
this
work?
Well
and
so
there's
some
work
ahead
of
us
to
figure
that
out
so.
A
There'll,
be
some
analysis
and
sorry
to
jump
in
there'll.
Be
some
analysis
of
what
the
appropriate
starting
number
is
to
at
least
have
scale
to
give
it
a
chance
to
work,
but
then
a
lot
of
it
will
be
thinking
about
how
to
then
adjust
over
what
period
of
time
are
you
leaning
towards?
Is
it
a
monthly
increase?
Is
a?
Is
it
a
three-month
and
increase?
Will
the
pilot
just
be
one
batch
and
that's
it
for.
K
With
regard
to
sort
of
a
ramped
up
sort
of
roll
out
throughout
the
pilot,
probably
an
approach
that
would
take
sort
of
an
out
an
analysis
of
the
utilization,
we
would
be
looking
certainly
to
have
some
data.
That's
made
available
to
us
to
help
inform
you
know
our
policy
decisions
with
regard
to
equity.
I
would
envision.
You
know
a
partnership
with
some
of
these
providers
that
would
encourage
sort
of
rebalancing
of
their
offerings
into
dispersed
throughout
our
neighborhoods.
K
We
know
that
you
know,
as
we've
seen
with
blue
bikes,
that
they're
very
popular
that
initially
they
were
very
popular
downtown
and
as
we
expanded
the
network,
we
expanded
the
reach
of
the
offerings
of
the
program.
So
with
regard
to
sort
of
a
phased
approach
to
a
pilot
would
be
looking
to
our
providers
to
help
provide
the
information
to
us
in
terms
of
the
utilization
so
that
we
can
make
informed
decisions
that
take
into
consideration
our
equity.
So.
A
A
L
Think
that's
still
in
conversation
with
the
region
any
program,
if
it's
here
for
two
months
but
in
Cambridge
for
three
months,
is
obviously
going
to
be
here
for
three
months.
So
we
need
to
be
thoughtful
about
working
with
our
partners
on
that.
But
I
think
that
we
would
expect
something
that
would
at
least
last
through
the
year.
A
I
A
L
The
ordinance
would
be
a
bit
broader,
I
think
we're
trying
to
anticipate
any
other
types
of
mobility
that
are
coming,
so
it
won't
be
specific
to
scooters
so
that
can
move
a
lot
faster,
but
that
sets
up
our
baseline
for
working
with
our
partners.
I
think
a
lot
of
the
pieces
will
need
to
be
similar.
We
don't
want
to
have
different
rules
and
different
expectations
that
users
won't
be
able
to
comply
by
I.
Think
there
is
a
lot
of
agreement
so
far
with
the
other
municipalities.
L
We've
been
talking
about
scooters,
at
least
at
the
staff
level
for
I.
Don't
know
that
this
entire
calendar
year,
probably
we've
participated
in
the
knock
toe
discussions
around
shared
micro
mobility.
We
contributed
to
those
guidelines.
You
know
we're
pretty
invested
in
figuring
out
a
way
that
works,
regionally
and
understanding
that
we
do
have
a
regional
transportation
network,
and
so
these
choices
are
things
that
we
need
to
agree
on
together
as
best
as
we
can
so.
A
Likely
an
ordinance
sort
of
broadly
just
granting
Authority
for
the
city
to
do
it
and
probably
handing
over
the
ability
to
promulgate
right,
specific
regulations,
but
the
ordinance
before
the
spring
and
then
the
pilot
to
launch.
Will
it
be
an
RFP?
Do
you
think,
probably
not
okay,
so
there
will
be
so.
How
does
that
work
in
terms
of
companies
that
are
it'll
just
be
open,
and
anybody
is
allowed
to
put
a
certain
number
of
scooters
in
that.
L
Will
still
be
something
to
discuss,
I
think
what
we
would
like
to
do
is
think
about
it
as
a
it,
but
we
do
need
to
think
about
how
does
a
regional
permitting
work
so
that
if
each
municipality
goes
with
a
different
vendor
like
that,
doesn't
work.
So
we
would
like
to
think
about
that
a
little
bit
more
we're
in
a
unique
case
and
that
we
are
so
regional
and
that
other
municipalities
have
not
done
that
level
of
municipal
coordination
on
this
issue.
Yet
so
some
of
it
is
trying
out
ideas
before
we
commit
to
them.
L
A
A
L
Within
the
blue
bike
system,
we
have
a
lot
of
opportunity
for
new
technologies
that
we
have
been
working
with
motivate
on
and
they
have
piloted
in
some
other
communities.
You
know
with
some
success
some
really
good
success,
especially
around
their
ebike,
but
also
some
challenges
that
we
want
to
work
through.
I,
don't
think
that
we
would
be
interested
in
having
a
bike
that
is
just
solely
can
be
parked
wherever
okay
I
think.
L
A
Okay,
so
parking
for
East
scooters
and
curbside
management,
and
if
are
we
thinking
about
just
converting
parking
spaces
to
designated
spots,
that
that
these
scooters
could
be
loved,
I
mean
you
think
about.
Maybe
five
drivers
are
cycling
through
and
one
day
versus
seven
to
nine
trips
on
the
scooter
times.
However,
many
scooters
fit
in
that
spot,
like
100
people.
I
K
We
take
a
similar
approach
to
how
we've
incited
blue
bike
stations
yeah,
so
there
would
be
strategically
located
so
as
not
to
impede
the
sidewalk
access
or
pedestrian
access
and
and
also
taking
into
consideration
utilization
of
parking
spaces
for
further
those
docking
stations
or
for
the
collective
micro
mobility
devices.
It.
A
Feels
like
a
lot
of
parallel
conversations
happening
at
the
same
time
before
spring,
so
let
us
know
how
we
can
support
any
of
the
outreach
to
make
sure
people
you
know
know
the
ways
that
they
can
can
give
feedback.
But
it
seems
like
all
these
strands
have
to
come
together
for
the
program
to
really
take
off.
A
Well,
okay,
moving
to
infrastructure
in
general,
and
one
of
my
biggest
frustrations
is
that
a
lot
of
the
hub,
the
blue
bike
stations,
are
located
right,
where
it's
a
really
dangerous
bike
ride,
because
there's
no
safe
cycling
infrastructure,
even
as
you
undock
the
bike
and
and
go
so.
How
are
the
near
the
investment
by
the
mayor
in
this
last
year's
budget
expanse
like
protected
cycle
tracks?
How
will
that
line
up
with
how
you're
going
to
be
seeing
the
data
from
usage
of
scooters
so.
I
As
you
know,
it
sort
of
across
the
board
and
the
transportation
permits
working
on
expanding
the
low
stress
commuter
bike
Network,
certainly,
as
we
think
about
sliding
sort
of
any
locations
where
these
come
or
where
these
movie
sort
of
would
start
their
trip
or
in
their
trip
having
them
sort
of
on
a
network.
It
would
be
something
which
we
certainly
looking
at
I
think
there's
also
a
reason
whether
it
is
for
scooters
or
for
anything
else.
I
It
is
a
all
the
more
reason
for
us
to
continue
to
invest
in
safe,
comfortable,
active
ways
that
people
can
get
around,
particularly
with
sort
of
public
transit
systems
like
network,
so
we're
very
focused
on
continue
to
build
out
the
sort
of
protected
bike
lanes
cycle
track.
That
think
things
like
that,
which
would
work
well
for
bike
share.
Programs
are
potentially
depending
upon
the
direction
that
we
go
with
these
scooters
that
a
particular
speed.
A
I
I
think
there
is
an
opportunity
for
any
sort
of
a
scooter
provider
to
think
about
how
they
do
invest
in
the
infrastructure
on
streets
to
make.
Does
it
improve
the
overall
public
realm
and
to
actually
create
a
better
mobility
Network
for
their
users
and
others,
and
so
I
think
we
would
have
a
that
be
a
specific
part
of
what
we
want
to
look
at
in
the
permitting
process
you
see.
Is
there
are
there
any
charges
associated
with
their
use
of
the
street?
C
C
I
think
my
comment:
sort
of
speak
for
themselves,
I'm
very
excited
about
this
opportunity.
I
think
having
a
pilot
in
place
by
the
fall
is
a
aggressive
but
an
achieve
goal
and
obviously
I
sit
here,
ready
to
work
with
all
of
you
to
make
sure
that
we
can
address
any
of
the
concerns
and
I.
Think
many
of
my
colleagues
brought
up
concerns
which
I
certainly
share,
but
I
think
we
as
a
city
have
an
opportunity
to
really
lead,
as
it
relates
to
innovation,
as
it
relates
to
transportation
once
again.
C
I
guess
the
only
concern
I
would
have
would
be
that
and
I'll
preface
this
by
saying,
I
think
it's
a
smart
approach
to
look
regionally,
starting
with
those
four
or
three
partnered
cities
that
we
use.
Our
bike
share
program
with
and
I
believe
MAPC
says
about
15
cities
and
towns
and
Greater
Boston
have
some
sort
of
a
thing,
including
the
electric
bikes
I.
Don't
know
that
they
have
electric
scooters
yet,
but
I
know
Malden,
for
example,
has
the
ESS
bike.
If
we
are
unable
to
come
to
an
agreement
with
the
our
three
partners?
C
Would
that
then
shelve
this
program
or
I?
Guess
I'm,
looking
for
assurances
from
all
of
you
that
in
the
unlikely
yet
real
potential
event
that
we're
unable
to
come
up
with
some
sort
of
agreement
or
an
understanding
or
an
MoU,
would
Boston
then
go
go
it
alone
in
terms
of
looking
at
a
pilot
program
for
the
spring
of
2019.
L
L
D
I
They
would
inevitably
have
scooters
that
end
up
in
their
municipalities,
and
we
would
need
to
think
about
I
think
it's
best
for
us
to
start,
ideally
as
a
set
of
municipalities
and
build
a
system
that
works
well
for
all
of
our
constituents.
I
think
we've
seen
that
server
peely
through
our
experience
with
the
blue
bike
Network
and
the
show
we
want
to
that's
why
we're
very
focused
on
having
work
well
for
the
region
from
the
start.
Okay,.
C
And
I
don't
mean
to
to
dissuade
you
or
perhaps
cause
a
false
panic,
as
it
relates
to
I'm
all
about
building
consensus,
particularly
looking
at
a
regional
approach
to
all
transportation.
I,
just
think
it's
something
we
should
be
mindful
of
because
it
in
order
for
this
to
work,
we
need
to
make
sure
and
then
I
appreciate
the
the
idea
that
this
would
come
as
a
ordinance
to
the
City
Council,
and
then
that
would
give
us
an
opportunity
to
again.
You
know,
help
help
raise
public
awareness,
public
education
and
so
forth.
So
thank
you
for
that.
A
A
Right,
thank
you
very
much,
really
appreciate
your
time
feel
free
to
stay
or
listen
to
our
other
panelists,
as
we
switch
over
to
the
next
panel,
which
important
my
counselor
Molly's
team
will
include
Scott
Mullin
from
lime,
Hannah
Smith
from
bird
Miller
Nuttall
from
lyft
and
potentially
someone
from
spin.
If
they're
present
feel
free
to
do
the
switch
and
come
down
to
the
council
floor,
and
while
we
do,
the
change
will
do
another
chunk
of
public
testimony.
A
A
P
P
No
one
is
a
fan
of
this
technology
in
my
community.
It's
another
piece
of
technology
that
we
are
getting
left
behind
on.
I
can't
use
it.
My
friends
can't
use
it.
What's
the
point,
you
know
it's,
it's
like
uber
and
lyft,
where
we
had
to
kind
of
bully
him
after
into
providing
very
minimal
service.
I
got
to
see
these
burden,
lime
scooters
in
live
action
when
I
wants
Denver
and
rider.
Behaviors
is
different
than
what
you
think
you
can
ordinance
and
legislate.
P
P
P
We
have
this
same
issue
with
electronic
cars
with
with
electric
cars,
where
there's
actually
a
federal
standard
that
they
had
to
make
them
more
noisy,
because
blind
and
people
with
low
vision
were
able
to
distinguish
the
car
was
coming
at
them
and
I
can
tell
you.
This
are
quiet,
they're
efficient,
that's
for
sure,
and
they
will
make
a
good
opportunity
for
those
who
can
use
it
to
get
around
the
issues
on
on
blocking
the
street
and
what
not
have
been
raised
numerous
times,
I'm,
not
gonna
beat
a
dead
horse.
At
this
point.
P
A
R
S
Good
morning
afternoon
now,
actually
I
wanna
thank
Council
Chair
for
for
calling
us
are
having
this
meeting
and
then
for
host
councillor
Malley
for
taking
a
leadership
on
this
micro.
Mobility
is
a
new
thing
as
we're
all
seeing.
My
name
is
Scott
Mullin
I'm,
the
director
of
expansion
for
Lyme
in
the
Northeast
I,
live
out
by
alewife
and
I
came
in
by
scooter
today,
great.
C
S
I'm
happy,
if
you
yep,
thank
you
so
I
have
to
say
it
is
a
thrill
to
be
back
in
this
chamber.
I'm,
no
stranger
to
micro
mobility
in
in
Boston,
specifically
with
hub
Way,
which
is
now
blue
bikes.
I
was
fortunate
enough
to
serve
from
2011
to
2013
as
a
general
manager
of
this
system
and
I'm,
seeing
a
lot
of
parallels
with
that
time
that
I'm
seeing
right
now,
meaning
this
is
something
new
people
aren't
quite
sure
what
it
is.
The
sky
is
going
to
fall
all
valid
points
right.
S
We
have
to
think
what
how
is
this
going
to
fit
into
the
new
or
helped
drive
the
new
transportation
paradigm
here
in
Boston?
What
we
do
know
is
that
a
new
transportation
paradigm
is
needed
and
we
heard
a
lot
of
the
comments
from
councillors,
specifically
as
a
command
councillor
Flynn.
Talking
about
how
you
know
what
the
sidewalk
already
doesn't
work
and
we're
hearing
that
from
our
public
comments
as
well,
and
we
really
want
to
come
in
and
be
seen
as
a
catalyst
for
change.
S
We
know
that
dedicating
95
percent
of
the
public
right-of-way
to
the
movement
and
storage
of
private
vehicles
is
not
working.
We
know
that
now
scooters
they
may
seem
new.
They
may
seem
weird.
They
may
seem
odd.
They
can
be
part
of
that
mix,
but
it's
really
important
that
we
think
about
this
in
terms
of
what
are
the
outcomes
that
we
want.
S
Two
years
subway
I
heard
as
councillor
O'malley
said
at
the
beginning,
the
biggest
complaint
was.
Why
aren't
you
in
my
neighborhood
and-
and
that
was
something
that
it
was
hard
to.
It-
was
hard
to
answer
these
stations
are
fifty
thousand
dollars
each
heavy
infrastructure,
federal
money,
private
sponsorships
and
all
that
and
and
I
know
that
Matapan
got
their
first
station
about
three
weeks
ago,
that's
seven
years
and
that's
a
long
time
to
wait.
S
But
it's
a
good
thing
that
it's
there,
micro
mobility,
not
having
that
heavy
infrastructure,
lift
up
front,
is
able
to
come
in
and
serve
neighborhoods
immediately.
That
may
not
be
able
to
be
served,
and
this
is
absolutely
no
way
is
blue
bikes.
Bad.
That's
not
we're,
saying
we're
not
here
against
blue
bikes,
we're
not
here
to
compete
with
blue
bikes,
we're
here
to
expand
upon
the
success
that
they've
shown.
We
know
people
will
ride
these
micro
mobility
vehicles.
S
Q
Did
prepare
a
brief
written
statement?
I
also
brought
all
of
the
council.
Members
should
have
a
deck
that
I
brought
along
as
well.
That
has
some
visuals
I
know
it's
always
hopeful
to
see
the
scooters
in
person
so
feel
free
to
flip.
Along
with
me,
should
you
choose
the
good
morning
councillors
good
afternoon?
My
name
is
Hannah
Smith
and
I'm,
a
government
relations
manager
at
bird.
Q
If
you'll
go
to
the
third
page
in
more
than
a
hundred
cities
around
the
world,
we
are
proudly
helping
visionary
governments
advance
their
goals
of
reducing
traffic
and
carbon
emissions
in
just
one
year
of
operation,
we've
seen
the
incredible
impact
that
bird
can
have
on
a
city,
and
we
believe
that
Boston
would
be
no
different.
40%
of
car
trips
in
America
are
less
than
three
long.
People
should
not
have
to
get
in
a
car
or
use
a
ride.
Q
Hailing
company
to
have
to
move
such
a
short
distance,
those
trips
worsen
traffic
and
pollution,
and
they
are
entirely
avoidable.
Bert
is
a
perfect
solution
for
eliminating
those
short
car
trips
and
is
something
that
we
have
already
seen
across
the
board.
Given
that
the
average
bird
ride
is
a
mile
and
a
half
long,
we
at
Bert
are
obsessed
with
safety,
and
although
it
is
well
known
that
cars
are
the
most
dangerous
vehicle
on
any
road,
we
understand
that
scooters
are
new
and
require
a
high
standard
of
safety
as
communities
adjust
to
their
presence.
Q
Research
also
proves
time
and
time
again
that
there's
safety
in
numbers,
so
the
more
non
car
vehicles,
such
as
bikes
and
scooters
that
there
are
on
the
road,
the
safer.
These
cyclists
and
riders
will
be,
in
short,
the
fewer
cars.
The
better
bird
wants
to
make
it
easier
for
people
to
move
around,
which
is
only
possible
when
roads
and
sidewalks
are
safe
and
inclusive
of
everyone.
Q
We
initiated
the
industry-leading,
save
our
sidewalks
pledge
to
demonstrate
our
companies
interested
being
good
partners
with
the
city
in
which
we
operate
and
to
ensure
that
our
service
is
respectful
of
the
public
right-of-way.
As
part
of
this
pledge,
birds
are
collected
every
single
night
for
charging
and
inspection
which
helps
us
maintain
a
healthy
fleet
for
our
riders
and
ensures
that
our
scooters
aren't
on
the
road
at
night
when
collisions
are
more
likely.
Q
We
also
do
this
daily
pickup
to
ensure
that
vehicles
are
consistently
repositioned
to
reduce
clutter
on
sidewalks
and
park
safely
and
out
of
the
public's
right
of
way.
This
pledge
also
commits
bird
to
increasing
the
number
of
vehicles
and
markets
only
when
every
vehicle
on
the
road
is
being
used,
an
average
of
at
least
three
times
per
day.
We
remove
vehicles
when
they
are
underutilized
to
ensure
that
supply
truly
meets
demand.
Q
Bert
hopes
to
be
a
good
partner
to
Boston
working
together
to
advance
our
shared
goals
of
building
cleaner,
safer,
smarter
streets.
We
recently
launched
our
gov
tech
platform
to
formalize
our
commitment
to
working
closely
with
the
cities
in
which
we
operate.
Through
this
platform,
we
will
share
anonymize
data
with
city
officials
and
work
together
to
improve
our
technology,
so
that
Boston
is
best
served
by
bird.
Q
In
addition
to
technological
support,
bird
will
make
every
effort
to
provide
on-the-ground
support
through
community
outreach
and
in-person
interactions,
where
possible,
old
bird
can
host
Tomic
giveaways
and
safety
events
partner
with
local
business
organizations
and
offer
in-person
support
for
officials,
as
we
continue
to
solidify
our
partnership.
We
also
recently
launched
our
bird
watchers
program,
a
team
of
local
individuals
who
provide
on-the-ground
support
in
cities.
They
promote
the
safe
parking
of
birds,
readjust
parked
vehicles
when
necessary
and
keep
the
public
right-of-way
clear.
This
is
going
to
be
a
great
option
for
Boston
one
day.
Q
R
Good
morning,
good
afternoon,
sorry,
my
name
is
Miller
natl
I'm,
a
senior
manager
of
bike
and
pedestrian
policy
at
lyft.
We
really
appreciate
y'all,
taking
the
time
to
organize
this
hearing
and
for
inviting
us
to
participate.
So
thank
you.
We're
excited
to
engage
in
this
conversation
about
the
future
of
doclist
mobility
in
Boston
and
to
share
some
of
the
guiding
principles
that
guide
our
work
in
this
space
before
I
dive
in
I.
Imagine
some
of
you
are
surprised
by
our
recent
growth
into
the
bike
and
scooter
business.
R
So
it's
worth
spending
a
little
time
addressing
our
thinking
around
that
matter.
As
someone
who
spent
my
entire
career
working
for
nonprofit
bike
and
pedestrian
advocacy
organizations,
I
was
intrigued
by
that
move
as
well.
I
hope
I
can
shed
some
light
on
why
we
see
bikes
and
scooters
as
integral
to
our
mission
of
providing
the
world's
best
transportation.
Our
vision
is
for
cities
designed
around
people,
not
cars,
achieving
that
vision
will
mean
making
long-term
investments
in
infrastructure
to
keep
everyone
safe.
Things
like
protected
bike
lanes,
safer
crosswalk,
even
car
free
areas
that
put
pedestrians
first.
R
Lyft
fully
supports
these
interventions
and
looks
forward
to
working
with
you
to
make
them
a
reality
in
neighborhoods
across
Boston.
We
also
support
adding
more
options
for
how
people
get
around
our
streets
and
using
our
technology
and
to
make
choosing
the
healthiest,
greenest
and
safe
and
most
efficient
mode
of
transportation
as
easy
as
possible.
Bikes
scooters
in
transit
can
serve
the
lion's
share
of
short
trips
in
our
cities,
far
more
efficiently
than
cars,
and
we
are
excited
to
meet
that
demand,
even
if
it
means
taking
some
trips
away
from
a
ride-sharing
business.
R
Four
principles
will
guide
our
approach
to
bikes
and
scooters
in
Boston
and
throughout
the
country
equity
streets
designed
for
people,
transit,
integration
and
environmental
sustainability.
First
and
foremost,
we
are
committed
to
deploying
bikes
and
scooters
in
neighborhoods
that
need
the
most
from
transit
deserts
to
low-income
communities,
where
the
cost
of
car
ownership
can
serve
severely
curtail
residents.
Transportation
options
will
offer
deep.
We
will
offer
deeply
discounted
passes
to
low-income
residents
throughout
the
city
to
ensure
access
is
equitable
and
fair
and
partner,
with
local,
not-for-profit
organizations
to
hold
us
accountable
to
delivering
equitable
service.
R
Second,
we
support
reclaiming
space
on
our
streets
for
people,
walking,
biking,
scooting
and
taking
public
transit.
The
full
promise
of
micro
micro
mobility
can
only
be
realized
if
we
dedicate
enough
protected
space
to
these
new
modes
to
make
navigating
our
streets
on
two
wheels
or
on
two
feet
as
natural
and
safe
as
hopping
in
a
car.
Third,
we
believe
in
integrating
our
bike
and
scooter
systems
with
public
transportation.
R
We're
already
doing
this
on
the
ground
in
Santa
Monica,
where
our
partnerships
with
Big
Blue
Bus
allows
our
users
to
complete
the
first
and
last
mile
trip
of
a
transit
trip
by
scooter
and
compare
the
cost
and
time
saving
of
a
scooter
or
bus
trip
versus
a
rideshare
trip.
We're
rolling
this
function
yet
functionality
out
in
cities
across
the
country
in
the
coming
weeks
and
months.
Finally,
environmental
sustainability
shapes
all
of
our
systems.
R
R
Even
more
excited
to
open
a
bigger
discussion
about
how
micro
mobility
of
all
sorts
can
help
accelerate
the
push
for
safer,
more
sustainability,
more
sustainable
streets
before
I
wrap
up
I'd
like
to
express
our
support
for
the
public-private
partnership
that
motivate
has
formed
with
the
city
of
Boston
through
the
blue
bike
system.
As
you
likely
know,
we
have
agreed
to
acquire,
motivate
and
are
excited
to
upgrade
and
expand
the
current
system
in
close
coordination
with
Boston
and
other
municipalities
after
the
acquisition
process
concludes
when
it
comes
to
bikes.
R
We've
done
our
research
and
taken
our
time
choosing
a
partner
for
this
work
and
the
reason
we've
chosen
to
acquire
of
eight
in
their
system
and
is
because
we
believe
the
only
way
for
bike
sure
to
work
in
cities
at
scale
is
with
their
doctor
model
blue
bike
stocks,
that
bike
share
system
provides
reliable
bike
share
service
that
makes
optimal
use
of
precious
Street
space
and
sidewalk
space.
This
model
is
working
and
will
invest
additional
resources
to
make
sure
we
achieve
operational
excellence
and
high
customer
satisfaction
and
work
with
the
city
to
innovate.
R
C
You
all
and
through
you,
madam
chair
I,
know
I
invited
spin
just
to
be
clear.
Are
there
any
other
electric
scooter
companies
represented
that
would
like
to
join
this
panel?
I,
don't
believe
so,
but
just
in
case
I
missed
anybody.
Okay,
thank
you.
Thank
you
all
for
your
presentation
and
for
joining
us
this
afternoon.
I
guess
briefly.
Mr.
Nutter,
we'll
start
with
you
and
just
go
down.
I
have
a
couple
questions
for
all
of
you
to
answer
so
how
many
cities
so
so
lift
does
operate.
C
R
C
Q
S
Founded
our
company
in
January
2017,
as
lime
bike,
we
rebranded
about
seven
months
ago
to
lime.
We
always
knew
we
were
going
to
do
that
because
we're
building
a
mobility
bunny
with
multiple
modes.
We
have
bicycles,
we
have
electric
bicycles
and
we
have
electric
scooters.
We
operate
more
than
one
hundreds.
I
hesitate
to
give
a
number
because
it
probably
changed.
We
just
launched
two
in
New
Zealand
last
night,
while
I
was
asleep
we're
also
in
Mexico.
S
We
moved
into
Canada
a
couple
weeks
ago,
I
personally
personally
launched
Lansing
East
Lansing
at
MSU
a
week
and
a
half
ago.
It's
it's
what
we
call
Lyme
time
we're
moving
very
very
quickly
and
that's
because
people
ride
these
vehicles
and
it's
it's
very
exciting,
but
we
are
currently
operating
in
Metro
Boston,
as
you
mentioned
just
across
the
border,
without
scooters
right
now,
but
we
are
having
those
conversations,
but
we
have
thousands
of
bicycles
and
electric
bicycles
as
part
of
a
regional,
coordinated
Network.
It
was
an
rfp
through
MAPC
last
fall
that
we
were
awarded.
C
And
can
you
talk
a
little
bit
about
and
I
guess,
Hanna,
we'll
start
with
you
and
just
I'll
start
with
each
of
you
with
these
questions.
You
touched
upon
it
in
your
opening,
but
but
some
of
the
benefits
and
I
want
to
be
clear
about
this
part
of
my
support
for
sort
of
new
innovation
technology,
particularly
as
it
relates
to
transportation,
is
that,
of
course,
it's
good
for
the
environment,
which
is
important.
Of
course.
It's
good
for
easing
congestion,
which
is
important,
of
course.
It's
good
for
public
health,
mental
health,
which
is
important.
C
Of
course,
it's
good
for
serving
transit
deserts
very,
very
important.
It
can
also
benefit
in
a
public-private
partnership,
which
is
what
we're
talking
about
today,
can
very
much
benefit
the
municipality
so
Hanna,
we'll
start
with
you
talk
about.
You
talked
about
I,
think
so
some
revenue
sharing
or
some
things
that
you
have
been
able
to
do.
The
company
has
done
with
other
cities
to
make
it
a
strong
and
productive
partnership.
Yeah.
Q
It
is
it's
a
very
exciting
market
to
be
in
and
I'm
sure
that,
on
the
other,
companies
at
the
table
will
will
agree.
So
bird
has
done
a
few
things.
The
first
is,
we
do
share
our
revenue
with
the
cities
that
we
operate
in.
We
recently
partnered
with
the
city
of
Santa
Monica,
to
create
a
parklet
that
they're
really
excited
about
we've
given
away
over
50,000
free
helmets
in
our
first
year
of
operation
alone.
There
there
are
a
lot.
Q
We
do
helmet
giveaways
with
local
businesses,
we
do
safety,
trainings
and
additionally,
I
mentioned
our
bird
watchers
program,
which
has
been
a
huge
benefit
to
cities
in
terms
of
fleet
maintenance
and
operation.
So
these
are
people
who
are
literally
patrolling
streets,
and
you
know
this
is
a
situation
where
we'd
work
with
BTD
or
is
similar.
Q
C
Q
S
Thank
you.
So,
as
I
mentioned,
collaboration
is
really
at
the
DNA
of
our
of
our
company
and
we
go
in
and
we
we
do
sometimes
month-long
groundwork
to
set
the
table
so
to
speak
for
maximum
impact,
and
we
know
that
we
can't
have
the
biggest
mode
shift
unless
we're
working
with
cities
on
shared
goals,
and
it
really
is
a
fundamental
to
us.
You
know
when
cities
it's
interesting
when
we
first
approached
the
cities
around
the
MAPC
RFP
last
year
it
was
like
wait.
A
minute.
You're
gonna
bring
us
free,
Bike
Share.
S
We
don't
have
to
pay
for
this.
We
were
just
quoted
seven
hundred
thousand
dollars
for
this
other
system.
What
do
you
mean
it's
like?
Well,
are
our
skin
in
the
game?
Is
we'll
bring
the
vehicles
because
we
know
people
we
use
and
we'll
operate
them
to
a
very
high
standard
with
very
experienced
people,
but
the
skin
in
the
game
for
a
city
should
be
to
build
that
infrastructure
or,
at
the
very
least,
pilot
that
infrastructure
right,
but
when
it
gets
into
this
conversation
now
moving
into
the
spring,
it's
more
like.
S
Well,
what
are
you
going
to
do
for
us,
and
you
know
we
would
fundamentally
shift
the
conversation
away
from
us
coming
in
and
having
to
pay
cities
to
build
infrastructure
that
our
vehicles
and
other
vehicles
will
then
use.
This
should
be
a
partnership
that
goes
both
ways
and
we
really
need
to
look
five
years
out
and
say:
what
are
we
going
to
move
towards
rather
than
this
sort
of
knee-jerk
reaction?
S
It
went
from
$1
per
scooter
per
day
to
and
you're
probably
hearing
the
same
thing
to
300
$65
per
scooter
just
to
come
in
a
check
up
front,
so
it
these
barriers
are
sort
of
floating
around,
and
so
I
would
encourage
that.
When
we
talk
about
partnership,
we
don't
talk
about
money,
exchanging
hands
because
we
don't
ask
for
any
from
the
city.
S
Certainly,
permit
fees
are
one
thing
and
license
fees,
but
it
just
we
go
down
a
slippery
slope
when
you
see
a
Midwest
City
say
oh
and
we
want
a
$5,000
kicker
upfront,
so
it
gets
in
the
way
a
little
bit
and
I
think
the
partnership
should
be
around
sharing
the
data
that
we
have
on
our
more
than
13
and
a
half
million
trips
that
we've
loved
since
June
of
last
year.
We
collect
all
that
data.
S
We
have
a
data
dashboard
that
our
partners
have
access
to
on
day
one
and
they
can
see
where
these
vehicles
are
going
and
they
can
make
better
planning
decisions.
Based
on
that.
So
again,
when
you
think
public/private
partnership,
it's
important
to
sort
of
like
list.
Let's
take
money
out
of
this,
that
muddies
things
and
it
keeps
us
away
from
our
vision
of
actually
getting
where
we
both
want
to
be,
which
is
to
a
more
sustainable
future.
Thank.
R
So
I
think
one
of
the
really
exciting
opportunities
about
micro
mobility
is
connections
to
transit
and
how
we
use
this
new
transportation
option
to
bolster
the
really
great
public
transit
systems
that
already
exist
in
amplify
the
capacity
they
have
to
carry
more
people
around
town,
I.
Think
all
of
all
the
operators
provide
that
service,
and
some
of
the
data
that's
coming
out
of
cities
is
really
impressive
about
just
how
many
trips
are
being
made
to
a
bus,
stop
to
a
subway
stop.
So
we're
excited
to
build
on
that
I.
R
Think
lyft
can
offer
some
additional
value
in
terms
of
integrated
trip
planning.
So
we
now
have
the
ability
people
can
reserve
scooters
through
our
app,
so
you
can
get
on
the
bus
and
plan
this
trip
and
the
lyft
app
get
on
the
bus
reservist
scooter
ahead
of
time.
So
you
have
a
seamless,
transportation,
experience
and
I
think
that's
something
that
can
further
motivate
people
just.
R
The
idea
is
that
the
scooter
saturation
is
high
enough
that
there's
always
that's
jumping
scooter
atom
at
the
end
of
a
bus.
Stop
okay,
but
yeah.
You
have
to
look
and
verify.
They
had
actually
won
they're
waiting
for
you,
but
then
you
can
reserve
it
ahead
of
time,
so
you
know
that
it's
there
I'm
just
making
it
a
little
easier
incentive
and
people
that
take
public
transit
instead
of
even
taking
a
rideshare
trip
or
their
personal
car
trip.
So
I
think
that's
one
area
where
we're
really
excited
to
add
additional
value.
R
The
other
is
that
we
obviously
you
know
my
background-
is
in
bicycle,
advocacy
and
pedestrian
advocacy.
We
want
to
use
this
moment
this
explosion
in
in
ridership
on
bikes
and
scooters
as
an
opportunity
to
accelerate
the
infrastructure
that
y'all
are
already
building
out
around
town,
so
I
think
I
think
you
know
furthering.
However,
we
can,
whether
it's
investments.
You
know
this
retract
payment
to
cities,
investments
in
advocacy
organizations
using
this
movement
using
this
moment
to
build
the
movement
for
protected
bike
lanes
and
streets
that
are
truly
designed
around
people.
R
C
I
mean
if
I
have
this
right
and
correct
me:
I
think
you've
all
very
nicely
sort
of
talked
about
the
public
good
and
what
can
come
of
this
and
in
with
birds
specifically
in
terms
of
you
know,
helmet
giveaways
and
revenue
sharing
that
can
then
go
to
parklets
or
other
things
with
why
more
of
it
is
focused
on
data
sharing
and
planning
things
out
and
then,
with
with
lyft,
also
some
sort
of
revenue
upfront
payments.
That
would
then
go
into
infrastructure,
for
scooters,
bikes,
etc.
Is
that
a
pretty
fair
summation
of
that.
S
S
It
is
really
about
building
coalitions
with
existing
stakeholders,
existing
advocacy
groups,
those
doing
outreach
in
the
community
rather
than
us,
coming
in
and
reinventing
the
wheel,
we're
empowering
people
that
do
good
work
and
through
our
lime
we
have
a
donation
program,
now
called
lime
hero
where
users
can
actually
round
up
and
donate
to
a
local
advocacy
group
at
the
end
of
their
trip
again
empowering
the
local
groups
that
are
doing
it
rather
than
us
coming
in
from
above.
Okay,.
C
Looking
at
more
of
the
fifteen
sort
of
MAPC
cities
and
towns
that
are
working
with
some
of
you
or
others
have
you
had
experiences,
and
it
also
seems
to
me
that,
rather
than
doing
the
you
know,
director
Susskind
made
the
distinction
that
the
bike
share
program
as
it
relates
to
blue
bikes
is
a
city
run
program
with
with
motivate
is
sort
of
the
operator,
whereas
this
would
be
different.
The
way
it's
at
least
being
conceived
right
now.
C
This
pilot
program
would
be
sort
of
permitted
and
all
companies
that
were
interested
in
able
to
work
so
long
as
a
series
of
guidelines,
presumably
were
met,
would
be
able
to
partake
and
there'd,
be
a
certain
number
of
the
way.
I
understood
to
be
certain
a
certain
number
of
scooters
allowed
in
does.
That
is
that
a
system
that
gives
any
of
you
pause?
Do
you
think
that's
a
good
approach
to
you
is
this?
What
some
other
cities
have
done
just
feel
free
to
speak?
You
know,
honestly,
and
we
can
start
with
you
mr.
Mallen,
well,.
S
Thank
you
I
mean,
in
my
experience,
actually
after
launching
hub
way
now
blue
bikes
in
Boston,
with
610
bikes
in
the
first
year.
It
was
the
following
year
that
we
expanded
into
Cambridge
and
Brookline
and
Somerville.
So
you
know,
regionality
is,
is
key
to
any
network.
You
don't
want
to
build
borders,
you
don't
want
to
build
walls.
S
These
vehicles
are
going
to
go
where
they
go,
so
you
want
to
make
sure
that
everybody's
happy
with
that
I
would
push
back
on
one
thing
that
the
director
says
can
said
it's
important
that
we
classify
what
these
vehicles
are.
These
new
micro
mobility
vehicles
in
in
state
ordinance,
but
maybe
not
necessarily
dictate
where
they
can
operate
it
really
every
city's
a
little
bit
different
and
cities
are
not
going
to
want
to
preemptively,
give
up
their
ability
to
manage
their
right
of
way,
and
we
don't
support
that.
S
D
C
R
Generally
I
think
it's
the
model
that's
being
used
in
cities
across
the
country.
I
think
it's
a
good
way
to
test
out
these
services
and
make
sure
that
the
right
stakeholders
are
engaged,
I,
think
a
collaborative
process
of
drafting.
You
know
this
opening
dialogue
as
part
of
a
bigger
process
of
coming
up
with
those
standards
so
that
we
can
ensure
equitable
access.
So
we
can
sure
you
know
sustainability
all
the
goals
that
the
city
has
to
make
the
program
successful.
R
Q
A
Q
S
A
S
I
think
I'm
hearing
a
lot
of
positive
stuff
happening,
I
mean
obviously
saturation
is
a
great
word
and
being
able
to
dial
back
and
up
and
down
the
demand
dynamic
caps.
That
really
matters,
because
if,
if
a
city
says
well
we'll
take
him,
but
will
only
take
500
where's
that
number
coming
from
it
has
to
be
tied
to
something
and
the
beauty
of
these
systems
is
that
they
reset
themselves
every
night
and
they
come
back
out
the
very
next
day
and
and
so
the
ability
to
control
and
ratchet
up
or
down.
A
Q
S
The
RFP
that
I
answered
for
the
regional
system
for
bicycles
in
the
15
cities
surrounding
was
for
550
100
to
start
eighty,
nine
hundred
saturation
for
bicycles
and
that's
in
in
Metro
Boston,
that's
not
even
in
the
densest
parts
of
downtown,
so
I
would
put
it
somewhere
in
the
5
to
10
range
would
be
first,
single
companies
is
something
I
think
could
serve,
and
again
this
is
about
reading
reliable
transportation.
This
isn't
selling
ice
cream
cones
by
Fenway
right.
This
is
getting
people
to
work
and
to
school
on
time.
I
think.
L
R
A
S
Have
various
ways
that
we
can
control
parking
and
geofencing
is
one
of
them.
We
would
have
to
work
closely
with
the
city
on
that
I.
Think
it's
important
that
you
know
not.
Every
block
is
going
to
need
a
painted
spot
to
put
scooters,
but
some
are
and
Downtown
Crossing.
For
example,
you
can't
just
let
it
be
a
free-for-all
in
Downtown
Crossing,
but
as
you
move
out
just
some
other
neighborhoods
you'll
really
lose
the
power
of
doclets.
S
How
are
you
parking
it
and
that
reinforces
you
know:
you're
gonna
be
judged
on
it
number
one,
so
you're
gonna
make
sure
it
looks
as
good
as
you
can
number
two.
We
gamify
that
and
anyone
whether
they
use
our
vehicles
or
not,
has
access
to
our
free
smartphone
app
and
can
use
the
park
tour,
not
feature
and
just
flip
through
and
say:
yeah,
that's
parked
or
no
that's
not
so
it's
another
way
to
reinforce
it.
S
But
what
we're
really
doing
is
gathering
data
to
train
our
learning
algorithms
to
do
that
analysis
for
us
because,
as
we
scale
to
50,000
vehicles
to
500,000
vehicles,
we
don't
have
enough
eyeballs
to
look
at
all
those
photos.
So
we
want
to
do
the
initial
screen
by
a
computer
and
then
put
our
customer
service
techs
on
it.
Q
Yeah
I
would
say
it's
one
of
the
many
levers
that
we
can
pull.
You
know
this
is
I,
think
that
the
thing
that
is
of
the
most
importance
to
us
is
making
sure
that
we're
maintaining
that
four
feet
of
unobstructed
sidewalk
access,
that
everybody
needs
and
being
a
TA
compliant
and
working
with
the
disability,
commission
and
everything
else
that
we
can
do
to
make
sure
that
people
are
all
using
our
streets.
You
know
we
have.
We
have
similar
programs
in
our
app.
Q
We
now
have
a
new
community
mode
in
our
app
where
it
allows
you
to
report
poorly
Park
scooters.
Our
bird
watchers
are
obviously
on
the
ground
every
day.
Moving
and
reallocating
we're
seeing
in
other
cities
like
Indianapolis,
has
a
really
good
designated
dhoklas
parking
system
that
they've
done.
Nashville
has
done
similar
things,
but
yeah
geofencing
is
certainly
like
one
of
those
tools
in
our
toolbox.
Q
R
For
a
geofence
definitely
yeah,
we
we
have
a
team
of
field
staff
who
are
solely
responsible
for
making
sure
these
are
parked
safely,
and
we
do
that
in-house
and
empower
them
to
act
quickly
to
make
sure
that
they're
not
blocking
a
sidewalk
for
more
than
a
lot
of
cities
are
doing
to
ours.
I
think
it's
just
a
reasonable
timeframe
to
get
them
out
of
the
way
as
quickly
as
possible.
Could.
A
S
That's
a
great
question:
I
don't
have
the
data
specifically,
but
I
will
say
we
do
hire
locally
everywhere
that
we
go.
We
hire
local
market
leader,
someone
who
knows
that
market
best
so
say
for
the
regional
bike
system
that
we're
operating
again
at
the
border.
We
have
several
Spanish
language
speakers
that
do
outreach
specifically
to
target
communities.
We've
actually
branded
our
bicycles,
either
full-on
Spanish
or
in
English
in
Spanish.
S
Both
up
here,
we've
done
that
in
the
Hartford
market
as
well,
but
our
teams
range
anywhere
for
if
we
are
going
to
plop
down
a
300
scooter
market,
that's
10
to
12
full-time
jobs,
including
scooter,
mechanics
and
scooter,
rebalances
and
chargers.
We
do
partially
outsource
the
charging,
and
this
is
sort
of
it
gives
us
the
ability
to
flexibly
scale
up
and
down
again.
S
Juicers
there
are
users
who
are
supplementing
their
transportation
costs
with
taking
a
scooter
home
and
charging
it,
and
we've
met
with
them
we've,
given
them
a
safety
training
we
giving
them
the
proper
charger
with
which
to
do
that,
and
if
they
want
to
scale
it
up
to
10
or
12
scooters,
they
can
do
that.
So
it's
sort
of
a
side,
hustle
employment
beyond
the
sort
of
full
timers
that
we
already
hire.
Q
Similarly,
I
don't
have
our
hiring
demographic
data
in
front
of
me
I'm
happy
to
follow
up
with
you
on
it,
but
we
do
hire
locally,
take
diversity
and
inclusion.
Incredibly
seriously.
I
am
very
aware
of
the
hiring
and
inclusion
requirements
that
Boston
has
for
a
lot
of
its
programs
and
that's
something
that
we're
already
thinking
about
here.
I.
R
Did
a
we
take
diversity,
inclusion
extremely
seriously.
We
hire
locally
and
every
one
of
the
cities
where
we're
operating
lifts
just
recently
released
its
report,
its
own
internal
numbers
on
diversity
and
inclusion
efforts,
and
so
there
there's
a
conscious
effort
from
the
very
top
of
the
company
to
have
daylight
and
accountability
on
our
hiring
practices
so
that
we
can
hold
ourselves
internally
to
making
hiring
decisions
that
reflect
diversity.
Inclusion
could.
S
I
just
add
when
we're
pointing
that,
because
it
goes
far
beyond
the
higher
right
when
we
were
launching
Hartford
Connecticut,
which
we
launched
in
the
beginning
of
June
of
this
year,
we
had
the
options
of
a
few
different
warehouses,
really
cheap
ones
down
by
the
airport
south
of
town,
and
if
you
choose
that,
so
we
can
save
a
buck
on
a
lease
cost
you're,
basically
condemning
anyone.
Who's
drive
is
gonna
work
for
you
to
have
to
have
a
car
to
get
down
there.
There
is
no
bus
that
gets
there.
S
What
we
ended
up
doing
was
taking
a
space
warehouse
space
just
off
the
fast
track,
which
is
beautiful,
bus,
rapid
transit
serves
multiple
communities,
goes
right
into
downtown
Hartford
and
back
out
the
other
end
and
we're
paying
a
lot
more
for
it,
but
that's
how
half
of
our
staff
get
to
work
every
day,
it's
by
public
transit?
So
it's
just
important.
You
have
to
think
about
this
sort
of
in
a
larger,
a
larger
ecosystem,
but
but
yeah
I
can
I
can
follow
up.
A
To
see
that
just
the
reason
I
ask
is
because
the
cities
I
think
as
Hannah
reference,
the
city's
rules
are
that
companies
that
we
contract
with
directly
or
even
have
an
RFP
to
potentially
solicit
any
sort
of
business
or
relationship
are
required
to
submit
a
diversity
inclusion
plan
and
that
is
required
to
be
part
of
the
event
counselor
CEO
part
of
the
evaluation
of
that
partnership
and
relationship.
So,
even
though
this
is
technically,
you
know
there
would
be
no
direct
payments.
A
You
are
all
essentially
hoping
to
be
just
as
functioning
in
the
same
role
as
many
of
our
other
city
partners
would
be,
and
that's
extremely
important
to
us.
Okay,
I,
apologize,
Kathryn,
I,
hope
you
have
been
sitting
that
long
and
I
can
see
you
okay,
so
we
will
go
to
counselor
co-moh
for
question.
I
know:
councillor
Malley
has
to
follow
up
I
just.
O
Wanted
to
come
and
say
thank
you
for
sponsoring
this
hearing
I
had
the
opportunity
to
meet
with
some
folks
I
got
briefed
by
my
staff
earlier
today.
I
think
most
of
the
important
questions
were
asked
about.
You
know:
sidewalk,
accessibility,
cluttering,
all
those
issues
that
that
we
discussed
but
I
think
it's
an
exciting
opportunity
for
us
to
add
more
modes
of
transportation
to
our
streets.
I
would
venture
to
guess
that
my
area
would
be
a
very
desirable
one
to
have
them,
but
again
you
know
we're
caught.
O
C
Picked
up
every
night
by
either
staff
or
some
have
programs,
or
it
could
be-
a
user
will
bring
it
home
but
they're
all
charged
overnight.
So
these
are
taken
off,
but
these
are
taken
off
the
city
streets
from
do
certain
cities
or
towns
have
times
they
need
to
be
picked
up.
Is
it
determined
by
your
company?
We're
gonna
pick
them
up
at
ten
o'clock
when
I
pick
them
up
at
midnight,
I.
Q
C
Q
C
S
C
C
C
R
C
S
C
S
Done
the
groundwork
to
talk
to
local
businesses,
because
if
we're
gonna
be
putting
something
in
front
of
their
store,
most
are
very
supportive
yeah,
but
they
at
least
need
to
be
aware,
but
those
hot
spots
as
we
call
them,
can
shift
with
demand
and
time,
and
so
we're
very
flexible
and
saying.
Well,
this
one
isn't
really
working
and
we
think
it
should
be
half
a
block
down
that
sort
of
stuff.
Okay,
yeah.
S
S
Maybe
about
half
of
those
were
scooter
a
little
less
than
half
now
we're
up
over
50%
scooter
trips
28%
connected
to
transit,
either
at
the
start,
at
the
end
of
a
trip
we've
done
surveys
and
to
try
to
suss
out
that
number
of
how
much
of
these
are
offset
car
trips
and
TNCs,
specifically,
so
we're
gonna
do
a
deeper
dive
on
that,
because
I
think
that's.
The
real
power
here
is
getting
cars
out
of
downtown
when
you
don't
need
them
for
those
very
short
trips,
but
with
scooters
we're
seeing
there's
a
lot
of
recreational
trips.
S
D
Q
I
know
so
we
have
a
research
team
that
is
working
on
getting
hard
data
for
that
presently,
which
I'll
follow
up
with
you
on
I.
Do
know
that
for
every
one
mile,
that
our
scooters
travel
that
cars
do
not,
that
is
a
pound
of
carbon
emissions
that
we
save
from
being
emitted
into
the
atmosphere,
as
so
for
our
first
year
of
operation.
We
believe
that
we
save
twelve
point:
seven
million
pounds
of
carbon
emissions
which
were
thrilled
about
yeah.
Q
R
Don't
have
exact
numbers
either,
but
we're
looking
at
the
you
know.
The
percentage
of
our
rideshare
trips,
for
instance,
that
are
one
or
two
miles,
are
very
easily
capturable
by
scooter
or
bike,
and
so
our
strategy
is
to
shift
obviously
private
car
trips.
First,
you
know
single
occupancy
vehicles.
We
want
people
out
of
there,
those
cars,
the
least
efficient
use
the
space
possible
and
on
the
bike
or
scooter.
But
we
see
a
huge
opportunity
among
just
shorter
trips,
around
town
as
well,
and.
C
Again,
I
know
that
this
is
such
a
new
technology
that
you
may
not
have
answers
to
these
questions,
but
I
believe
all
of
you
have
said
or
have
said
elsewhere,
that
there
are
incentives
for
low-income
riders
to
be
able
to
take
advantage
of
this
program
at
a
discounted
rate.
Can
you
talk
a
little
bit,
maybe
briefly
a
pause
expounding
upon
that
and
then
also
what
you've
seen
that,
how
this
can
benefit
a
low-income
person
or
low-income
parts
of
the
city,
yeah.
S
There's
always
a
few
line
bikes
behind
there
for
the
overnight
restock
shifts,
so
there's
power
there
and
it's
always
doclist
mobility
has
always
been
seen
as
sort
of
another
option
for
people
who
have
other
options,
and
it's
just
like.
Oh,
this
is
the
most
convenient
one
for
me
right
now,
and
it
really
matters
that
you
are
able
to
serve
those
who
don't
have
any
other
options.
We
have
a
program
called
Lyme
access
and
you
can
pay
we're
knocking
down
the
traditional
barriers
of
smartphone
and
bank
account
or
credit
card.
S
D
Q
So
I
think
Scott
did
a
really
good
job
of
touching
on
the
transportation
equity
access
part
of
this
right.
The
benefit
of
these
programs
is
that
we
can
go
where
infrastructure
isn't
and
we
are
nimble
and
flexible
can
and
can
fill
those
gaps.
I
think
more
specifically
we're
similarly
working
on
a
text
to
access
program.
Q
We
have
lots
of
language
access
capabilities
and
then
our
actual
payment
structure
is
that
and
we
only
do
scooters
we're
the
only
company
it
just
has
e
scooters,
but
our
fee
structure
is
it's:
a
dollar
base
fare
in
fifteen
cents
a
minute
and
then
our
one
bird
program
waives
that
dollar
base
fare
for
anybody
who
is
enrolled
in
or
eligible
for
any
type
of
social
assistance,
and
our
our
entry
way
to
that
is
very
vague.
We
just
ask
that
you
mail
some
type
of
proof.
Q
R
Yeah
ditto
for
in
terms
of
the
benefits
of
this,
this
technology
for
alleviating
the
transportation
costs,
I'm
sure,
you've
heard
the
statistics.
You
know
upwards
of
forty
percent
of
a
typical
household
income.
A
low-income
household
can
go
to
transportation.
So
if
there's
the
possibility
to
alleviate
that
burden,
this
is
a
huge
opportunity,
especially
if
you
can
get
rid
of
a
car
which
costs
about
ten
thousand
dollars
a
year
that
want
to
maintain,
and
our
community
we
have
a
community
pass
is
what
it's
called.
R
C
The
first
er
five
dollars,
unlimited
bikes
and
scooters,
yeah
Wow,
okay
and
then
we
I
have
sort
of
a
question
and
then
my
final
sort
of
comment,
the
question
being.
How
do
you
work
and
if
you
can
just
be
brief
on
this,
because
we
want
more
people
to
get
to
when
you
deal
with
the
city's
constituent
complaints,
we
have
a
system.
All
of
you
know
here
in
Boston
called
three
one,
one
where
I
have
seen
many
Dhokla
spikes
on
it
already
I've
been
called
on
them.
How
does
it
work
with
working
with
other
municipalities?
C
R
C
R
Q
I
think
similarly
I'm
very
familiar
with
free
101,
both
here
and
in
New
York
City,
where
I've
worked
on
it
from
the
city
side,
I
I
believe
that
we
were
building
a
pathway
that
allows
those
complaints
with
the
city's
permission
and
the
right
level
of
cooperation
for
those
complaints
to
be
threaded
directly
to
us,
and
we
deal
with
it
in
the
same
way.
But
I
think.
Similarly,
we
ask
for
two
hours
terse
on
any
complain.
It's
typically
much
much
much
quicker
than
that
to
make
sure
that
everything
is
where
it's
supposed
to
be.
D
Q
C
Okay,
yeah
well,
that
could
be
a
conversation
and
then
my
last
question,
I
guess
was
more
of
a
statement.
You
know
I
appreciate
this.
I
I
am
very
excited
about
this
I.
Think,
if
done
well,
we
can
real
right
the
gold
standard
across
the
country
in
terms
of
working
in
both
addressing
the
concerns,
while
offering
this
very
useful
technology
and
service
to
folks
that
may
very
well
benefit
the
city
as
well,
financially
and
otherwise.
So
I
guess.
My
last
question.
C
Slash
statement
to
you
all
is
what
have
been
some
challenges
that
have
happened
this
far
with
municipalities,
so
in
other
words,
we
right
now
working
with
some
incredibly
talented
people
whom
you
heard
from
earlier
are
working
with
their
partners
in
other
cities
and
towns
to
sort
of
craft
I,
think
some
good
guidelines,
legislation,
oversight,
etc.
What
would
you
cost
them
to
address
sort
of
going
forward
to
make
sure
that
we
do
this
right?
And
we
do
this?
Well
so
and
we'll
start
with
you
and
then
the
gentlemen.
Q
I
think
that
some
good
examples
of
lessons
learned
are
some
of
the
tools
that
we
have
now.
So
we
we
got
a
lot
of
complaints
about
fleet
pile
up
and
and
scooter
placements.
So
now
we
have
the
bird
watcher
program
to
make
sure
that
the
cities
that
we
operate
and
have
full
time
coverage
from
us.
You
know
we
wanted.
We
got
a
lot
of
requests
and
a
lot
of
feedback
about
how
important
and
valuable
or
trip
date
is.
D
S
Think
it's
important
excuse
me,
you
know
a
scooter
laying
down
is
a
bad
thing
right,
but
it's
not
the
worst
thing
in
the
world,
but
it's
perceived
to
be
and
where
we
are
right
now
is
we
tend
not
to
have
operational
issues.
What
we
have
a
cultural
issues
where
people
I
received
just
the
other
day,
a
three
page,
long
letter
that
was
typed
and
it
was
about
our
bikes
in
one
of
the
municipalities
around
here
it
was
from
a
very
passionate
person
and
had
very
valid
points
towards
the
end.
S
I
should
have
started
at
the
bottom
paragraph
towards
the
end.
It
said:
well,
it's
at
the
point
now
I'm,
seeing
about
one
of
these
per
week.
That's
parked
about
a
foot
off
okay.
This
is
a
letter
that
took
probably
an
hour
to
send
for
an
issue
that
isn't
really
an
issue,
but
it's
perceived
to
be
an
issue
and
again
we're
at
the
beginning
of
this
here:
doclist
mobility.
It
is
crucial
that
we
get
this
right
and
we
have
the
systems
in
place
that
we
talked
about
to
mitigate
these
issues.
S
If
a
scooter
tips
over
RT
knows
about
it
before
it's
reported
to
us
through
tip
over
technology,
all
that,
but
we
really
are
pushing
cities
to
help
us
with
some
leadership
and
say
this
is
the
future
we're
going
here,
we're
partnering
on
these
goals
and
measuring
those
goals
and
communicating
them
properly
to
to
the
public,
because,
again
in
the
age
of
social
media,
one
bad
Park
job
becomes
fifty
thousand
views
right
and
retweeted
without
dates,
and
all
that.
So
it's
important
that
we
get
this
right
and
we
largely
are
we're
not
seeing
any
overwhelming
issues.
R
Think
one
area
that
we're
really
excited
about
is
providing.
We
talked
a
lot
about
today,
of
providing
equitable
access
and
so
I
think
when
we're
we're
thinking
about
scoping
the
size
of
the
service
area
being
thoughtful
about
including
low-income
communities
who
will
most
benefit
from
these
services.
D
A
A
We
want
to
make
sure
that
the
residents,
often
those
whose
voices
are
not
heard
and
who
are
not
able
to
come
to
many
of
these
decision-making
sessions
like
this
are
kind
of
front
center
in
the
conversation,
but
just
on
data,
since
it
was
brought
up
what
so
each
of
you
are.
Each
of
your
companies
are
already
sharing
data
with
other
cities.
How?
How
frequently
does
that
get
reported
to
the
city.
Q
A
Q
S
Don't
collect
demographic
data,
but
we
do
collect
everything.
That's
in
the
general
bike
share
and
feed
specification
trip,
origin
trip
destination.
We
actually
go
one
step
further
and
have
GPS
routes
of
all
the
trips
and
that's
part
of
the
what's
most
interesting
to
cities,
because
they
can
see
where
people
riding
literally
day
by
day,
not
only
that
they
can
see
where
people
are
avoiding
riding,
which
is
almost
almost
more
important.
Sometimes
yeah.
R
Ditto
that
all
the
same
information
I
think
it's
an
interesting
topic
to
explore,
as
you
all
consider
the
scope
of
these
regulations
about
how
I
think
we
all
want
to
be
good
partners
with
you
in
terms
of
sharing
data,
especially
data
that
can
be
aggregated
to
inform
planning
decisions,
decisions
about
bike
lanes,
decisions
about
pedestrian
safety,
so
how
we
do
that
in
a
way
that
also
protects
people's
personally
identifiable
information,
which
is
a
big
national
conversation.
That's
happening
right
now
and
so
I
think.
That's
just
something
to
take
into
account.
A
Q
Address
billing
address
because
that's
payment,
yeah
and
then
we
bird
does
require
that
writers
are
18
and
over
and
we've
done
this
specifically
for
safety
reasons.
We
found
that
it
makes
the
the
writing
population
much
more
comfortable,
sharing
the
roads
so
but
I
don't
believe.
I'll
follow
up
with
you
on
the
demographic
information
that
we
do
actually
collect,
but
I
know
that
that
privacy
and
personally
identifiable
information
is
deeply
important
to
this
company
and
we
are
working
with
like
I
know.
D
D
A
Great
all
right,
thank
you
very
much.
We'll
do
the
switchover
good
councillor
Mellie,
all
right,
we'll
do!
The
switch
over
to
our
last
panel
appreciate
your
time.
I'm
informed
that
there
was
no
one.
No
one
further
signed
up
for
public
testimony,
but
if
anyone
will
take
one
or
two
folks
who
might
want
to
testify
in
between
the
panel's
if
you're
interested
just
come
on
down-
and
in
the
mean
time
we
will
see
Stacy
Thompson
from
livable
streets
and
Brendan
Kearney
from
walk
Boston.
T
Dive
right
in,
thank
you
so
much
thanks
for
having
us
and
gathering
us
for
this
timely
conversation.
As
you
mentioned,
I'm
Stacy,
Thompson,
executive
director
at
livable,
streets,
Alliance
and
generally.
My
organization
would
say
that
shared
micro
mobility
options,
including
bikes,
scooters
and
whatever
may
be
coming
next,
because
we
know
we're
not
stopping
with
scooters,
can
be
useful
in
an
urban
setting.
However,
we
need
to
establish
strong
but
flexible
regulation
that
can
respond
appropriately
to
how
these
technologies
evolve.
T
So
that's
a
theme
I
think,
will
bring
up
a
lot
stronger,
flexible
and
in
this
context
you
know
there
as
we're
now
more
than
two
hours
in
a
lot
of
things
we
can
discuss
so
I
tried
to
I,
have
some
suggestions
and
a
few
different
buckets.
I'm
gonna
run
through
them
quickly,
and
then
we
can
chat
more
if
there's
something
I
didn't
cover,
but
I
would
say.
T
One
of
the
first
things
to
consider
is
what
is
the
appropriate
role
and
possible
burden
on
municipalities
as
we
continue
to
partner
with
more
companies
like
this
business
operations
for
micro
mobility
companies
rely
on
the
use
of
public
space,
specifically
our
streets
proactively.
Putting
in
regulation
to
ensure
that
our
cities
are
not
on
the
hook
for
dealing
with
complaints,
broken
devices,
other
unforeseen
issues
is
really
important.
You
guys
have
brought
this
up,
and
I
would
say
that
this,
as
you
know,
has
happened
to
a
certain
extent.
You
know
ant
bike,
throwing
bikes
down.
T
We
know
that
that
we
can
have
undue
burden,
so
some
of
the
things
to
consider
are
regulating
the
size
of
each
fleet
using
dynamic,
capping,
that's
come
up
a
lot
and
we
are
explicitly
in
support
of
that.
I
would
say:
Louisville
Kentucky
I
believe
just
put
together
a
new
framework
that
is
worth
looking
at
I.
T
We
can
also
I
think
need
to
ensure
equitable
distribution
across
neighborhoods,
which
we've
talked
about
a
lot
accessibility
across
multiple
languages
and
ensuring
that
people
who
need
to
pay
with
cash
can
do
so,
and
then
one
thing
I
want
to
flag
is:
we
are
actually
very
cautious
about
the
revenue
sharing
model
that
has
been
brought
up
today.
I
would
say
so
far.
T
So,
let's
not
put
a
lot
of
time
and
attention
and
excitement
into
a
relatively
small
amount
of
money
when
there
are
bigger
fish
to
fry.
Second
I'm
gonna
skip
over
many
of
my
comments
on
data
we've
you've
covered.
Almost
all
of
these
I
would
echo
the
need
for
real-time
availability,
which
is
happening
in
the
Portland
fleet,
and
collision
data
and
complaint.
Kidada
is
really
important
and
you
could
also
request
the
percent
of
individuals
who
opt
in
to
the
low-income
options.
T
I'm
gonna
just
skip,
skip,
skip,
okay
and
last,
but
definitely
not
least,
is
that
the
core
issues
that
we've
heard
today
are
more
related
to
the
state
of
our
streets
than
the
state
of
this
technology
and
without
streets
that
are
designed
to
prioritize
the
safety
of
people.
Terminating
regulation
will
only
go
so
far.
We
know
technology
is
not
going
to
fix
the
safety
of
our
streets,
walk
busting,
we'll
get
into
this.
So
I'm
going
to
skip
over
some
of
my
comments
but
I.
T
We
would
really
recommend
that
you
know
where
I'm
experiencing
a
sense
of
urgency
in
the
comments
today
like.
Can
we
figure
this
out
by
the
spring?
I
can't
tell
you
how
many
times
I
have
sat
in
this
room
asking
for
parking
reform
and
we
are
at
a
stalemate,
and
so
many
of
the
things
that
will
make
this
use
of
micro
mobility
technology
are
rooted
in
the
things
that
are
already
identified
in
go
Boston,
2030
and
our
vision,
zero
commitment.
This
includes
updating
our
curbside
management
policies.
T
Many
people
are
concerned
about
where
we
will
store
these
devices
and
how
they
will
be
used.
We
have
plenty
of
dedicated
space
on
our
streets,
currently
parking
spaces
that
could
be
used
for
bike
racks
designated
spaces
for
some
of
these
vehicles,
and
these
could
be
on
street
corners,
where
we
already
desperately
need
day
lighting
for
safety
reasons.
There
are
many,
many
other
things
that
we
could
do
in
our
streets
to
make
it
safer
and
I'm
I've
talked
to
both
of
you
about
them.
A
lot
so
I
will
leave
it
there.
T
M
I'm
Brendan
Carney
communications
director
for
walk,
Boston,
walk
Boston's
position
is
sidewalks,
should
be
reserved
for
people
walking
or
using
mobility,
assist
devices
like
wheelchairs.
If
users
of
micro
mobility
devices
are
on
the
sidewalk,
however,
it's
likely
the
street
is
unsafe
and
that
really
needs
to
be
fixed.
We
really
like
how
walk
San
Francisco
framed
this
discussion,
that
the
greatest
threat
to
pedestrians
is,
of
course,
cars
and
trucks.
The
potential
harm
that
automobiles
can
inflict
on
people
is
why
they
work
every
single
day
to
make
their
streets
and
sidewalks
safe,
make
vision,
zero
reality.
M
You
know
taking
a
step
backwards.
37
people
were
killed
in
car
crashes
across
the
u.s.
last
year.
So
far
in
2018,
over
40
people
walking
have
been
hit
and
killed
in
Massachusetts,
walk.
Boston
has
a
couple
of
recommendations
and
things
to
consider.
Cities
and
towns
can
most
effectively
respond
to
new
mobility
by
rapidly
implementing
safety
improvements
at
work,
as
Stacey
was
talking
about
and
looking
for
win-win
opportunities
to
advance
these
mobility
goals,
you
know
redesigning
streets
to
encourage
slower
speeds,
create
safe
lanes
for
low-speed
travel,
ensure
multi-use
paths
stay.
M
That
way
has
to
be
off
limit
to
fully
motorized
vehicles,
no
matter
their
fuel
source.
We
recognize
these
paths
are
linear
parks
that
double
as
transportation
Carter's,
but
the
park
should
remain
safe
and
comfortable
places
for
people
to
enjoy.
If
electric
pedal
assist
bikes
are
allowed
on
multi-use
paths,
the
paths
should
be
low-speed,
GPS
regulated,
perhaps
at
10
miles
per
hour.
The
technology
is
actually
being
used
now
in
Western
Mass.
M
As
part
of
the
valley
bike
share
program
in
the
Pioneer
Valley,
the
electric
assist
bikes
are
actually
once
they're
on
the
GPS
on
the
paths
their
GPS
controlled.
The
the
speed
is
capped
at
that
time.
We
also
encourage
the
creation
of
more
bike
and
scooter
parking,
so
this
doesn't
just
apply
to
shared.
This
means
bike
in
scooter
parking
for
everybody,
so
that
people
have
a
place
to
leave
bikes
and
scooters
and
keep
sidewalks
and
curb
ramps
clear
for
people
walking
people
using
wheelchairs
and
people
with
strollers
or
grocery
carts.
M
Stacy
could
not
say
curbside
management
enough,
like
it
is
a
huge
issue,
but
it's
not
just
for
biking
scooter
parking.
It's
for
delivery
zones,
short-term
drop-off,
pickup
zones,
flexible
bike,
scooter
parking,
food
truck
spots,
home
health
worker
parking
temporarily
Park,
it's
it's
time,
it's
time
for
this
and
I
think
the
council
knows
that.
M
Lastly,
I'm
going
to
rant
about
traffic
signals
a
little
bit
because
one
of
the
counselors
brought
up
bike
signals
when
she
councillor
Janey
when
she
was
in
Seattle.
We
have
great
plans
for
signals
in
go
Boston
2030
in
the
Complete
Streets
guidelines
that
were
loud,
udderly
ER.
However,
the
implementation
documents
we
give
to
consultants
and
we
give
to
people
that
go
out
and
adjust
our
signals,
we're
just
recently
updated
in
July
2018
they're,
not
good,
they
go
backwards.
They
were
an
update
of
a
2004
document.
M
It
is
a
great
update
of
that
2004
document,
but
it
doesn't
look
at
what
was
actually
proposed
in
the
Complete
Streets
guidelines
in
go
Boston,
2030
I.
Send
you
guys
a
letter
that
we
submitted
to
the
Boston
Transportation
Department
back
in
August,
with
some
of
our
concerns
around
that
many
of
the
concerns
are
around
smart
and
adaptive
signals
any
signal.
Timing
changes
should
include
a
study
of
impacts
on
pedestrian
safety
and
delay,
so
I'm
all
set.
Thank
you
so
much
for
having
us
here
and
look
forward
to
any
questions.
A
C
You
and
one
brief
question,
but
wanted
to
begin
by
thanking
you
both
for
your
incredible
work
and
advocacy
and
and
I
agree
with
virtually
everything
you
said
not
the
least
of
which
is
a
important
under
sort
of
subtext
of
this
hearing
was
the
fact
that,
as
a
city,
we
need
to
do
a
tremendously
better
effort
going
forward,
as
it
relates
to
the
safety
of
pedestrian
of
cyclists
of
people
using
multimode.
So
I
appreciate
that
and
agree
with
it
wholeheartedly.
Stacey
you
mentioned
the
Louisville
model
is
sort
of
a
good
dynamic
fleet.
T
T
C
T
The
number
of
scooters
is
determined
by
the
number
of
trips,
so,
for
example,
if
you
see
a
scooter
and
it's
being
used
five
times
a
day,
then
that
probably
means
you
need
another
scooter
on
the
ground.
If
it's
using
let
being
used
like
0.8
times,
maybe
once
every
other
day,
then
it
probably
means
you
need
fewer
scooters.
So
they
use
the
sort
of
number
of
trips
to
determine
the
numbers.
Good.
C
T
T
C
Fair
points-
and
that
makes
a
lot
of
sense
to
me
and
then
finally-
and
you
both
sort
of
addressed
this
but
I,
guess
what
aspects
of
regulation
do
you
think
should
be
done
at
the
city
level
versus
the
state
level,
because
this
is
sort
of
another
issue
that
we
have
to
address
going
forward.
So
do
either
of
you
want
to
jump
in
on
that.
T
T
If
something
different
is
happening
in
Cambridge
is
something
different
is
happening
in
Everett,
but
at
the
same
time,
I
think
we
need
to
be
thinking
about
our
like
what
is
the
role
of
our
regional
partners
MAPC?
What
is
the
role
of
the
Tiye?
Are
they
involved
in
these
conversations?
And
then
what
is
the
role
of
mascots?
It's
not
an
easy
answer.
It's
just
I,
think
it's
all
and
and
that
we
need
to
have
a
strong
seat
at
the
table.
I.
D
M
With
that
and
I
just
moved
to
Watertown
and
if
I
so
I
took
the
bus
in
this
morning
and
then
took
the
red
line,
I
went
through
Watertown
a
small
sliver
of
Belmont
Cambridge
Crossing
DC,
our
property
crossing.
You
know
mascot
property,
so
it
needs
to
be
a
regional
solution,
because
the
way
people
move
around
in
the
Greater
Boston
area
is
in
a
regional
model
crossing
many
different
jurisdictions.
No
fair
point.
C
A
A
Yes
spring
is:
is
I'm
I'm,
eager
I'm
excited,
but
spring
feels
like
a
lot
of
things
have
to
come
together
all
at
once.
What
would
you
say
is
your
sort
of
biggest
wish,
or
you
know,
on
your
your
list
of
goals
of
other
things
that
are
not
directly
related
to
this,
that
the
city
has
to
tackle
for
this
to
work
by
the
pilot,
I
love.
M
That
you
asked
that
question
because
I
had
one
note
here
that
I
didn't
hit
on
it's,
that
Portland
Oregon
has
two
and
a
half
full
time
staff
working
on
their
scooter
pilot.
So
you
know,
is
this:
the
highest
need
right
now,
I
am
unsure.
If
that's
the
case,
there
are
a
lot
of
other
issues.
Just
within
the
realm
of
transportation,
we've
had
five
pedestrians
hit
and
killed
in
the
city
this
year.
Two
of
them
were
in
their
80s.
So
you
know,
traffic
safety
and
slowing
vehicles
down
is
a
huge
priority.
M
T
I
would
echo
that
and
say
thinking.
Real-Time.
As
you
know,
you
guys
supported
a
five
million
dollar
increase
in
the
operations
budget
for
the
Transportation
Department,
so
that
they
could
hire
20
staff.
I
would
say
that
is
paramount
to
us
getting
through.
So
many
other
things.
You
know,
we've
talked
about
all
these
things
that
need
to
happen.
T
We
still
only
have
a
Stephanie
Susskind,
who
I
am
confident
will
create
some
the
most
comprehensive,
if
not
best,
policy
in
the
country,
because
that's
her
style,
but
she
also
needs
to
deploy
in
a
matter
of
weeks,
additional
bike
infrastructure.
That
is
work
that
our
public
works
folks
need
to
do.
There's
this
whole,
you
know
get
it
in
the
ground
before
Thanksgiving.
Before
we
get
a
freeze,
mentality
and
I
would
say
if
we
want
to
save
lives.
T
That
is
more
important
to
me
than
deploying
in
April
versus
deploying
in
June,
July
or
August
and
and
I
would
say
some
of
the
more
structural
reform
questions
will
make
or
break
the
success
of
a
pilot.
So
if
we
could,
you
know,
get
an
update
on
where
the
hiring
is
and
what
that
structure
will
look
like
and
how
it
will
impossibly
impact.
A
C
Very
briefly,
thank
you,
madam
chair,
for
your
great
leadership
and
partnership
on
this.
Thank
you
to
our
all
of
our
panels.
This
was
one
of
the
most
I
think
substantive
hearings
that
we've
done
certainly
as
it
relates
to
micro
mobility,
but
this
was
also
a
very
worthwhile
hearing
for
me,
because
I
think
we
covered
a
lot
of
topics.
We
discussed
a
lot
of
issues
and
we
were
very
frank
and
honest
about
challenges
as
well
as
benefits
as
lie
ahead.
This
is
a
complex
issue,
but
nevertheless
this
is
one
that
I
feel
very
very
strongly.
C
We
ought
to
be
having.
We
ought
to
be
discussing
I'm
very
excited
about
the
remarks
from
the
commissioners
and
the
chief
and
the
director
as
it
relates
to
having
a
piloted
program
this
spring.
It's
something
that
I
feel
very
strongly.
We
should
be
doing
and
I'm
really
looking
forward
to
make
sure
we
do
it
well,
we
do
it
right.
We
do
it
effectively,
so
we
sit
here
ready
to
work
with
all
stakeholders
as
we
go
forward
and
looking
forward
to
seeing
this
come
to
fruition.