►
Description
The Joint Committees on Transportation & Public Utilities and The Environment of the Council of the City of Philadelphia held a Public Hearing on Wednesday, February 27, 2019, at 10:00 AM, in Room 400, City Hall, to hear testimony on the following items:
181113 Resolution authorizing the Committee on Transportation & Public Utilities and the Committee on The Environment to conduct hearings regarding how dockless electric scooters could provide an affordable and environmentally friendly transportation option for all Philadelphians.
Committee on Transportation and Public Utilities
Chair: Councilman Kenyatta Johnson (2nd District)
Vice Chair: Councilman Mark Squilla (1st District)
Committee on Environment
Chair: Councilwoman Blondell Reynolds Brown (At Large)
Vice Chair: Councilwoman Cindy Bass (8th District)
A
Good
morning,
everyone
good
morning,
everyone
this
hearing
is
called
to
order.
This
is
a
public
hearing
of
the
City
Council
Committee
on
transportation
and
public
utilities
and
a
Committee
on
the
environment.
The
purpose
of
this
public
hearing
is
to
hear
testimony
on
a
resolution.
One
eight
one
one
one
three.
A
A
Downtown,
listen,
I
live
in
Point
Breeze,
which
normally
should
be
about
15
minutes,
maybe
20
minutes
from
Center
City
and
on
any
given
day
if
I
am
driving
into
Center
City
and
mates,
eight
and
a
half
an
hour,
sometimes
councilmen,
something
where
there
may
be
45
minutes
depending
on
the
congestion
of
traffic.
So
I'm
pretty
interested
there
hearing
the
testimony
on
this
resolution
and
at
this
particular
point
in
time,
but
when
I
ask
for
counsel
councilmen
outside
burger
to
say
a
few
words
yeah
I'm
City
Councilman
Alvin.
B
Burger
and
mr.
chairman,
thank
you
very
much
for
conducting
this
hearing.
I
think
the
information
we'll
gain
today
will
enlighten
us
all,
and
particularly
to
something
that
is
so
important
to
mobility
and
human
people
need
mobility,
and
this
looks
like
a
fun
and
very
interesting
way
to
keep
people
mobile
and
enjoying
the
outdoors
Thank
You.
Mr.
chairman
Thank,.
A
C
You,
mr.
chair,
it's
a
pleasure
to
be
here
this
morning
for
this
transportation,
public
Tilly's
committee
hearing
as
well
as
committee,
an
environment,
one
of
the
main
reasons
I
introduced.
This
resolution
of
conversation
regarding
a
scooters
here
in
City
Philadelphia,
is
that
through
my
work
internationally,
the
city's
about
opportunity
to
visit
other
cities
and
see
what
some
of
my
colleagues
have
done
in
LA
and
Charlotte,
and
some
other
cities
bringing
this
type
of
Transportation
to
their
cities.
C
Translation
is
very
important
aspect
of
what
we
do
every
day
from
a
mobility
perspective,
as
the
chair
stated,
but
also
and
adds
to
the
fabric
and
they're
also
going
to
address
some
of
our
environmental
issues.
The
fact
that
will
provide
opportunity
for
people
to
get
especially
that
last
mile
of
transportation
to
their
points
of
destination
is
as
to
the
translation
network.
C
We
have
in
the
city
of
Philadelphia
and
will
hopefully
allow
people
to
be
less
tied
to
using
motor
vehicles
and
using
other
types
of
transportation,
and
so
as
we
continue
to
evolve
within
various
forms
of
transportation.
We
have
in
our
nation,
I
thought
this
was
one
concept
that
as
to
that,
it's
still
new
to
this
nation,
but
I
wanted
to
have
this
conversation
just
yesterday.
C
Legislation
with
introduced
in
Harrisburg
to
allow
these
scooters
in
the
Commonwealth's,
Pennsylvania
I
believe
that
was
a
bipartisan
piece
of
legislation,
so
I
think
having
this
conversation
today
is
very
timely
and
gives
us
an
opportunity
to
have
some
input
in
the
legislation
in
Harrisburg
as
we
move
forward
and
investigate
this
concept
and
this
type
of
transportation
in
the
city
of
Philadelphia.
So
thank
you
mr.
chair
for
the
opportunity
and
thank
you
for
the
committee
for
having
this
hearing
on
this
resolution.
A
D
Representing
yes
good
morning,
thank
you,
councilman
Johnson
and
the
other
members
of
the
committee
and
councilman
green
for
inviting
me
to
testify
today
on
resolution
number
one,
eight
one
one
one
three
sponsored
by
councilman
green.
My
name
is
Christopher
Pawhuska
I'm,
the
director
of
policy
and
strategic
initiatives
for
the
managing
directors,
office
of
transportation,
infrastructure
and
sustainability,
known
as
Otis
and
before
I
go
any
further.
Would
you
mind
if
we
could
move
these
devices
I'm,
afraid
they're
gonna
get
a
little
bit
in
the
way
and
there's
a
blinking
light
here,
that's
a
little
bit
distracting!
D
Otis
leads
a
portfolio
of
departments
including
the
streets
department,
the
sustainability
office
in
the
Philadelphia
water
department
to
provide
cost-effective
solutions
and
quality
services,
with
a
focus
on
the
resident,
our
strategies
and
policies,
support,
inclusion
and
equity
across
Philadelphia's,
diverse
environment
communities.
In
my
position
at
Otis
I'm,
the
director
policy
and
planning
staff
and
I'm
responsible
for
overseeing
the
development
and
the
implementation
of
Connect
Philadelphia
strategic
transportation
plan.
In
the
last
18
months,
a
number
of
firms
have
launched
programs
release
of
privately
owned
and
maintained.
D
Electric
scooters
have
been
deployed
in
dozens,
the
cities
around
the
country.
These
fleets
are
an
evolution
of
the
doclist
bike
share
programs
which
were
prevalent
last
year.
For
the
purposes
of
this
testimony,
I
will
use
the
term
doclist
scooters
or
scooter
programs
to
refer
to
these
businesses.
Key
characteristics
of
scooters
include,
they
are
checked
out
through
a
smartphone
app
scooters
have
wheel
sizes
between
six
and
eight
inches.
They
have
an
electric
motor
powered
by
an
onboard
battery.
D
Scooters
do
not
have
seats
and
are
ridden
while
standing
scooters
of
the
common
designs
are
currently
not
permitted
to
operate
on
the
roadways
within
the
Commonwealth
of
Pennsylvania
and
are
illegal
to
operate
on
sidewalks
in
the
city
of
Philadelphia,
scooter
maintenance
and
battery
charging
are
typically
accomplished
by
fleets
of
gig
economy
workers
than
direct
employees
of
the
operating
firms.
Otis
is
focused
on
improving
adelphia
transportation
and
system
in
ways
that
benefit
everyone.
D
We
see
potential
for
Dhokla
scooter
programs
to
benefit
Philadelphia
in
two
main
ways:
through
increasing
mobility
and
accessibility
for
individuals
through
improving
sustainability
through
the
shift
to
smaller
electric
vehicles.
We
have
been
in
regular
contact
with
many
companies
that
would
seek
to
operate
Dhokla
scooters
in
Philadelphia.
Today,
all
the
companies
have
been
transparent
with
their
intentions
and
dealings
with
the
city
of
Philadelphia.
This
open
dialog
has
been
beneficial
and
has
provided
us
with
some
understanding
of
the
upsides
of
Dhokla
scooter
programs.
D
However,
this
mode
of
transportation
is
very
new
and
early
reports
from
our
peer
cities
highlight
the
potential
trade-offs
and
even
the
dangers
inherent
in
the
Dhokla
scooter
programs.
Specifically,
reports
of
injury
crashes
are
commonplace
in
cities
where
scooter
systems
have
been
deployed.
Currently
there
are
few
comprehensive
studies
of
crashes
involving
scooters
and
little
data
has
been
collected
to
date
on
national
trends.
What
data
does
exist
points
to
a
popular
and
novel
form
of
transportation
that
have
shown
relatively
high
risks
of
crashes
and
injuries
by
users?
D
Some
points
of
reference
that
Otis
has
considered
in
making
our
recommendations
today
include
a
study
published
by
Consumer
Reports
earlier
this
month,
highlighting
more
than
1500
serious
injuries
across
23
medical
institutions.
Reports
of
high
fatality
rates
compared
with
bike
share
programs
for
scooter
related
fatalities
across
the
country
in
the
past
year
versus
two
fatalities
in
nine
years
of
bike,
share
program,
operation
and
conversations
with
peer
agencies
and
dozens
of
cities
of
the
consul's
cross.
D
The
country
where
scooter
programs
are
active
currently
the
Pennsylvania
Motor
Vehicle
Code,
does
not
permit
the
use
of
the
types
of
electric
scooter
is
currently
promoted
by
the
firms
who
are
seeking
to
enter
Philadelphia's
market.
Any
action
on
the
city's
part
will
necessarily
be
subject
to
permit
permissions
at
the
state
level.
Last
June
City
Council
passed
bill
number
one,
eight,
zero,
four
to
nine,
which
defined
the
city
of
Philadelphia
role
in
regulating
dhoklas,
bikes
and
scooter
program.
My
office
is
currently
developing
regulations
that
will
allow
for
the
deployment
of
dhoklas
bike
share
programs
in
Philadelphia.
D
We
intend
to
use
this
regulatory
framework
to
test
a
number
of
strategies
that
may
be
used
to
manage
Dhokla
scooters
at
a
later
date.
However,
it
is
our
recommendation
that
the
city
of
Philadelphia
refrain
from
promoting
or
permitting
the
use
of
Dhokla
scooter
programs
until
a
more
thorough
analysis
of
the
benefits
and
the
risks
to
public
safety
are
better
understood.
We
believe
that
it
would
be
appropriate
to
revisit
this
issue
in
one
year's
time
and
would
welcome
the
opportunity
to
provide
counsel
with
the
digital
information
as
it
becomes
available.
D
Thank
you
again
for
the
opportunity
here
today
to
speak
at
the
hearing
for
resolution.
One
eight
one
one
one
three
in
summary:
otis
recommends
ongoing
monitoring
and
study
of
the
safety
impacts
of
scooters
and
other
cities
and
revisiting
the
issue
of
Dhokla
scooters
in
12
months
and
I'd
be
happy
to
answer
any
questions
you
have
thank.
E
E
So
we
at
PennDOT
applaud
the
city's
aim
of
reducing
car
dependency
and
increasing
the
number
of
affordable
and
environmentally
friendly
mobility
options,
and
we
think
it's
prudent
to
consider
electric
scooters
as
a
potential
piece
of
that
puzzle.
What
we
do
have
some
concerns,
as
I
had
mentioned
so
today,
I'll
give
the
highlights
of
the
current
legal
classification
of
electric
scooters,
the
department's
actions
thus
far,
and
a
legislative
update
and
our
next
steps.
E
So
one
of
the
challenges
of
electric
scooters
is
that
their
current
classification
at
the
federal
level
by
nitsa
says,
defines
the
electric
scooter
so
similar
to
what
the
devices
you
see
in
front
of
us
as
a
device
without
a
seat,
a
top
speed
of
less
than
20
miles
per
hour
and
says
that
these
are
not
motor
vehicles,
don't
need
to
have
registrations
and
VIN
numbers
at
the
state
level.
It
is
PennDOT's
legal
interpretation
that
electric
scooters
fall
into
title,
75
s
definition
of
a
motor
vehicle.
E
Thus,
electric
scooters
cannot
be
operated
on
roadways
or
in
bike
lanes
in
Pennsylvania
they
could
be
operated
on
private
property,
and
this
designation
can
only
be
changed
through
legislative
action.
The
limitations
of
our
state
statute
have
given
us
some
time
to
observe
deployments
in
other
states
and
cities
and
consider
what
a
rational
integration
of
electric
scooters
might
look
like.
So
in
June
of
2018
we
have
we
looked
at.
We
held
an
internal
meeting
within
PennDOT
with
other
Department
officials
to
discuss
and
refine
the
issues
facing
PennDOT
and
emerging
low-speed
vehicles.
E
And
additionally,
we've
spoken
with
representatives
of
electric
scooter
companies,
Lyman
Byrd,
who
are,
as
we
know,
very
interested
in
deploying
electric
scooters
in
Pennsylvania
cities
and,
of
course
the
apartment
has
spoken
to
officials
in
the
of
transportation,
in
the
cities
of
Philadelphia
and
in
Pittsburgh.
So
we've
definitely
been
paying
very
close
attention
to
the
issue
simultaneously.
The
legislature
has
been
at
work
representatives,
Rothman
and
Kinsey
Sep,
as
submitted
a
co-sponsorship
memo
indicating
there
intend
they're
in
their
intention.
Excuse
me
to
introduce
the
bill
and
then
that
bill
was
introduced
yesterday.
E
This
bill
would
make
doc
less
electric
scooters
it
able
to
be
legal
on
our
roadways,
and
so
that
language
is
very
new
and
we've
seen
that
moving
forward
the
department
PennDOT
will
be
given
an
opportunity
to
comment
on
this
bill
now
that
it's
been
introduced
and
offer
its
position,
and
we
will
also
continue
to
be
closely
monitoring
the
emerging
research
about
the
safety
of
electric
scooters.
That's
one
of
the
things
that
we
think
is
a
key
portion
of
this.
F
Good
morning,
chairperson,
Johnson
and
Reynolds
Braun,
I
guess
not
here,
but
and
members
of
the
committee
on
transportation
and
public
utilities
and
the
Committee
on
the
environment,
I'm
sure
I'll
bet
a
goal
director
of
the
division
of
chronic
disease
and
injury
prevention
with
the
public
health
department.
Thank
you
for
the
opportunity
to
present
testimony
today
on
the
potential
health
risks
and
benefits
of
electric
scooters.
F
Electric
scooters
are
still
relatively
new,
so
as
you've
heard,
data
on
their
safety
is
limited,
as
is
data
on
whether
they
are
used
to
substitute
for
car
trips,
decreasing
traffic
congestion
and
air
pollution.
Based
on
the
limited
data
available,
however,
I
do
have
concerns
about
what
appears
to
be
a
high
injury
rate.
So
study
done
in
two
emergency
departments
in
Southern
California
found
that
there
were
more
patients
with
scooter
related
injuries,
249
then
bicyclist
195
or
pedestrian
181
injuries.
During
a
one-year
period.
F
The
majority
of
injuries
resulted
from
Falls
and
collisions
with
moving
vehicles
and
most
consisted
of
fractures
head
injuries
and
contusions.
Most
injuries
were
to
riders,
but
there
were
21
non
rider.
Pedestrian
injuries,
based
on
a
study
done
by
the
Portland
Department
of
Transportation,
the
injury
rate
per
mile
traveled
was
2.5
per
10,000
electric
scooter
trips
as
compared
to
point
zero
five
injuries
per
mile
traveled
by
motorcycle
and
point
O
4
injuries
per
mile
traveled
by
bike
share.
Assuming
that
most
electric
scooter
trips
are
not
over
one
to
two
miles.
F
This
would
represent
an
injury
rate
25
to
50
times
higher
than
that
for
motorcycle
riders.
There's
no
national
data.
Yet
on
electric
scooter
injuries,
the
CDC
has
launched
a
study
and
that
data
will
be
useful
in
giving
us
more
information
about
this
new
travel
mode,
and
my
understanding
is
the
results
of
that
study
are
are
going
to
be
available
in
the
spring
too
many
philadelphians
use
cars
as
their
principal
means
of
transportation.
This
results
in
traffic
congestion,
air
pollution
and
decreased
physical
activity
and
helps
drive
the
obesity
epidemic.
F
The
Philadelphia
Department
of
Public
Health
supports
efforts
to
diversify
our
city's
transportation
options,
including
a
robust
public
transportation
system.
The
city's
strong
and
growing
bike
share
program
and
infrastructure
to
support
safe,
walking
and
biking
in
the
future.
Electric
scooters
might
well
be
a
valuable
part
of
this
array
of
transportation
options,
but
there's
not
yet
scientific
evidence
to
demonstrate
that
e
scooter
trips
take
the
place
of
car
trips,
and
there
does
seem
to
be
a
growing
body
of
evidence
that
they
pose
significant
safety
risks.
F
Our
recommendation
would
be
to
wait,
allow
the
evidence
base
to
grow
and
then
reassess
in
a
year
during
that
time,
the
industry
will
also
have
time
to
assess
whether
there
are
changes
that
need
to
be
made
to
some
east
scooter
models
to
improve
safety.
Many
models
currently
allow
speeds
of
15
to
20
miles
per
hour,
and
those
speeds,
coupled
with
small
wheel
sizes,
may
contribute
to
the
risk
the
risk
of
a
flip
injury.
The
scooter
hits
a
small
bump
in
the
sidewalk
or
road,
allowing
some
additional
time
to
pass
and
re-reviewing.
F
E
G
E
G
D
Yeah
Chris
Paul
ski
Otis.
They
would
certainly
you
know
if
legalized
it's
my
understanding
that
they'd
certainly
be
able
to
use
by
private
individuals
with
privately
owned
scooters,
but
that
a
any
kind
of
shared
mobility
dhoklas
program
that
operated
in
the
city
of
Philadelphia
would
still
need
to
be
approved.
Subject
to
the
regulations
that
were
writing
by
the
legislation
passed
last
year,
I
wasn't.
E
Sure
what
you
meant
by
regulations-
okay,
so
yes
right,
I
thought
you
might
regs
written
on
behalf
of
the
department
or
like
at
the
federal
level
which,
in
which
case
no,
yes,
there
would
be
permitting.
All
of
those
types
of
things
would
be
run
here
by
the
city
so
or
any
given
City,
so
parking
permitting.
Other
things
would
be
decided
and
I
guess.
G
Chris,
this
would
be
for
you,
so
I
know
we're
in
the
process
of
looking
at
a
policy
for
dhoklas
bikes,
as
that
rolls
out,
and
safety
is
a
major
issue.
But
the
other
issue
in
concern
was
the
clutter
where
you
park
them,
how
their
loft
and
things
like
that
and
as
we
move
forward-
and
this
is
there
a
timeline
when
that
bike
policy
will
be
out
yeah.
D
D
Well,
hey,
you
have
been
diligent
about
pressing
us
to
to
get
them
out
and
I
apologize
that
our
office
have
not
been
able
to
issue
those
regulations
already,
but
I
think
the
clutter
issue
is
was
one
of
the
Brillion
itial
sources,
our
concern
both
of
the
Dhokla
spikes
and
the
Dhokla
scooter
companies,
the
I
think
the
companies
have
been
good
about
innovating
and
finding
solutions
to
some
of
the
clutter
problems.
I
think
it's
still
an
issue
that
needs
to
be
managed
but
I.
For
me,
that's
not
really
like
I,
don't
think.
That's
the
game.
D
Changer
I
think
the
real
critical
issues
are
the
safety
problems
that
we
mentioned
and
then
the
environmental
issues,
whether
these
devices
substitute
for
car
trips
or
whether
they
substitute
for
trips
that
would
otherwise
be
taken
by
walking
and
biking.
Those.
Those
to
me
are
the
biggest
issues.
I.
Think
the
clutter.
I
think
the
clutter
issue
is
something
that
we
need
to
pay
attention
to,
but
I
think
we
I
have
some
hope
that
we
could
manage
it
if,
if
it's
properly
resourced
and.
G
I
think
if
it's,
if
it's
done
properly-
and
there
is
a
policy
that
both
the
bike
share,
folks
and
the
city
can
work
together
with
I,
think
there's
some
place
that
we
could
manage
it.
Do
you
see
if
the
state
passes
this
and
somehow
becomes
legal?
Is
it
something
that
we
should
be
looking
at
in
the
future
to
see
how
we
could
regulate
these?
Just
like
we're
doing
with
white
chair
in
case
they
do
ever
become
legal
yeah.
D
I
think
it
all
depends
on
the
timing
of
the
state
legislation
of
when
it's
passed
through
both
houses
and
when
it's
signed
by
the
governor
I
think
in
our
ideal
world
we
would
like
to
get
six
to
twelve
months
of
experience
in
working
with
dhoklas
bike
share
companies
before
opening
two
dhoklas
scooter
companies,
but
we
don't
have
any.
We
don't
have
anything
firm,
firmly
established
on
that,
but
I
think
the
Dhokla
spikes
are
probably
a
little
bit
easier
to
manage.
So
that's
that's.
D
F
F
You
know
we
don't
know
exactly
how
many
scooter
trips
there
have
been
in
that
vicinity
compared
to
the
number
of
people
traveling
by
bike
or
walking,
but
I'd
be
surprised
if
they're,
more
people
using
scooters
than
bikes
and
in
that
case,
seeing
more
scooter
injuries
than
bike
injuries
is
worrisome.
Now,
maybe
that's
wrong
and
maybe
there's
been
a
really
hot
trend
in
that
vicinity
on
scooters.
Maybe
that's
one
particular
brand.
That's
having
trouble
it's
hard
to
know
what
what
the
cause
of
that
is.
Okay,.
B
C
D
Believe
the
companies
all
regulate
the
the
scooter
speed
themselves,
but
I
don't
know
for
sure
for
all
the
cities,
whether
it's
Texas
or
or
California
or
other
two
states.
Where
we've
looked
at
the
most
I
know
in
Texas.
Individual
cities
are
almost
entirely
preempted
from
any
kind
of
control
over
the
over
the
management
of
dhoklas
programs
and
I.
So
I'm
guessing
it's
15
to
20,
but
I
can't
stay
and
say
on
the
right.
C
Yeah
I'm
just
reflecting
a
testimony
from
the
representative
here
from
apartment
transportation,
and
it
indicates
that
there's
no
restrictions
on
device
speed
in
California
and
Texas.
However,
the
legislators
to
introduce
in
Harrisburg
on
this
yesterday
I
believe
max
is
the
device
being
at
15.
That's
my
understanding.
E
E
C
Can
operate
faster
than
15
cracks?
I
cut
out
some
I
understand,
okay,
so
just
looking
at
what
the
information
provided,
although
the
studies
are
still
in
its
infancy,
it's
a
good
possibility
that,
in
those
studies
that
were
done
in
California
in
Texas,
part
of
the
challenge
and
part
of
the
reason
for
the
accidents
could
be
the
fact
that
it
did
not
have
a
maximum
speed.
C
E
C
Your
own
information
does
not
reflect
that
as
a
maximum
device
fee.
That
says
it's
open,
based
on
your
testimony.
Good
pasta
is
very
possible
that
part
of
the
reason
for
those
unfortunate
incidents
is
that
those
states
chose
not
to
have
a
maximum
speed
limit,
and
so
people
are
using
the
scooters
at
a
high
rate
of
speed
which
may
cause
the
increase
in
possible
injuries
as
opposed
to
what
we're
looking
here
in
Comics
Pennsylvania
saving
that
you
cannot
use
a
scooter
passed
15
miles
per
hour.
D
I
think
councilman,
you
bring
up
a
lot
of
good
points,
a
lot
of
good
questions
and
that
we
don't
have
all
the
answers
here
today.
I
think
that's
kind
of
the
summary
of
our
recommendations
is
that
we
do
wait
until
there's
a
more
definitive
basis
of
facts
and
data
to
make
good
policy
in
Pennsylvania
in
Philadelphia.
H
A
B
D
We
have
not
done
a
study
in
the
Commonwealth
of
Pennsylvania
I,
believe
electric
bikes
are
limited
to
25
miles
per
hour,
but
for
I
believe
for
our
indigo
electric
bikes.
We
have
a
top
speed
of
somewhere
around
15,
but
I
can
I
can
get
that
fact
back
to
you
and
we
would.
We
would
be
looking
to
something
similar
for
any
dhoklas
program
that
we
permitted
for
bikes.
D
A
It
may
take
me
close
to
some
days
half
an
hour
to
45
minutes
one
one
day,
I
had
to
go
to
30th
Street
to
get
back
down
to
24
market
just
because
of
so
much
of
the
construction
that
was
going
on
and
a
congestion
of
cars.
We
just
want
to
get
an
idea
from
you.
How
have
we
looked
at
congestion
as
relates
to
these
types
of
vehicles?
Yeah.
D
Congestion
is
congestion.
Benefits
are
certainly
one
of
the
primary
reasons
that
that
we
think
we're
trying
to
build
a
high
quality
bike
network
so
that
everyone
in
our
city,
from
8
to
80
all
ages
and
abilities,
can
use
bicycles
for
transportation
and
we've
seen
that
there's
definitely
a
congestion
benefit
and
then
for
our
indigo.
D
The
bike
docked
bike
program.
We
see,
there's,
definitely
an
improvement
on
parking
situations
so
that
you
know
one
parking
spot
might
just
be
used
by
one
person
during
the
course
of
the
day.
But
typically
you
know
that
if
we
put
an
indigo
station
in
there,
that's
used
by
seven
eight
nine
ten
people
during
the
day,
so
definitely
improvement
on
congestion
and
parking
Thank
You.
H
You,
mr.
chair,
might
have
a
question
for
mr.
pooch,
all
ski
via
Thomas
study,
a
traffic
study
of
the
city
center
city,
specifically
because
it
is
a
mess
as
councilman
Johnson
is
talking
about
to
get
around.
The
city
is
very,
very
challenging
and
also
our
city
has
very
narrow
streets.
So
you
know
in
the
backdrop,
from
six
years
ago
now,
20
to
25%
of
all
purchases
are
over
the
Internet,
which
means
more
delivery
trucks
and
it's
just
challenging
more
uber
and
lyft.
H
So
my
question
is
for
safety
reasons
and
we
don't
study
a
traffic
study,
and
can
we
incorporate
that
to
make
sure
that
bike
lanes
are
safer?
If
we
do
the
scooters
that's
safer,
we
may
have
to
suspend
some
on
street
parking
because
I
mean
think
about
it.
What
do
we
get
per
hour
for
the
meter
eight
or
ten
dollars,
or
something
that's
pretty
valuable
real
estate
that
probably
should
be
freed
up
so
cars
can
go
through?
We
don't
are
we
doing
a
study
so.
D
I
think
we
haven't
done
a
comprehensive
study
of
everything
together,
but
we
have
done
individual
Studies
on
the
various
efforts
that
you've
talked
about
I
believe
the
revenue
from
a
parking
spot
in
Center
City
is
ten
thousand
dollars
per
year,
but
you're
right.
We
need
more
loading,
there's
more
parcel
delivery
now
than
there
ever
has
been
before,
and
we
need
to
innovate
with
our
loading
solution.
So
our
office
is
trying
to
work
on
some
solutions
to
that.
I
think
one
of
the
issues
is
the
enforcement
of
the
current
laws.
D
So
we
did
the
enforcement
blitz
on
Market
Market
and
Chestnut
Street,
and
we've
been
seeing
that
that
had
a
positive
impact,
but
some
of
the
fines
are
just
too
low
and
that
the
delivery
vehicles
are
just
willing
to
take
the
fine.
So
we
need
to
have
an
appropriate
system
of
of
carrots
and
sticks.
If
you
will,
we
need,
we
need
to
provide
people
safe
than
they
go
spaces
to
conduct
their
business
and
then
encourage
them
when
there
is
an
open
spot
to
use
that
open
spot
for
loading.
D
We
you
don't
know
how
many
times
I've
seen
a
delivery
delivery
vehicle
blocking
an
traffic
lane
when
there
is
an
open
delivery
spot
loading
zone
on
that
very
block.
So
we
I
don't
think
we
quite
have
the
same
the
right
system,
yet
so
all
our
offices
working
on
developing
some
new
ideas
that
were
not
ready
to
publicize
yet,
but
but
to
address
some
of
the
loading
issues
and
then
finally,
we're
working
on
promoting
so
that
people
can
efficiently
move
around
Center
City
in
a
safe
and
environmentally
friendly
way.
D
H
You
know:
here's
where
we're
going
in
ten
years
from
now,
there
could
be
40
to
50
percent
of
the
purchases
are
over
the
internet,
so
it'll
be
more
and
more
and
more
delivery
trucks.
So
my
suggestion
is
this
last
year
to
do
a
complete
traffic
study
and
incorporate
these
other
ideas
that
we
want
to
incorporate
to
see
how
we
can
blend
everything
together,
but
I
think
we
need
that
complete
study,
yeah.
C
It's
this
one
to
follow
up
on
statements
earlier
that
was
made
and
I
believe
it's
a
recommendation
of
Otis
to
wait
a
year.
Now
my
understanding
legislation
has
been
introduced
in
Harrisburg.
If
that
was
just
yesterday,
so
that
legislation
were
to
be
passed
in
this
legislative
session,
would
the
position
of
Otis
change,
I.
D
Think
we
just
have
to
wait
and
see
what
the
timing
is
of
what
the
legislation
of
how
quickly
that
legislation
passes
and
we're
gonna.
So
we'll
continue
to
monitor
that,
and
we'll
also
continue
to
monitor
the
the
information
that
comes
out
and,
like
Cheryl,
said,
the
CDC
study,
that's
being
done.
I
believe
on
Austin
should
come
out
this
spring,
so
I,
hopefully,
will
get
some
more
information,
even
if
the
bill
should
pass
soon
by
the
time
it
passes
right.
C
Look
like
a
bob,
really
reiterate
my
question.
If
the
legislation
were
to
passed
by
the
end
of
the
spring
session,
would
that
change
the
perspective
of
Otis
and
reference
to
suggesting
we
wait
a
year
if
the
Commonwealth
has
approved
the
ability
of
use
East
Cooter's
in
the
comments
Pennsylvania
yeah.
D
I
think
it's
I,
don't
think
I
can
give
you
a
definite
answer.
I
will
say
that
you
know
I
hope.
The
state
legislature
looks
at
all
the
information,
the
data
both
on
the
very
positive
impacts
about
these
devices
and
also
the
potential
downfalls
when
they
make
the
decision,
but
regardless
we
want
to
make
that
we're.
Looking
at
all
the
data
before
we
make
a
decision,
that's
right
to
Philadelphia,
I,
there's
just
so
frequently.
The
decision,
that's
right
for
the
rest
of
the
state
is
not
necessarily
right
for
Philadelphia
I
mean
we
need.
D
We
need
the
decision
and
the
policy
for
transportation
and
our
narrow
streets
where
the
densest
part
in
the
state.
That's
right
for
us
and
maybe
what's
good
for
Erie.
What's
good
I
think
it
was
gonna
be
Cumberland.
County
was
the
legislature
that
introduced
the
bill
was
his
district?
What's
right,
for
those
districts
might
not
be
what's
exactly
right
for
Philadelphia.
Well,.
C
That's
clearly
the
case,
considering
we're
the
only
city,
the
first
class
in
the
Commonwealth
of
Pennsylvania,
but
I,
guess
my
perspective.
Considering
that
you're
already
reviewing
other
cities
who
already
have
East
Cooter's
in
their
jurisdictions,
who've
come
up
with
regulations
even
from
PennDOT
they've,
already
analyzed
what
other
states
have
done
from
a
legislative
perspective.
C
D
The
electric
scooters
are
certainly
new
and
what
we
need
to
do
is
wait
and
get
the
data
and
make
sure
they're,
progressive
and
and
if,
in
a
year
from
now
you
know
the
data
comes
out
and
that
they
not
only
help
people
get
around.
But
they
do
it
safely
and
they
do
it
in
a
way
that
replaces
car
trips,
we
will
Otis
will
be
the
biggest
cheerleader
for
these
devices.
D
Then
I
think
that's
worth
knowing
before
we
make
any
firm
policy
and
I
think
the
you
know,
the
fortunate
thing
about
being
a
second
mover
is
that
we
that
we
get
you're
gonna,
get
lots
of
data
without
having
to
risk
any
potential
negative
impacts
on
our
residents
from
legalizing
these
things
before
we
know
that
they're,
truly
progressive
and
I
think
to
answer
your
question
is
just
too
early
to
say:
definitely
whether
Otis
will
change
its
position.
Should
the
legislation
pass
in
the
spring.
C
Well,
I
guess:
I'm
somewhat
confusing
you're
kind
of
maternity
Memphis
to
skew
to
making
a
distinction
between
new
versus
progressive
I
would
think.
That's
something
that
is
using
an
electric
power
source
would
be
progressive.
I
understand
the
concern
in
reference
to
safety
for
residents
in
the
city
of
Adelphia,
but
I
would
I
would
believe.
You
would
think
that
other
cities
and
states
that
have
decided
to
move
war.
Electric
scooters
are
also
concerned
about
the
safety
concerns
for
their
own
residents.
C
D
And
if
and
if
the
trip
that
someone
would
take
would
have
been
made
by
an
automobile
and
it's
instead
made
by
an
electric
scooter,
then
that
is
definitely
progressive.
But
if
the
trip
is
one
that
would
be
a-takin
by
bicycle
or
that
would've
been
taken
by
walking,
then
you
would
see
an
increase
in
emissions
by
the
substitution
of
a
walking
or
bicycle
trip,
which
is
also
you
know.
It's
only
the
food
you
eat
the
versus
one,
that's
made
by
an
electric
scooter.
C
Mr.
chair
I
will
close
with
this.
I
would
think
that
for
most
people's
understanding,
if
your
ability
to
walk
and
I'm
someone
that,
as
many
people
know,
get
up
very
early,
the
crack
of
dawn
to
run
as
well
as
row
in
a
school
school
as
well,
most
people
that
use
some
type
of
transportation.
If
they
can
walk,
they
generally
should
walk
I
would
venture
it
I
think
most
people,
probably
this
room,
would
agree
and
that
someone's
going
to
use
an
e
screw,
there's
probably
distance
further
than
they
know
what
it
would
walk
or
possibly
bike.
D
That
goes
to
the
parking
authority
and
then
I
understand
that
about
after
they
take
out
their
costs
about
just
under
30
percent
goes
to
the
city
and
the
balance
goes
to
the
school
district,
but
I
think
I'm,
not
probably
not
the
right
person
to
to
give
you
the
exact
figures.
On
that.
That's
my
understanding.
Okay,.
I
Free
of
charge
to
communities
live,
provides
a
network
of
doclist
shared
transportation
options,
including
bikes
and
the
scooters
you
see
here
it's
hard
to
comprehend
how
popular
scooters
have
become
I
heard.
One
of
the
previous
testifier
say:
if
these
become
popular,
then
maybe
we
will
bring
them
to
Philadelphia,
well
I'm
launched
in
2017.
In
the
past
two
years,
we've
provided
more
than
35
million
rides.
I
We
serve
more
than
a
hundred
communities,
including
most
major
US
cities
like
Washington
d.c
Baltimore,
who
you'll
hear
from
in
a
minute:
Detroit
Providence,
Cincinnati,
Los,
Angeles,
Dallas,
Portland,
Charlotte
and
more
in
just
the
past
two
weeks,
without
any
solicitation
from
us,
more
than
600
Philadelphians
have
written
in
to
share
why
they
want
electric
scooters
here,
a
constituent
in
your
district
chairman,
Johnson,
no
I'm.
Sorry,
a
constituent
in
vice-chairman
sequoias
district
expresses
it
this
way.
It
will
be
awesome
and
save
me
time
and
money.
I
People
around
the
world
are
choosing
scooters
not
only
because
they're
easy
and
affordable,
but
because
they
are
fun,
but
perhaps
more
importantly,
Philadelphians
themselves
believe
that
scooters
will
help
are
entrenched.
Challenges
like
equitable
access
to
transportation,
congestion,
decreasing
use
of
public
transportation
and
pollution.
I
I
Another
person
noted
that
scooters
provide
an
affordable
alternative
to
driving
my
car
short
distances.
A
constituent
from
your
district
councilman
Johnson
says
it
this
way
after
trying
Lyman
Texas
I
started
to
imagine
how
it
would
be,
let
how
I
would
be
less
inclined
to
use
rideshare
in
philly
rideshare
services
would
have
led
to
hopelessly
clogged
streets
all
over
the
city.
Our
data
confirms
this
30%
of
our
riders
in
major
markets
took
a
scooter
instead
of
using
a
personal
car.
A
queen
village
resident
explains
how
this
would
work.
I
I
live
one
mile
away
from
the
closest
metro.
Stop
it's
not
practical
for
me
to
walk
there
and
therefore
I
Drive.
The
last
mile
commute
feature
of
lime
addresses
an
unmet
need
in
public
transportation
in
Philadelphia.
I
hope
that
Philly
continues
to
be
a
model
of
public
transit
and
allows
lime
to
come
to
this
city.
Berry
soup,.
I
Safety
is
limes
highest
priority,
but
let's
talk
about
how
we
make
scooters
safe
because
it
is
not
hard
to
do
it
is
the
responsibility
of
our
companies
to
make
scooters
as
safe
as
we
can
right
here.
We
have
our
newest
model
of
scooters.
We've
done
it
with
safety
in
mind.
We've
made
the
tires
larger
so
that
they
can
go
over
potholes
and
address
the
bumpiness
of
streets.
I
In
addition
to
helmets
start
off
slowly,
the
accelerator
and
braking
tabs
on
the
handles
can
take
getting
used
to
be
mindful
of
surrounding
traffic,
especially
at
intersections.
No
one
handed
rides
put
down
that
phone
and
the
coffee
cup
no
headphones
or
earbuds,
while
operating
the
scooter,
don't
try
to
operate
the
scooter
if
you've
been
drinking
alcohol,
be
mindful
of
your
safety
and
the
safety
of
others
be
alert
to
pedestrians
and
other
vehicles
make
sure
to
leave
the
scooter
out
of
the
way
of
foot
traffic,
so
it
doesn't
create
a
tripping
hazard.
I
I
I
This
is
not
to
minimize
the
injuries
that
happen
on
our
scooters,
that
doesn't
look
good
for
us
and
it
makes
people
afraid
and
that's
the
last
thing
we
want
to
do.
But
what
I
think
that
we
need
to
do
is
to
make
our
streets
safer
for
everyone.
We
support
policies
that
dedicate
a
per
ride
fee
to
the
city,
to
dedicate
it
to
infrastructure,
to
make
the
streets
safer.
I
I
have
been
very
involved
in
vision
in
the
vision,
zero
alliance
here
in
the
city,
with
Lyme
support
to
make
the
streets
safer
for
everyone
and
to
reduce
vehicle
crashes
to
zero.
I
have
a
couple
of
numbers
here
to
put
the
SCOOTER
statistics
in
context.
A
hundred
and
three
people
were
killed
in
traffic
in
2016
in
2007
96
people
were
killed,
that's
here
in
Philadelphia
and
not
nationwide,
forty
of
whom
were
pedestrians
and
three
of
whom
were
cyclists.
I
Those
are
mostly
here
in
Center
City.
What
doclist
vehicles,
including
bikes
and
scooters,
allow
people
to
do
is
pick
up
the
vehicle,
wherever
they
are,
find
it
on
an
app
pick
it
up
and
take
it
to
wherever
they
want
to
go.
Then
it's
our
responsibility
to
make
sure
that
those
vehicles
are
redistributed
where
people
need
them.
The
data
from
Washington,
DC
and
York
have
shown
that
scooters
and
electric
bikes
increase
the
equity
and
our
ridership
skews
both
more
female
and
more
minority
than
traditional
bike
share.
I
The
last
thing,
I'm
going
to
say,
is
not
in
my
written
testimony.
I
was
a
tech
entrepreneur
here
for
many
years.
What
I
found
is
that
Philadelphia
is
behind
its
peers
on
almost
every
measure.
We
need
to
inspire
other
cities.
We
need
to
show
them
how
we
can
do
this
well
and
safely
how
we
can
get
the
best
out
of
dhoklas
electric
scooters.
I
We
could
wait
or
we
could
do
a
pilot
here,
working
with
us
taking
the
best
from
the
other
cities,
but
also
the
best
from
the
health
commissioner,
from
chop
from
the
fantastic
universities
that
we
have
here
and
make
our
scooter
program
the
best
in
the
country
that
other
cities
are
looking
to
and
saying.
Wow
we've
had
these
problems.
Let's
look
at
what
Philadelphia
did
we
want
to
inspire?
I
J
In
fact,
what
we
are
finding
through
the
independent
research
that's
being
conducted
and
through
our
own
internal
research,
is
that
a
scooter
sharing
is
as
safe,
if
not
safer
than
bicycling.
Now
I
want
to
repeat
that,
because
that
seems
to
be
contradictory
to
some
of
what
we
heard
this
morning.
A
scooter
sharing
is
as
safe
or
sick
or
safer
than
bicycling.
Now,
the
three
studies
that
were
mentioned
earlier,
we
heard
mention
of
the
Portland
study,
the
UCLA
Medical
Center
study
and
the
Consumer
Reports
study.
Now
the
Portland
study,
forty
pages
long,
really
very
detailed.
J
They
looked
at
more
than
700,000
a
scooter
share
trips
in
Portland
over
a
four
month
period.
They
found
three
times
more
injuries
on
bicycles
than
scooters
in
that
study.
Now
they
also
looked
at
volumes
because,
as
was
pointed
out
earlier,
it's
really
important
to
understand
relative
risk
risk
exposure.
You
have
to
look
at
volume,
they
looked
at
volumes,
they
look
at
injury
severity
and
the
conclusion
of
that
study
was
very,
very
clear.
J
In
fact,
it
was
written
by
the
local
health
authority
in
Portland,
and
the
conclusion
was
that
there
is
no
disproportionate
risk
for
a
scooter
sharing.
It
was
in
line
with
the
risk
for
bicycling,
and
in
fact-
and
this
is
also
in
this
study
very
clearly-
there
is
a
safety
benefit
to
the
extent
that
East
scooters
are
replacing
car
trips
and
in
Portland,
that
number
was
34%.
J
34%
of
e
scooter
trips
in
Portland
were
trips
that
would
have
otherwise
been
taken
by
a
private
car
and
uber,
or
a
lift
so
to
say
that
there
hasn't
been
study
or
conclusions
around
these
issues.
I
think
you
know
that
the
research
is
out
there.
We
just
have
to
make
sure
that
we're
reading
it
and
reporting
it
correctly.
The
UCLA
Medical
Center
study
found
two
severe
injuries
over
a
year
and
over
millions
of
e
scooters
share
trips,
approximately
four
million.
Now
that
rate
of
injury
of
severe
injury
to
perform
iliyan.
J
In
other
words,
point
five
severe
injuries
per
miles,
written
on
a
scooter
is
actually
much
better
than
the
national
rate
for
bicycling
a
severe
injuries
for
bicycling,
so
I
think
we
can
all
agree
that
there
needs
to
be
more
study,
but
it
is
untrue
that
a
scooter
sharing
is
proving
to
be
disproportionately
dangerous.
In
fact,
the
research
is
telling
a
different
story
just
quickly:
the
Consumer
Reports
story
that
found
1500
injuries.
J
Those
injuries
were
not,
in
fact,
serious
injuries,
as
was
stated
earlier,
those
were
just
injuries,
most
of
them
very
minor,
and
that
again
was
fifteen
hundred
injuries
nationwide
over
a
year
over
more
than
50
million
shared
e-scooter
trips.
So
there
are
now
more
shared
a
scooter
trips
than
bike
share
trips
in
America.
K
J
The
car
trip
replacement
number
that
Portland
found
34%,
that's
proving
true
in
other
cities,
I
was
just
in
Coral
Gables
yesterday
and
they're,
finding
30%
of
their
East
cruder
trips,
our
trips
that
have
otherwise
been
taken
by
private
car,
Denver
Dallas
many
other
cities
finding
that
same
number.
So
this
is
a
significant
finding.
So
in
fact,
II
scooter
sharing
is
making
streets
safer,
reducing
carbon
and
really
I.
Think
that's
that
elusive
trip
replacement,
grail
that
we've
all
been
searching
for
for
years
that
you
scooters
are
providing.
J
So
you
know
that's
central
to
our
mission
right,
because
if
we're
going
to
win
the
battle
against
climate
change,
we
have
to
figure
this
out,
and
it's
also
true
that
everyone
should
be
able
to
participate
in
this
battle
against
carbon
emissions.
And
that's
why
it
bird
like
with
our
leading
competitors.
J
We
are
committed
to
equity
and
we
are
making
sure
that
affordability
is
never
a
barrier
to
anyone
who
wants
to
use
a
nice
scooter
who
wants
to
join
the
fight
against
climate
change,
and
so
we
have
a
number
of
strategies
where
we
make
our
East
scooters
accessible
and
a
four
for
all
city
residents
and
that's
really
key,
and
we
look
forward
to
working
with
the
city
to
make
that
happen.
Dhoklas
electric
scooter
sharing
systems
have
been
implemented
successfully,
as
was
pointed
out
and
safely
in
hundreds
of
cities
and
I
mentioned.
J
You
know
Portland's
example
of
finding
no
disproportionate
risk.
I
really
want
to
hammer
that
point.
Because
again
it's
really
the
most
exhaustive
study.
That's
been
done.
Please
look
at
it
in
conclusion,
I
just
want
to
say
that
you
know
right
now.
Philadelphia
has
the
opportunity
to
take
the
lead
in
this
movement
and
actually
beat
New
York
and
Chicago
and
embracing
these
scooters.
J
There's
a
majority
of
New
York
council
members
who
now
support
the
legalization
bill
for
East
gruder's,
we'll
see
what
the
mayor
says,
but
you
know
New
York's,
definitely
gaining
momentum,
but
I
think
Philly
can
definitely
be
first.
You
know
legislation
has
been
introduced.
You
know
HB
631
in
Harrisburg
to
amend
the
state
vehicle
code,
which
will
empower
cities
to
offer
a
greater
range
of
transportation
options
by
clarifying
regulations
around
East
Cooter's.
We
urge
you
to
support
its
swift
passage.
J
In
the
meantime,
we
request
the
City
Council
support
to
enact
a
shared
scooter
program
in
Philadelphia
as
soon
as
possible,
even
if
on
a
pilot
or
a
limited
basis
together,
we
are
confident
that
we
can
makes
Philadelphia
a
safer,
more
innovative,
more
climate-friendly
than
ever
before.
We
hope
you
will
join
us
in
this
important
mission.
Thank
you
for
your
time.
G
Thank
You
mr.
chairman,
it's
possible
for
the
chair.
If
you
could
have
forward
those
Portland
studies
and
other
studies
that
you
have,
we
could
share
them
with
our
departments
and
we
notice.
We
know
from
studies.
We
have
a
lot
of
studies
that
say
opposite
things
from
different
folks,
so
we
always
have
to
look
at
both
sides
of
every
argument
and
then
come
to
a
conclusion.
I
actually
rode
the
the
scooters.
G
It
was
fun
you
know,
and
but
we
want
to
make
sure
it
is
safe
and
we
want
to
make
sure
that
it's
also
the
quality
of
life
issues
as
far
as
where
they
will
be
parked
and
steward,
and
things
like
that
is
also
a
concern.
So
you
know
I'm
I'm
at
the
point
where
I
think
we
need
to
look
at
that.
If
this
does
pass,
we
want
to
be
ready
for
it.
J
We
will
furnish
you
with
those
studies
on
actually
tomorrow
I'm
meeting
with
the
lead
researcher
on
the
UCLA
study
that
was
done
and
they
want
to
do
a
follow-up
looking
more
closely
at
actual
injury
severity
and
also
volumes
comparing
volumes
and
they're
doing
another
study
in
Oakland
and
partnership
with
the
local
Department
of
Transportation.
There
so
I
think
we're
going
to
find
out
a
lot
more
moving
forward,
but
there's
enough
data
now
I
think
to
indicate
that
scooters
are
safe
about
as
safe
as
bicycling
and,
as
was
I,
think
very
eloquently
said
earlier.
J
We
know
how
to
make
it
safer
right.
We
know
that,
like,
for
example,
of
the
four
deaths
that
we've
seen
nationwide,
three
of
them
have
occurred
at
3
a.m.
and
they
all
involved
cars
right
and
so
I
think.
Looking
at
the
operational
parameters
of
scooter
sharing,
we
know
we
might
want
to
say
we
don't
want
scooters
operating
at
3
a.m.
and
you
know,
keeping
kids
off.
Scooters
is
also
very
important.
J
G
A
I
L
Hello
Sara
Clark,
steward
executive
director
of
the
Bicycle
Coalition
of
Greater
Philadelphia,
should
I
just
keep
going
okay,
so
thank
you
very
much
council,
councilmen,
Kenyatta,
Johnson
and
and
chair
and
all
the
other
councilmen
here
I
appreciate
the
opportunity
to
testify
today.
I
have
submitted
my
testimony.
I
don't
want
to
read
it.
I
know
that
in
the
interest
of
time,
I
will
just
try
to
hit
the
high
points,
but
I
do
want.
L
There
are
two
very
important
plans
that
Philadelphia
has
to
make
our
streets
safer
and
to
wean
and
to
make
our
city
more
sustainable
Connect,
which
is
the
2018
transportation
plan
that
Mayor
Kenny
put
out
and
the
Philadelphia
green
works
plan
and
there's
two
very
important
values
there.
That
I
do
think
are
relevant
here
for
this
issue
that
we're
talking
about
with
respect
to
e
scooters.
One
is
that
the
city
mayor
Kenny,
does
want
to
make
our
city's
transportation
system
safe
for
all
users
and
provide
opportunity
and
access.
L
Those
are
two
of
the
four
values
and
the
green
works
plan
has
a
very
important
value
of
providing
safe
access
to
affordable
and
low
carbon
transportation,
and
so
we
do
believe
as
a
bicycle
coalition,
that
electric
bicycles
and
scooters,
which
is
the
topic
of
today's
hearing,
do
offer
considerable
promise
to
support
these
public
policy
values
and,
in
particular,
ductless
systems
of
scooters.
A
scooters
and
bicycles
could
enhance
transportation
options
and
access
and
neighborhoods
that
really
need
them
the
most
and
that's
what
I
want
to
emphasize
today.
L
We
think
that's
really
needed
to
be
to
happen
as
soon
as
possible,
and
this
is
going
to
help
the
city
really
understand
how
to
pilot
these
kinds
of
this
kind
of
new
technology.
I
would
say
that,
while
you
know
we
are
a
bicycle
organization,
scooters
are
really
new.
These
are
new
to
us,
also,
but
a
lot
of
the
problems
that
that
we
face
and
work
on
and
advocate
for
with
respect
to
making
bicycling
safer
and
more
available
to
people.
Those
are
the
same
kind.
L
L
L
We
do
think
there's
a
lot
of
best
practices
that
other
cities
have
learned
that
Philadelphia
can
learn
from
and
that
we
want
to
make
sure
are
incorporated
in
any
pilot
that
that
Philadelphia
pursues
one
is
that
the
revenue
generated
by
decencies
systems,
a
portion
of
that
should
go
back
to
the
streets
department
to
help
make
the
city
streets
in
better
repair
and
safer.
We
have
been
urging
mayor
Kenney
to
put
more
money
into
the
streets
Department
to
maintain
our
vision,
zero
projects
and
our
bike
lanes.
That
is
another
letter
that
we
have
attached.
N
Sure
Nick
Sawalha
Rogers
I'm
the
transportation
program
director
for
the
clean
air
Council,
thanks
for
allowing
me
to
submit
our
testimony
today,
I
also
submitted
longer
version
of
this
I'll.
Try
to
give
you
a
quick
repair.
Thank
you.
So
the
council
is
an
environmental
organization
with
a
mission
to
protect
everyone's
right
to
a
healthy
environment.
Council
works
to
promote
biking,
walking
and
public
transportation
as
a
solution
to
the
city's
congestion
and
air
quality
problems.
N
The
council
is
very
interested
in
exploring
whether
or
not
electric
scooters
scooters
can
be
a
potential
sustainable,
safe,
equitable
and
transparent
transportation
option
in
Philadelphia
the
transportation
sector
in
the
United
States
makes
up
roughly
30%
of
greenhouse
gas
pollution
and
a
large
portion
of
that
comes
from
personal
vehicles.
Public
transportation,
bikes
and
walking
are
well-known,
long-term
alternatives
to
replace
car
trips.
The
council
is
excited
to
see
a
new
low
emission
mode
emerges.
N
Another
potential
alternative
that
could
take
more
people
in
cars
off
the
road
in
Cincinnati
and
Portland,
as
was
referenced
earlier,
where
these
cities
have
done
their
own
research
on
scooter
usage.
Their
surveys
are
showing
that
roughly
a
third
of
scooter
trips
replaced
either
a
personal
car
or
an
uber
or
lyft.
Getting
people
out
of
cars
and
onto
scooters
could
be
a
great
way
to
address
congestion
and
air
quality
here.
N
Just
a
quick
anecdote,
I
want
to
add.
Is
our
office
had
the
opportunity
to
test
ride
a
scooter
in
our
hallway
actually
of
our
building
last
week
and
I
can
tell
you
that
the
joy
that
it
brought
a
group
of
adults
was
really
remarkable
and
that's
humorous,
but
it
also
shouldn't
be
discounted.
In
my
experience,
getting
people
to
switch
modes
to
sustainable
transportation,
I
can
tell
you
that
no
one
makes
mobility
choices
based
on
what's
good
for
the
environment
as
much
as
I
want
them
to
that's.
N
N
So
the
council
is
supportive
of
the
potential
benefits
of
electric
scooters
and
look
forward
to
these
innovative
companies
working
with
the
city's
Transportation
Office,
to
come
up
with
solutions
to
the
issues
that
I'm
raising
today,
so
with
that
I
just
want
to
lay
out
a
couple
of
the
concerns
that
we
have
and
that
I'm
confident
can
be
handled
before
we
bring
scooters
into
the
city.
The
first
issue
is
sustainability.
It's
not
enough
for
the
trip
itself
to
be
a
low
emission
electric
trip.
N
The
company
should
have
an
overall
commitment
to
sustainability
and
that
should
be
reflected
in
their
business
practice.
So
two
points
are
critical
here.
First,
the
energy
source
with
electric
trips
should
be
renewable,
either
through
credits
or
through
the
grid
itself,
and
second,
the
companies
operating
in
Philadelphia
should
commit
to
disposing
of
their
waste
sustainably
and
recycling.
All
of
it.
N
No
scooters
used
in
Philadelphia
should
end
up
in
a
landfill,
and
it's
really
important
because
of
how
many
there
are
the
batteries
and
other
electric
components
should
be
dealt
with
through
sustainable
a
waste
practices
and
all
the
other
parts
should
be
recycled
or
reused.
They
could
be
sold
off
to
have
people
built
them
back
up
in
the
city,
but
because
of
the
high
turnover
of
electric
scooters,
we're
currently
a
scooter
doesn't
make
it
more
than
a
year.
I
think
the
new
versions
might
last
about
a
year.
N
It's
a
lot
of
environmental
waste
and
the
companies
need
to
deal
with
that.
You
know
in
an
appropriate
way,
so
next
the
scooters
should
come
that
are
coming
here
should
be
part
of
our
vision,
zero
goals.
Scooters
should
be
an
active
partner
in
making
our
streets
safer,
as
Sarah
mentioned.
You
know
that
includes
contributing
a
portion
of
their
fees
to
safer
streets
projects.
N
So
you
know
that
should
involves
regulations
around
tire
size
and
brakes
and,
among
other
things,
but
also
importantly,
the
the
scooters
need
to
be
maintained
by
legitimate
employees
with
a
local
team
of
mechanics
similar
to
have
the
city's
indigo
bike
share
operates.
It
should
not
be
done
through
the
gig
economy.
Where
we
see
a
lot
of
flawed
maintenance.
N
Scooters
will
use
public
resources
to
operate,
so
they
should
serve
all
philadelphians
in
a
way
that
prioritizes
equity.
Other
cities
require
a
certain
percentage
of
scooters
to
be
placed
in
low-income
and
predominantly
minority.
Neighborhoods
and
Philadelphia
should
not
only
do
this,
but
they
should
lead
the
way
with
the
most
progressive
regulations
for
equitable
rebalancing.
Rebalancing
should
match
the
demographics
of
our
city
and
should
serve
the
communities
with
less
access
to
transit
and
those
with
the
most
to
gain
from
increased
mobility.
Scooter
should
be
available
to
those
without
smartphones.
N
They
should
offer
cash
fares
and
should
be
discounted
for
anyone
on
a
local
state
or
federal
assistance
program.
Data
is
another
important
issue
to
consider
with
scooters.
Privacy
is
an
issue
that
the
council
recognizes
with
sharing
data,
but
we
believe
that
the
trips
can
properly
be
anonymized
by
randomizing.
The
start
and
end
point:
that's
not
that
heavy
at
the
lift.
We
don't
believe,
and
then
you
know
that
information
will
be
made
public
and
people
can
use
it
to
do
great
things.
So
indigo
Bike
Share
makes
all
their
data
public.
N
The
city
has
an
open
data,
commitment
and
partner
companies
that
operate.
Scooters
here
should
share
in
this
commitment.
Companies
should
also
have
a
public
API
that
can
be
integrated
into
trip
planning
software.
Finally,
the
city
needs
to
be
confident
in
its
ability
to
enforce
whatever
regulations
or
agreements.
It
comes
up
with
for
scooters
and
what
mechanism
that
enforcement
will
happen
through,
as
we
see
through
parked
cars
on
crosswalks
and
in
sidewalks
idling
vehicles
and
a
number
of
other
traffic
issues,
the
city's
not
great
at
enforcing
these
types
of
things.
N
So
we
need
to
make
sure
there's
a
good
plan
for
that
in
place.
While
the
council
has
several
concerns
about
implementing
scooters
in
a
way
that
prioritizes
sustainability,
safety,
equity
and
transparency,
we
believe
the
city
and
the
companies
that
want
to
operate
here
can
address
all
these
concerns.
The
council
is
excited
about
any
new
mode
that
curbs
greenhouse
gas
emissions.
We
have
a
little
more
than
a
decade
left
to
make
rate
major
reductions
in
order
to
avoid
the
worst
effects
of
climate
change.
O
Morning,
my
name
is
Liz
Cornish
I'm,
the
executive
director
of
bike
more.
We
are
Baltimore
city's,
livable
streets,
advocacy
organization
and
I'm
pleased
to
have
been
invited
to
testify
before
the
Committee
on
transportation
and
public
utilities.
Today
scooters
arrived
in
Baltimore
in
the
late
summer
of
2018,
they
were
met
with
excitement,
skepticism
and
some
confusion.
The
city's
Department
of
Transportation
launched
a
pilot
program
inviting
to
vendors
bird
and
lime
to
operate
in
the
city,
so
that
all
stakeholders
could
examine
the
viability
of
a
program
focused
on
micro
mobility
solutions.
O
The
pilot
program
has
been
an
overwhelming
success.
Over
the
past
six
months
of
the
pilot
program,
Dhokla
scooters
and
bikes
have
seen
seven
hundred
and
fifty
five
thousand
nine
hundred
and
fifty
two
rides
by
over
a
hundred
and
ninety
thousand
riders.
So
even
assuming
that
each
of
those
riders
has
registered
and
ridden
on
both
companies
scooters.
That's
a
hundred
thousand
people
who
have
taken
a
ride
on
a
Dhokla
scooter
for
context.
Baltimore
has
a
population
of
six
hundred
and
ten
thousand
people.
O
So
that
means
at
least
sixteen
percent
of
the
city
has
ridden
a
scooter
in
six
months.
In
a
survey
taken
by
over
5,000
people,
eighty-one
percent
are
in
favor
of
continuing
the
program
when
asked
how
they
would
improve
dhoklas
service.
The
top
three
requests,
an
order
of
importance,
we're
safe
places
to
ride
more
scooters
and
dedicated
dock
less
parking.
O
What's
important
to
note
here
is
that
all
three
of
these
improvements
are
things
that
the
city
controls
some
of
our
key
takeaways,
as
advocates
during
the
pilot,
is
that
the
city
should
dedicate
the
revenue
generated
from
dhoklas
programs
towards
improving
infrastructure
and
Baltimore.
That's
a
discussion
that
has
been
happening
among
advocates
and
city
officials,
but
has
not
been
codified.
O
This
is
pervasive
and
many
of
our
transportation
programs
revenue
from
transportation
going
back
into
the
general
fund
if
we
hope
to
continue
to
change
behavior
and
allow
these
mobility
solutions
to
thrive,
we
have
to
build
the
type
of
infrastructure
that
encourages
ridership
and
keeps
people
safe.
I
would
also
recommend
city
officials
work
closely
with
dhoklas
companies
to
make
data
sharing
as
transparent
and
open
as
possible
without
compromising
proprietary
information.
This
would
allow
the
public
to
analyze
data
in
a
way
that
may
exceed
the
city's
ability.
O
Given
time
talent
and
resources
and
provide
important
insight
into
ridership
and
placement,
one
of
the
only
ways
the
city
can
monitor
if
the
scooters
are
being
distributed
equitably
in
Baltimore,
we
initially
used
community
statistical
areas
to
attempt
to
distribute
scooters
and
more
neighborhoods
with
need,
but
found
that
this
geographic
metric
was
imperfect.
Finding
the
right
geographic
distribution
is
important
to
ensure
more
people
have
access
to
the
scooters
whenever
new
technology
or
improvements
emerge,
questions
usually
arise
about
who
these
new
amenities
are
for.
O
Baltimore
is
a
majority-black
City,
there's
also
an
intensely
segregated
city,
one
with
a
history
of
concentrating
investments
in
the
more
affluent,
predominantly
white
areas
of
the
city
by
their
nature,
Dhokla,
scooters
and
bikes
have
the
ability
to
be
distributed
more
widely
throughout
the
city.
Scooters
have
also
proven
appealing
to
a
broader
range
of
users
than
those
who
bike
scooters.
Don't
come
with
the
baggage
that
bikes
sometimes
do.
What
do
you
wear?
What
happens
to
my
hair?
Well,
I,
look
childish,
arrive,
sweaty
or
stigmatized
is
too
poor
to
own.
A
car.
O
Scooters
have
been
made
cool
by
a
younger
range
of
writers.
They
are,
in
short,
more
socially
acceptable
than
riding
a
bike
inviting
more
people
to
get
out
of
their
cars
and
experience.
Public
space
differently
has
huge
impacts,
long-term
on
how
we
design
cities
and
who
they
are
designed
for
another
interesting
benefit
of
doclist
mobility
is
the
ability
to
turn
scooter
charging
into
an
extra
source
of
income
for
residents
who
are
underemployed,
while
not
a
single
source
solution
to
the
lack
of
access
to
employment.
O
I
think
it
encourages
cities
to
think
differently
about
all
the
ways
programs
like
this
can
have
an
economic
benefit
to
residents.
Sidewalk
writing
has
been
a
concern.
There
are
scooters,
sometimes
left
strewn
on
the
sidewalk
hampering
ad8
access
and
pedestrians
often
feel
their
space
is
being
encroached
upon
by
people
moving
at
speeds
that
can
cause
injury
to
them.
But
to
my
knowledge,
there
has
not
been
any
serious
crashes
involving
scooters
and
pedestrians.
O
The
legislation
Baltimore
is
currently
developing
attempts
to
address
s
allowing
sidewalk
riding
on
streets
where
speeds
exceed
30
miles
per
hour,
but
limiting
scooter
speed
to
6
miles
per
hour.
But
I
personally
view
that,
as
this
is
a
complicated
solution
to
a
pretty
simple
problem
and
when
the
city
has
full
control
of
just
build,
more
safe
places
for
people
to
ride,
create
streets
that
serve
the
needs
of
all
users
and
tip
the
scales
of
safety
towards
those
most
vulnerable
and
at
risk
of
injury
or
death.
Cities
struggle
to
meet
the
mobility
needs
of
their
residents.
O
Roads
are
hard
to
maintain.
Cars
are
expensive
to
park,
and
mass
transit
takes
a
long
time
to
build.
Scooters
and
bikes
are
not
a
silver
bullet,
but
if
a
private
company
is
willing
to
pick
up
the
tab
to
meet
a
civic
need
in
a
way
that
is
equitable
and
environmentally
sustainable,
I
believe
it
is
in
a
city's
best
interest
to
do
what
they
can
to
ensure
their
success.
Build
safe
places
to
ride
create
a
permitting
process
that
generates
a
return
on
investment
for
both
parties
and
get
ahead
of
community
concerns
by
creating
designated
places.
M
Thank
You
council
members
for
the
opportunity
to
speak
to
you
today.
I
am
professor
Megan
smarty
Ryerson
I'm,
the
UPS
chair
of
transportation
at
the
University
of
Pennsylvania
I'm,
a
professor
of
transportation,
engineering
and
urban
planning
I'm,
not
an
advocate
I'm,
a
professor
and
a
researcher
of
safe
transportation
infrastructure,
I'm,
a
resident
who
loves
this
city
and
I'm,
a
parent
Phil,
ed
parent,
raising
my
children
in
marks,
Willa's
district
Thank
You
councilman
school.
What
will
the
introduction
of
a
new
mode
of
transportation
into
our
already
diverse
transportation
system?
M
Look
like
I'm,
a
professor,
so
I
have
to
bring
out
classic
transportation
theories
that
will
tell
us
the
answer
mode.
Shifting
safety
in
numbers
and
induced
demand.
Scooters
offer
a
new
mobility
option.
One
and
we've
heard
about
these
previous
studies,
which
have
which
have
significantly
reduced
demand
for
ride,
share
and
driving
in
our
peer
cities.
New
scooter,
riders,
increased
drivers,
awareness
of
everything
moving
on
the
road
that
isn't
a
car.
M
The
safety
in
numbers
phenomenon
encourages
more
people
to
get
out
in
bike,
scoot
or
walk
demand
for
separated,
protected
multi-purpose
bikes,
scooter,
Lane
infrastructure
will
become
impossible
to
ignore
once
built
it
will
induce
new
demand
with
better
infrastructure.
More
and
more
people
will
be
comfortable
using
bikes
and
scooters
and
walking.
We
have
seen
induced
demand
at
work
in
Philadelphia
already
councilman
Johnson
you
you
mentioned
this.
M
Our
new
bike
lanes
have
propelled
us
to
our
first
place,
standing
among
big
cities
for
our
share
of
bicycle
and
our
pedestrian
and
bike
friendly
paths
and
River
Trails
are
packed
with
people
of
all
ages
year
round.
It
is
clear
that
when
we
give
Philadelphians
access
to
safe
and
enjoyable
transportation,
alternatives
to
driving,
they
will
use
them,
but
what
about
scooter
safety?
Let's
take
a
minute
to
consider
the
safety
of
Philadelphia's
current
transportation
system,
the
cistern,
the
system
that
scooters
would
be
joining
today
among
peer
cities.
M
Philadelphia
has
the
dubious
distinction
of
having
the
highest
rate
of
traffic
deaths
per
capita.
Nearly
half
are
pedestrians
and
cyclists.
10%
are
heartbreakingly
children,
counting
crashes
and
fatalities,
however,
obscures
an
even
more
treacherous
reality.
These
numbers
reflect
reported
crashes
and
deaths
and
do
not
account
for
the
near
misses
and
dangerous
interactions
that
happen
multiple
times
a
day,
nor
do
they
account
for
losses
to
the
economy
and
quality
of
life
when
people
limit
their
mobility
for
fear
of
being
struck.
Let
me
pause
to
make
this
point.
M
M
The
only
way
we
will
achieve
vision,
zero,
zero
traffic
deaths
to
end
mitigate
these
very
hard
to
measure
safety
hazards
is
through
infrastructure,
design,
infrastructure
design
that
slows
down
traffic
design
that
makes
pedestrian
cyclist,
more
visible
and
design
that
physically
separates
vehicles,
bikes
and
scooters,
and
pedestrians
Otis
Otis
connect
plan
understands
the
importance
of
infrastructure
redevelopment
and
it's
focused
on
holistic
design,
improvements
for
all
modes.
The
residents
of
Philadelphia
understand
this.
Twenty
eight
neighborhood's
filed
slow
zone
applications
last
month
showing
us
that
there
is
broad
support
for
slowing
down
traffic
and
creating
safe
infrastructure.
M
We
also
know
how
to
do
this.
Otis
is
own
Chestnut
Street
transportation
project
which
repurposed
a
lane
of
Chestnut
Street
for
a
parking
protected
bike.
Lane
counter-intuitively
did
not
impede
traffic
flow,
but
rather
improved
efficiency
for
all
users
through
the
integration
of
dedicated
turn
lanes
and
loading
zones.
It
also
drastically
improves
safety
for
pedestrians
as
parked
cars
and
bollards
create
Refuge
areas,
putting
pedestrians
directly
in
drivers,
line-of-sight
and
reducing
pedestrian
crossing
distance.
M
This
shorter
and
safer
crossing
has
brought
those
with
limited
mobility
limitations
back
out
to
walk
around
participate
in
the
economy
and
do
the
things
that
we'd
love
to
do
in
Philly.
Yet,
proposals
for
safe
transportation
infrastructure
projects
still
struggle
to
generate
the
political
buy-in
needed
for
implementation.
This
is
why,
to
me,
scooters
can
be
an
ally
in
safe
mobility.
They
bring
awareness
and
visibility
to
non
motorized
options.
They
incite
demand
for
safer,
separated
facilities,
accelerating
development
beyond
what
we
could
and
what
we
are
achieving
with
biking
alone.
M
They,
they
are
an
ally
and
transportation
equity,
taking
Indigo's
model
to
the
next
level
by
accommodating
those
physically
unable
or
uncomfortable
biking
and
mitigating
the
issues
of
station
placement.
To
leverage
this
alliance
upon
launching
a
pilot
with
scooters,
we
must
do
two
things.
First,
we
must
put
protections
in
place
to
ensure
that
scooters
themselves
are
safe
and
well
maintained,
while
also
recognizing
the
inequity
in
banning
scooters
on
the
grounds
of
safety
when
other
forms
of
automated
mobility
are
not
are
not
held
to
the
same
standard.
We
have
to
hold
those
two
things
in
our
hands.
M
At
the
same
time.
Second,
we
must
prepare
accordingly
to
recognize
scooters
as
a
part
of
our
transportation
system.
We
can
lead
by
design
proactively,
building
safe,
separated
infrastructure,
a
place
for
everything,
everything
in
its
place,
said.you
pens,
beloved,
founder
Ben,
Franklin,
fundamentally,
Complete
Streets,
with
with
spaces
for
vehicles,
bikes
and
scooters,
and
pedestrians
that
are
protected,
make
movement
safer,
more
efficient,
more
reliable
and
more
enjoyable
for
all.
Thank
you.
Thank.
C
Coming
up
but
I
from
the
panel
just
listening
to
the
testimony
and
I
heard
information
based
on
other
cities
like
Cincinnati
and
Portland
and
Baltimore
from
what
I
hear
sounds
like
East
scooters
is
a
progressive
transportation
forum.
Would
that
be
correct?
Yes,
also?
What
I'm
also
hearing?
What
I
gather
is
that
these
scooters
are
not
this
significant
safety
hazard
that
was
testified
to
earlier.
Is
that
also
correct?
That's.
C
Then
and
there's
in
closing,
it
seems
that
this
is
a
type
of
transportation
that
we
should
be
moving
forward
to
in
a
very
progressive
way.
Consider
a
number
of
other
cities
have
done
so,
especially
in
based
on
the
fact
from
what
I
heard
from
the
panel
that
it's
will
reduce
people's
use
of
cars
as
a
form
of
transportation.
If
we
have
some
type
of
a
scooter
system,
yeah.
G
G
G
In
the
community
that
has
it
the
hard
part
about
a
pilot
is
where
do
these
scooters
go
and
I
know,
there's
geotechnology
to
be
able
to
fence
certain
areas,
but
the
the
challenge
is
then
getting
them
back
and
then
seeing
how
it
affects,
impacts
other
communities.
So
there
is
some
work
still
to
do
to
do
that.
I
would
support
it
in
my
district
and
you
know
it's
a
learning
curve
right.
Other
other
municipalities
have
done
this.
You
guys
and
Baltimore
said.
G
O
I
think
the
issue
is
that
if
people
people
will
always
gravitate
to
where
they
feel
the
most
safe
and
I
think
that
the
actual
reality
has
not
met
the
expectations
of
the
concerns
that
people
had
initially
and
I
think
there's
really
affordable
solutions
to
those
concerns,
and
that's
like
put
a
dedicated
parking
area
for
the
skeeters
to
go.
That's
something
that
even
users
wanted
to
see
and
then,
of
course,
using
that
revenue
to
then
leverage,
state
and
federal
funds
to
then
be
able
to
do
larger
scale.
Infrastructure
projects
and
Baltimore
are
protected.
O
Bike
lanes
are
used
by
lots
of
different
people.
We
have
in
my
neighborhood
I
live
on
one
of
their
protective
bike
lanes.
We
have
a
public
housing
pod,
you
know
a
public
housing,
that's
houses,
seniors
specifically
with
mobility
issues,
and
they
see
a
lot
of
people
using
their
mobility
devices
to
use
as
protected
link
it's
much
nicer
than
the
sidewalks,
and
so
they
can't
roll
on
the
sidewalks.
The
way
they
are
in
disrepair
so
I
think
that's
something
to
consider
is
that
it
is
challenging
to
balance
all
of
the
modes
and
the
usage.
G
Anytime,
you
have
something
new
and
there's
a
change.
It's
it's
hard
for
some
folks
to
wrap
their
hands
around,
but
you
know
we
have
to
try
it
and
use
it
and
you
rather
try
it
and
make
mistakes
and
then
learn
from
them
and
move
forward.
Then
not
do
them
at
all.
So
I
think
you're
gonna
see
a
ramp
up
of
this
to
see
you
know
how
it
will
work.
Obviously
it's
probably
the
bike
share
program
will
be
a
backless
bike
will
be
done
first
and
then
maybe
a
pilot
after
that.
G
P
You
thank
you,
mr.
chairman
I'm
Sarah
I,
wanted
to
thank
you
for
including
in
your
testimony
something
that
I
haven't
heard
thus
far,
and
that
is
how
do
you
handle
broken
scooters
and
how
long
will
they
be
there?
So
I'm
often
sharing
with
my
two
colleagues
Council
and
councilman
Johnson,
that
my
district
is
further
north
I.
P
Am
you
know
much
farther
away
from
sena
city
of
the
many
others,
so
I'm
in
an
area
that
is
highly
dense,
highly
residential
and
for
me,
what
could
present
an
opportunity
to
gain
access
to
equitable
transportation
modes
can
also
end
up
as
blight,
and
so
with
that
being
said,
if
you
could
just
share
with
us
in
baltimore,
particularly
in
neighborhoods,
that
are
highly
dense,
what
are
some
of
the
strategies
and
techniques
that
you've
employed
to
ensure
just
that?
I
was
happy
to
hear
you
talk
about
equitable
access
right,
so
extremely
important.
O
I
mean
I
there's
gonna,
be
vandalism
you're
gonna,
see
that
happen,
so
I
don't
want
to
say
that
it
doesn't
happen
in
baltimore.
I
think
what
we
can
compare
it
to
is
that
the
city
launched
a
city
operated
bike
share
program
that
was
unsuccessful
and
a
big
reason
of
that
was
vandalism
and
theft.
They
just
didn't
design
the
technology
appropriately.
O
The
scooter
companies,
however,
have
the
resources
to
do
those
designs
appropriately,
and
we
haven't
seen
nearly
as
big
of
an
issue
in
terms
of
of
the
blight
and
the
vandalism
that
you've
talked
about.
I
also
what's
really
great,
though,
is
because
they
are
a
private
vendor
and
they
are
held
to
very
strict
operating
standards.
O
They
don't
feel
valued
and
we
want
anybody.
We
invite
to
do
business
in
the
city
to
care
and
value
our
residents
and
it's
a
long-term
I
haven't
seen
it
be
nearly
as
big
of
a
problem
as
other
things
in
the
past
and
I.
Think.
A
lot
of
that
has
to
do
with
access.
So
more
people
have
access
to
this,
so
it
feels
like
it's
for
them
and
because
dhoklas
by
their
nature,
can
end
up.
O
In
more
neighborhoods
easily,
it's
not
seen
as
something
that
people
have
to
sort
of
push
back
against
because
they
feel
like
it's
not
happening
for
them,
it's
happening
for
them,
so
they
have
some
sense
of
ownership,
and
because
we
talked
about
the
diverse
and
huge
ridership,
you
don't
get
a
hundred
thousand
people
writing
it
without
people
and
some
of
our
most
neighborhoods
of
with
need.
Also
writing
these
scooters.
So
I
think
that's
an
interesting
facet
of
this
that
I'm.
Let.
P
Me
interject
I
mean
they
have
going.
Have
you
found
a
way
to
work
with
the
city
relative
to
public?
It's
public
property,
it's
public
asset.
So
now
I'm
talking
about
recreation,
centers,
I'm,
talking
about
areas
that
our
own,
you
know
by
various
municipalities.
Is
there
any
sort
of
public-private
partnerships
that
have
been
developed,
making?
Maybe
a
section
or
portion
of
those
centers
as
one
of
the
locations
for
Park.
You
know
yeah.
O
That's
a
really
good
point
so
just
to
clarify
the
dispute
errs
themselves
are
privately
owned.
So,
unlike
a
public-private
partnership
that
you'll
get
into
about
bike
share
where
the
city
might
procure
the
docks
and
the
bikes
and
they
own
that,
but
a
vendor
operates
it.
The
scooters
are
still
owned
by
the
company,
but
in
terms
of
where
you're
talking
about
like.
How
do
you
create
hubs
for
these
things
to
appear
and
to
make
sure
that
they're
getting
rebound?
Look
the.
P
The
private
firms
who
owned
the
scooter
companies
have
they
anywhere
across
the
nation
that
you
are
familiar
with,
or
in
Baltimore,
have
they
utilize
public
property
to,
in
essence,
install
their
their
private
infrastructure,
and
hence
that
is
what
I'm
describing
when
I
discussed
the
potential
for
a
public-private
investment.
Yes,.
O
They
do
place
the
scooters
on
public
property
I'm
in
the
right-of-way
I'm.
You
know
talking
about
sidewalk
certain
parts
of
the
sidewalk
or
certain
parts
of
a
city
park.
They
do
geofence
so
that
they
can't
you
can't
drop
them
off
in
certain
area,
so
the
city
gets
to
decide
where
they
can
be
parked
and
located.
O
I
talked
a
little
bit
about
the
equity
piece
and
how
the
city
can
monitor
that
we
used
community
statistical
areas
trying
to
think
and
say
you
have
to
put
this
many
in
this
area
every
day,
but
they
were
too
big,
and
so
what
we
where
the
city
is
going
now
is
like.
We
know
where
people
need
first
and
last
mile
solutions.
O
We
know
where
there's
a
high
concentration
of
people
that
would
benefit
from
using
this,
so
we're
looking
at
creating
mobility
hubs
so
putting
those
areas
where
the
scooter
companies
are
required
to
drop
them
off
every
morning
and
rebalance
them
and
in
those
mobility
hubs
there
would
be
maybe
more
support
and
instructions
to
invite
more
people
to
use
it.
So
it's
a
little
bit
clearer
and
then
that
becomes
a
much
more
predictable
way
for
people
to
find
them
and
then,
in
terms
of
what
we
have
seen
that
I
think
is
really
interesting.
O
Is
that
because
of
the
gig
economy
of
like
getting
the
scooters
and
being
a
charger,
the
scooter
companies
can
incentivize
them
being
dropped
off
or
or
picked
up
based
on.
So
it's
an
app
and
they
can
change
the
prices
so
scooters
that
are
really
far
away
and
they
can
up
charge
them
for
people
to
bring
them
back
and
get
charged,
and
then
in
the
morning
they
can
have
the
potential
to
incentivize,
putting
them
out
in
specific
places
and
so
I
think.
O
L
C
M
Scooter
blight
is
absolutely
a
concern.
I
just
want
to
encourage
everyone
as
they're
thinking
through
thinking
through
regulating
scooters.
Thinking
through
you
know
what
will
scooter
blight.
Look
like
I'm
equally,
if
not
more
concerned
with
the
blight
of
parked
cars
abandoned
and
rideshare
vehicles
everywhere
in
our
unprotected
bike
lanes,
constantly
stopped
and
stopped
and
stopped
in
crosswalks
cars
parked
illegally
completely
covering
the
intersection.
So
we
cannot
park
safely.
M
There
is
a
an
epidemic
of
transportation,
flight
across
modes
and
I'm
concerned
that
we're
talking
about
scooters
so
very
much
and
not
ride
shared
just
because
it's
easier
to
regulate
scooters
than
it
is
to
regulate,
ride,
share
and
so
again,
I
think
it's
hard
to.
We
need
to
hold
both
of
these
things
that
are
hand.
We
absolutely
should
be
talking
about
scooter
safety
and
scooter
blight,
but
I
think
that
we
really
need
to
address
holistic
transportation
safety.
Let.
P
For
for
your
comment
just
now
and
sort
of
when
you
talk
about
the
different
types
of
blight
that
are
in
neighborhoods,
so
I'm
not
sure,
particularly
for
those
who
are
in
the
Center
City
area
of
you
are
familiar
with
the
portion
of
Philadelphia.
That
is
bounded
by
shell
Dam
Avenue.
We
have
two
wonderful
moles
one
is
Cheltenham
and
one
is
Cedarbrook
mom,
so
aside
from
bikes,
believe
it
or
not
shopping
carts
present
blight
in
our
neighborhood.
So
a
Tsar
aside
from
parked
cars
and
abandoned
cars.
We
even
have
shopping
carts.
P
So
when
we
sort
of
talked
about
blight-
and
although
it
is
on
the
company
to
remove
them,
we
have
to
be
hypersensitive
about
the
impact
that
it
will
have
on
the
aesthetic
appeal
and
communities,
although
they
still
have
some
sense
of
light
and
those
in
those
neighborhoods.
So
I
appreciate
your
adding
value
to
the
discussion.
Thank
You.
G
Council
mark
school.
Thank
you
and
and
less
comment.
Thank
you
and
I.
We
agree
with
that
and
the
whole
thing
is
putting
regulations,
policies
and
laws
in
place
which
we
have
in
specially
for
motor
vehicles.
The
issue
comes
in
with
enforcement.
We
have
a
lot
of
laws
already
in
place.
We
need
to
work
on
our
enforcement,
and
even
when
we
do
these
policies
for
dhoklas
bikes
or
scooters
or
bike
share,
you
know
we
put
the
rules
and
laws
in
place.
G
We
have
to
then
work
on
what
are
the
resources
necessary
to
enforce
them
and
that's
something
we
don't
do
very
well
in
Philadelphia
and
we
need
to
do
better
so
both
for
all
modes
of
transportation
and
it's
going
to
be
something
moving
forward
of
a
really
serious
about
vision.
Zero
enforcement
is
a
big
part
of
that.
So
thank
you.
Thank.
A
You
and
just
before,
I
bring
up
this
last
panel.
I.
Remember
that
my
conversation
with
sherry
Shapiro,
regarding
line
and
I,
has
the
same
question
regarding
the
maintenance
of
these
Dhokla
scooters
and
sherry
I
kind
of
really
don't
want
to
bring
you
back
up
because
I
want
to
move
the
process
forward.
But
I
do
remember
our
talking
about
how
the
maintenance
and
the
check
up
on
the
scooters
are
every
evening.
I
Briefly
goes
like
this:
lime
will
bring
an
Operations
team
to
Philadelphia.
It
will
bring
between
10
and
30
jobs.
Here
it
is
the
responsibility
of
that
local
team
to
make
sure
that
not
only
are
our
scooters
being
well
cared
for,
but
that
they're
in
the
places
where
people
will
use
them.
It
doesn't
unfortunately
make
us
any
money
to
have
a
scooter
that
is
sitting
in
a
parking
lot
for
two
days,
so
it's
very
valuable
to
us
to
make
sure
that
those
scooters
are
moved.
But,
more
importantly,
we
have
a
great
way
of
consolidating
issues.
I
We
connect
with
the
city's
3-1-1
system,
so
people
in
the
city
who
see
something
they
can
use
the
same
system
to
report,
any
problems
that
go
directly
to
us,
and
that
makes
it
much
easier
for
people
they
don't
have
to
find
out
who
lime
is
or
what?
But
they
can
report
that
yeah
and
I'd
be
happy
to
give
you
more
information.
But
that
gives
you
a
little
framework
of
what
we
do.
My.
A
Own
apartment,
with
your
competitors
to
kind
of
figure
out
how
we
make
that
process
Street
line
across
the
board,
that's
just
for
the
record,
so
I
want
to
the
next
panel
I
want
to
thank
you
for
your
testimony.
This
is
our
last
panel
and
so
I'm.
If
there's
anyone
else,
I'm
going
to
testify
on
this
particular
resolution,
the
size
of
two
names
are
going
to
be
called
I'm
going
to
ask
you
to
please
come
to
the
microphone
and
then
we'll
wrap
up
this
last
panel.
Oren.
A
I,
just
I
just
want
to
say
for
the
record
also
in
having
this
conversation
I
think
we
want
to
see
these
doctor
scooters
one
way
or
another
in
the
future
and
here's
how
I
know
some
a
new
dead
have
to
tyler's
and
I
dropped.
My
children
off
to
school
every
morning
and
probably
half
the
parents
that
I
see
taking
their
children
to
school
are
just
sawing
the
little
children's
scooters,
but
they're.
A
Also
setting
up
the
mind
frame
of
using
scooters
has
a
mode
of
transportation
just
about
every
day,
while
I'm
dropping
my
little
ones
off,
and
so
rather
it's
now
or
later,
I
actually
see
with
my
own
eyes
this
being
the
modes
of
transportation
just
for
those
in
the
toddler
world.
But
I
just
want
to
state
that
for
the
record
in
terms
of
kind
of
the
correlation
between
the
two
as
they
get
older
and
may
just
want
to
have
more
actual
electrical
scooter,
as
opposed
to
having
a
typical
bicycle.
K
Thanks,
my
name
is
Oren
Eisenberg
I'm,
a
citizen
of
Philadelphia
and
I'm,
also
interested
in
maintaining
safe
access
to
our
streets.
Council
members
and
my
fellow
Philadelphians
I
believe
in
a
future
Philadelphia
that
prioritizes
efficient,
multimodal
transportation,
walkability
safety
and
infrastructure
to
ultimately
lessen
our
taxing
reliance
on
cars.
As
we've
heard
today,
electric
scooters
can
be
a
valuable
ingredient
in
that
future.
Unfortunately,
I
do
not
believe
that
future
is
here.
Quite
yet.
K
I've
spent
a
lot
of
time
in
Santa
Monica
over
the
past
two
years,
which
is
one
of
the
first
cities
overtaken
by
the
scooter
explosion.
Having
witnessed
the
city's
transformation
firsthand
I've
come
away
with
two
conclusions
that
I
feel
are
critical
in
Philadelphia's
consideration
of
this
issue.
First,
and
this
is
where
I'll
spend
the
bulk
of
my
remaining
time.
Philadelphia
streets
are
simply
not
adequate
for
scooters.
Today,
I
regularly
travel
all
across
Philadelphia,
mostly
by
bicycle,
so
I
experienced
our
roads
up
close
and
personal
and
I've
got
to
say
they
are
truly
a
disgrace.
K
For
one
thing,
city
streets
are
laden
with
dangerous
potholes
that
grow
for
months
on
end
and
trenches,
dug
by
contractors
that
are
improperly
maintained.
Uneven
road
surfaces
are
major
safety
hazards
period,
but
pose
an
even
greater
risk
to
scooter
users
due
to
their
small
size.
Even
mild,
bumps
from
patching
can
be
treacherous
when
riding
a
scooter
and
I've
experienced
that
personally,
if
you
don't
fall
into
a
hole,
Philadelphia
also
invites
you
to
enjoy
the
severely
deteriorated
striping
of
our
travel
lanes,
especially
evident
in
bike
lanes,
where
scooters
are
encouraged
to
ride
on
many
blocks.
K
Philadelphia
simply
does
not
invest
enough
to
adequately
maintain
its
streets,
and
we
haven't
for
years
we
barely
spend
more
than
we
did
during
the
Great
Recession
a
decade
ago.
Moreover,
available
data
shows
that
we
are
routinely
outspent
when
it
comes
to
Street
maintenance
by
cities.
A
fraction
of
our
size
like
Baltimore
but
broken
infrastructure,
is
just
a
part
of
the
story.
K
Lane
network
the
safety
for
scooter
riders
is
a
legitimate
issue
that
should
not
be
understated.
Secondly,
and
I'll,
keep
this
very
brief.
You
have
to
plan
for
users
to
do
the
wrong
thing.
Philly
is
a
narrow,
dense
City.
We
don't
have
the
luxury
of
wide
sidewalks
for
scooter
parking,
even
when
this
is
done
neatly
and
getting
people
to
to
take
the
extra
few
seconds
to
do.
The
right
thing
with
the
scooter
will
be
a
battle
unto
itself.
K
K
Unfortunately,
we
will
not
have
a
city
where
scooters
can
thrive
until
we
dress
the
underlying
structural
issues
that
hold
us
back.
Thank
you
for
considering
these
issues
in
totality
of
their
impact
and
for
using
the
hearings
today
to
set
Philadelphia
on
a
long
term
path
towards
offering
more
choice
for
multimodal
transportation.
Q
Good
afternoon
my
name
is:
will
Byrnes
I'm
the
director
of
government
partnerships
for
spin,
so
spin
is
a
dhoklas
electric
scooter
company
like
burton
lime,
and
so
before
I
go
any
further.
I
want
to
say
mr.
chairman
members
of
the
committee,
thank
you
for
all
the
time
and
energy
and
hard
work
you're
putting
into
this
issue.
Q
So
we
operated
a
number
of
the
same
markets
at
Burton
lime
does
one
of
the
things
that's
different
about
spin
compared
to
some
of
the
other
companies
in
this
space?
Is
that
one?
We
do
not
launch
scooters
in
any
jurisdiction
where
we
do
not
have
the
authority
to
do
so,
so
you'll
never
have
to
worry
about
a
rogue
launched
from
spin.
Secondly,
many
of
the
people
who
work
in
our
company
come
out
of
local
government.
I
was
a
member
of
the
Chicago
City
Council
one
of
my
colleagues
and
worked
in
the
Department
of
Transportation.
Q
Another
person
worked
in
Oakland
City
Council,
so
we
understand
the
privilege
of
operating
on
the
right-of-way
and
the
necessity
of
finding
solutions
that
create
scooter
win-win
for
both
cities
and
for
the
companies.
To
that
end,
we
believe
that
the
city
of
Philadelphia
should
enact
a
pilot
program
for
scooters.
Q
One
of
the
ways
you
control
the
externalities
and
round
scooters
and
including
blight,
is
by
having
a
reasonable
cap
on
the
number
of
scooters
that
can
be
deployed
by
each
Bini
during
the
initial
pilot
that
allows
the
city
to
get
used
to
having
scooters
on
the
public
way.
It
gives
community
members
an
opportunity
to
get
adjusted
to
seeing
scooters
on
the
public
way,
and
it
also
gives
companies
the
opportunity
to
fine-tune
responses
to
inevitable
problems
that
will
come
up.
Last
thing
I
will
mention
before
I
go
and
I'm
happy
to
take
any
questions.
Q
Is
that
one
things
we
do
to
ensure
that
people
park
better
is
that
we
require
you
to
take
a
picture
of
the
scooter
after
you
park
it
and
it's
sent
to
our
company
and
the
next
person
who
picks
up
the
scooter.
We
ask
them.
How
did
this
person
park
the
scooter?
And
then
you
reviewed?
If
you
have
a
record
of
parking
scooters
poorly
on
a
spin
scooter,
we
can
find
you
if
we
get
cited,
because
you
did
something
poorly.
Q
We
will
tell
you
hey
this
time,
we're
gonna,
let
you
slide,
but
next
time
we're
charging
you
25
bucks,
because
you
Park
the
scooter
inappropriately,
because
we
believe
every
time
someone
does
something
wrong
like
that.
It
reflects
badly
on
us
and
reflects
badly
on
the
opportunity
to
get
people
out
of
cars
and
to
use
better
ways
to
get
around
cities,
especially
for
short
trips.
Thank
you
very
much.
A
A
Good
afternoon,
everyone
this
herring
is
called
to
order.
This
is
a
public
hearing
of
the
City
Council
Committee
on
transportation.
The
purpose
of
this
public
hearing
is
to
hear
testimony
on
bill.
One
eight
one:
zero.
Six:
three
I
am
council
eking
out
a
jocelyn
chair
of
this
committee
on
transportation
and
public
utilities.