18 minute read
Shifting from Scooter Mayhem to Structured Micro Mobility
BY NATALIE ROONEY
When Silicon Valley brought scooter-sharing to market in 2017, the service was supposed to be one solution to the problem of “last mile” commuting – covering the distance between your office and wherever your public transit drops you off – without making commuters dash the last blocks in their work clothes. Unfortunately, there wasn’t a lot of structure to the earliest programs, and e-scooters were frequently left here, there, and everywhere much to the dismay of residents and city officials.
According to a report from the U.S. Consumer Product Safety Commission (CPSC), hazard patterns associated with micro mobility products, injuries, and deaths continue to rise. There were more than 190,000 emergency room visits due to all micro mobility products from 2017 through 2020. ER visits increased a steady 70+ percent: 34,000 (2017), 44,000 (2018), 54,800 (2019), 57,800 (2020). Much of the increase from 2017 to later years was attributable to ER visits specifically involving e-scooters, which rose three times as much, from 7,700 (2017), to 14,500 (2018), to 27,700 (2019), and 25,400 (2020). A CPSC report showed 71 fatalities associated with micro mobility products from 2017 through 2020. Now, with experience – both good and bad – under their belts, local governments across Colorado are launching official micro mobility programs not only to organize these modes of transportation but also to grow their usage in hopes of cutting down car traffic and making the new options safer and more accessible to all.
WHAT IS MICRO MOBILITY?
Micro mobility refers to a range of small, lightweight vehicles operating at speeds typically below 15 mph and driven by users personally (versus a pedicab). Micro mobility devices include bicycles, e-bikes, electric scooters, electric skateboards, shared bicycles, and electric pedal-assisted bicycles. The devices provide an alternative, flexible, and affordable way for people to travel short distances, help reduce vehicle traffic, and free up parking. • Unlocking the device typically involves: • Locating it • Opening the corresponding app and scanning the QR code • Riding where you need to go • Locking the scooter by taking a picture of the QR code Typically, users are charged a set fee for renting a scooter ($1 seems to be the going rate in 2022), plus a plus a per-minute rate which varies by location. Because most micro mobility devices are now dockless, rental companies employ local workers who “rebalance” the devices, place them where needed, and recharge batteries if needed.
MICRO MOBILITY AROUND COLORADO
COLORADO SPRINGS
After Colorado Springs City Council expressed interest in a pilot scooter project in 2020, Traffic Engineering Division Manager Todd Frisbie took on the role of lead project manager for the city’s scooter project. After nine months of research and an RFP process, the one-year pilot program was launched in October 2021 using vendors Lime and Veo. At the halfway point in the trial, Frisbie said the program was doing well, especially considering it was underway for only two months before winter began. He has been pleasantly surprised by the usage numbers which are higher than he expected. As of April 2022, more than 41,000 trips had been logged since the October rollout with as many as 1,000 trips on peak days. “Before the launch, I wondered who was going to use these scooters,” Frisbie says. “How much would they be used? I didn’t originally have a number in mind, but we’ve had more users than I would have expected.” Frisbie says the first month of the pilot was challenging. “There were a lot of complaints at the beginning.” Most of the issues related to scooters that were abandoned in the middle of the sidewalk, but now complaints are down from more than 10 a day to just one or two. “Overall, it has gone well,” he says. The city doesn’t receive safety data directly, and scooter crash data isn’t reported to the police department unless it involves a road vehicle. “That makes it difficult to know what’s going on when crashes aren’t reported as such,” Frisbie says. In its report, the CPSC has said crash data is underreported. From the outset, Frisbie says the goal was to prevent potential problems. In the down-
town area, the city required scooter companies to create a forced parking zone. “If you’re in a certain part of downtown, you can’t just park a scooter anywhere,” Frisbie explains. Scooters must be parked in designated areas delineated by tape on the ground. If a rider tries to park in a non-designated area, he or she cannot close out the ride and will continue to be charged. Scooter companies were required to submit applications for parking areas which the city approved – or not. Some parking areas were relocated after public complaints. “The companies have been very responsive to concerns and complaints,” Frisbie says. Dismount zones were identified to keep scooters from causing havoc in crowded pedestrian areas. The dismount zones apply not only to scooters, but also to bikes, skateboards, and rollerblades. Those areas were already in place before the scooter pilot began. The city also requested geofencing for certain areas like parking garages – places the scooters will not work. “Apparently people like to take scooters into parking garages and race them,” Frisbie says. “Who knew?” Geofencing was extended to certain crowded sidewalks, but Frisbie says the GPS isn’t quite accurate enough to keep people from using scooters on some sidewalks. “We’re relying on users to do the right thing.” Based on the data so far, Frisbie says the average trip length is one mile, and the scooters are being used in a relatively small geographic area that is either downtown or Old Colorado City, but not in between the two. “Riders rent and stay in one area,” he says. “Once you get past one and a half miles, the trips really decrease, which we’ve speculated means people are using the scooters recreationally rather than parking in one area and then using the scooter to move around town.”
FORT COLLINS
Cortney Geary, active modes manager for the City of Fort Collins, says the city’s current Spin program, which includes bikes and e-scooters, isn’t the first. A pilot e-scooter program with Bird, a docked bikeshare program (not e-bikes) with Zagster, and a bike library program paved the way for this newest iteration. After the original pilot programs, Fort Collins put out an RFP to bring all bikes and scooters under one operator. Spin launched in July 2021. “We had some ideas and learnings from other cities that helped inform what we were looking for,” Geary says. Those learnings included working with the vendor to allow improved riding where permitted and improved slowdown zones and notification to users when entering no-ride zones. The newer generation of e-scooters is more responsive to stopping when entering dismount zones, as well. Other changes include working with Colorado State University to expand operating hours. Spin e-bikes and e-scooters are available daily, except between 1am and 3am. Expanding operating hours improves the ability to accommodate workers with non-traditional work schedules, which has equity implications. Geary says it’s important to note that the city is aiming for scooters to replace driving trips rather than walking trips. From launch in July 2021 to late April 2022, data shows: • Median trip distance: .92 miles • Median trip duration: 7.1 minutes • Average trips per day: 702 • Total trips: 174,700 • Total distance: 245,721 miles
Geary says the vendor for the city’s current shared micro mobility program has been very responsive. One aspect carried forward from the pilot: If any relocations were to occur, they had to be addressed within two hours. “Scooters left on private property or left too long in one location were the biggest complaints,” Geary says. The city continues to evaluate solutions to scooters being parked on narrow sidewalks. “We get complaints that the scooters are littering the city and causing an eyesore,” Geary says. “But it can be difficult to determine if the complaints are about improper parking or misunderstandings about how the new program works versus the original docked program.” One of the city’s goals for the new program was to enhance the e-scooter and e-bike adaptive program to cater to the needs of and encourage ridership among those in the community who are differently abled. “We’re working to do a better job of communicating about our adaptive bike delivery program that Spin provides,” Geary says. Available for delivery are hand cycles, recumbent trikes, and trikes for those who aren’t able to ride a scooter or traditional bike. The city also has a contract with Bike Fort Collins to promote the program to seniors and those with disabilities. Geary says the Colorado Department of Transportation just launched a transportation demand management grant, and the city received funding to provide five free 30-minute rides per day to 75 city employees and 75 low-income community employees for one year. “We heard the cost is a barrier for people to participate in the program even with Spin Access discounts for low-income community members, so we’re looking forward to making the system more of an option for people who don’t have another way of getting around,” she says.
DENVER
After scooters burst onto the scene several years prior to the pandemic, Stephen Rijo, manager of Denver’s bike and scooter program, says the city hit the pause button
to figure out how to permit and set up a successful pilot program. “We stepped back, learned a lot, and thought about what we would change. Now we can extract more value, look at longer term agreements, and the city can achieve real value versus the free for all that took place during the pilot.” In 2018, Denver’s Department of Transportation & Infrastructure (DOTI) launched its Dockless Mobility Pilot Program, which permitted electric scooters and dockless bikes to operate in the public right-of-way. Through the pilot, DOTI observed that shared micro mobility has an opportunity to reduce single-occupancy vehicle trips, enhance people’s connections to transit, and provide other ways to get around town. Since the pilot launched in August 2018, more than 6.1 million scooter rides and 325,000 dockless bike rides have been taken, with people traveling millions of miles.
CONTINUED FROM PAGE 27
In 2019, DOTI made the decision to extend the pilot and allow additional time to formally bid the award of a license through a competitive process. In May 2021, DOTI received approval from Denver City Council to move ahead with licensing agreements for Lyft and Lime to operate scooter and bike share services in Denver. • Denver’s program data (through April 28, 2022): • Median trip distance: .86 miles • Median trip duration: 8.5 minutes • Average trips per day: 6,534 • Total trips: 7,775,500 • Total distance: 9,617,271 Rijo estimates roughly 36 percent of trips replaced a vehicle trip and is encouraged by the numbers. “We saw strong ridership during the pilot, and the numbers have shot through the roof. We’ve been encouraged to see the adoption. Folks enjoy riding these vehicles, so now how do we make it better, affordable, and available?” Nancy Kuhn, DOTI communications director, says according to Lime and Lyft, Denver is one of the top 10 cities for scooter use. Both companies offer reduced rates for Denver residents in need-based programs and offer free ride opportunities for residents, regardless of income level. Rijo says over the course of the pilot program, DOTI updated ordinances around the use of the bikes. The city has also focused on messaging to inform riders to use the shared lanes instead of the sidewalk. “We’re definitely learning lessons along the way,” Kuhn says. “It reminded me of the main things we were overcoming – where to ride and park that didn’t block sidewalk use. The new program has addressed that. Now we know what we want parking to look like and where we want it to be.” Rijo says so far, operators have been able to remedy any parking issues within the requisite two-hour timeframe. Small injuries incurred on the bikes or scooters aren’t currently tracked, but more serious injuries are. Rijo says the industry overall is trying to collect better data. The license program requires operators to provide safety information. First-time riders are required to click through prompts about not riding on sidewalks, and while helmets aren’t required by law, they are strongly recommended. Rijo says safety messaging will be a big focus this summer. “Seeing the high ridership is encouraging,” Rijo says. “We’re excited for more transportation options in the future while we address the challenges.”
GRAND JUNCTION
In Grand Junction, Community Development Director Tamra Allen says the city is in the process of exploring micro mobility solutions. She is working with the city council to develop specific regulations in the municipal code that would allow for a micro mobility program. Allen anticipates having a proposal document drafted and released as an RFP for vendors to bid on this summer. The city plans to consider up to three vendors to pilot its program.
LoDo Resident Responds to Scooters & eBikes: We’ve Still Got Issues to Address
Use of downtown Denver’s micro mobility program may be taking off, but residents say safety issues haven’t been adequately addressed, and they question if the programs are doing what they’re actually designed to do: Reduce the numbers of cars on the road. “Transportation advocates love the scooters and bikes because they think they’re replacing cars with these alternative forms of transit, but there’s a disconnect,” says LoDo resident Mike West, CPA. “They need to walk down the streets and experience what it’s really like.” West says he observes riders using the alternative modes of transit mostly for joy rides. Data from Colorado Springs bear that out. City transportation officials had hoped local riders would use bikes and scooters to move between the two separate areas of downtown rather than drive, but data show riders stay in one area or the other with average rides under a mile. The disparate rates of speed among the different transportation modes jockeying for space in close proximity to each other is problematic. Cars and bikes side-by-side on the street. Ebikes, scooters, and pedestrians side-by-side on the sidewalks. “When you walk around LoDo, you absolutely need eyes in the back of your head for fear you’ll be run over,” West asserts. “And when you come to a corner, you stop because if you don’t and someone is coming, it could be ugly. A lot of thinking needs to occur in how to properly integrate all of these things and not have them be a toy but rather a useful piece of transportation, which I don’t think they are at this point.” West’s point is well-demonstrated in the case of Emily Kleinfelter, the safety and regional Vision Zero planner for the Denver Regional Council of Governments who, according to a Westword article, frequently takes alternative transportation. She has been hit by a car four times while using a bike or scooter. In the article, she said, “My ultimate demise will probably come at the hands of a car driver, because we are not prioritizing the lives of people outside of a metal box." West says the Lower Downtown Neighborhood Association (LoDoNA) is addressing the issue of scooters, bikes, and pedestrians and getting some attention for it. He also notes that Denver hasn’t generally taken advantage of technology as other cities have which includes geofencing to slow bikes and scooters down or make them inoperable on sidewalks. Parking continues to be an issue with riders dumping bikes and scooters wherever the ride ends, creating movement issues for everyone - and especially for someone who might be in a wheelchair. “There’s this party line that the bike and scooter programs are great, but when you walk around and experience the reality, it makes you wonder what we’re doing,” West says.
Position Yourself at the Forefront of Change with the CITP® Credential
BY PAUL WARRICK, CPA, CGMA
As businesses continue to navigate the uncharted waters of the COVID-19 pandemic, a cloud of uncertainty still lingers over the horizon. Most would agree that the only thing clear about the foreseeable future is that it won’t resemble the past. If there is one thing that we can be certain about, it’s that we’ve never been more reliant on technology. It is evolving at an unprecedented rate, transforming our profession and continuously expanding opportunities for accounting and finance professionals to deliver value to clients and employers. The AICPA Certified Information Technology Professional (CITP) credential positions you at the forefront of change. The CITP represents the intersection of technology and finance and is granted exclusively to CPAs and recognized equivalents who specialize and demonstrate specific skills, expertise, and experience in areas that include: • Information security governance and cybersecurity risk management • Business continuity management and disaster recovery • Business intelligence, data management, and analytics • IT governance, risks, and controls CITPs understand the impact of these areas on financial reporting, positioning them as trusted advisors for clients and employees alike.
NOW IS THE TIME TO UPSKILL
Responding to the COVID-19 crisis remains top of mind for clients and employers across the globe. With specialized knowledge in business continuity and disaster recovery, CITP professionals are well suited to guide businesses through crisis management, recovery of operations, and future preparedness. Moreover, businesses now face an evolving cyber threat landscape due to impacts from the COVID-19 pandemic. It’s now more important than ever for businesses to have a robust strategy in place to assess cyber risk, detect threats, and plan for recovery in the event of a breach. Earning the CITP credential illustrates proficiency in assessing, detecting, and managing cyber risk, in a day and age where cyber resilience has never been more critical.
CITP ELIGIBILITY REQUIREMENTS
To qualify for the CITP credential, a candidate must: • Be an AICPA member in good standing • Hold a valid and unrevoked CPA certificate or license issued by a legally constituted state authority • Pass the CITP Exam, which is offered year-round, on a continuous basis, and online with remote proctoring (requirement waived for candidates who have passed ISACA’s Certified Information Systems Auditor (CISA®) certification exam) • Meet the minimum business experience requirement of 1,000 hours in the CITP body of knowledge within the five-year period preceding the date of the CITP application Learn more about the CITP credential, its benefits, and the pathway to becoming a CITP credential holder. Start your path toward becoming a CITP, and register for the CITP Exam today! Paul Warrick is a Senior Manager with Advisory Services and Credentialing at the Association of International Certified Professional Accountants, where he supports the Technology Advisory Division.
PAIGE A. CURTISS, CPA
Paige A. Curtiss, CPA, was promoted to Tax Supervisor at Dalby, Wendland & Co., PC, Grand Junction.
SETH C. KNIGHTON
Seth C. Knighton, was promoted to Tax Supervisor at Dalby, Wendland & Co., PC, Grand Junction.
RACHEL M. SCHLEPP, CPA
Rachel M. Schlepp, CPA, was promoted to Principal at Dalby, Wendland & Co., PC, Grand Junction.
LISA A. THON-KOLLAR, CPA
Lisa A. Thon-Kollar, CPA, was promoted to Principal at Dalby, Wendland & Co., PC, Grand Junction.
KELSA D. TINSLEY, CPA
Kelsa D. Tinsley, CPA, was promoted to Principal at Dalby, Wendland & Co., PC, Grand Junction.
MEGAN S. LOBERG, CPA
Megan S. Loberg, CPA, was promoted to Tax Supervisor at Dalby, Wendland & Co., PC, Glenwood Springs.
BELEN SALINAS
Belen Salinas was promoted to Tax Senior at Dalby, Wendland & Co., PC, Glenwood Springs.
RAND L. GAMBRELL, CPA
Rand L. Gambrell, CPA, was named Managing Director at FORVIS in Denver.
STEVEN W. SAUER, CPA
Steven W. Sauer, CPA, was named Managing Director at FORVIS in Colorado Springs.
CELIA DIETRICH, CPA (INACTIVE)
Celia Dietrich, CPA (Inactive), Executive Chair and Founder, Dietrich Partners, Denver, was appointed to the Pinnacol Assurance Board of Directors.
ASHLEY N. GRANGER, CPA
Ashley N. Granger, CPA, was named Partner at RubinBrown, LLP, Denver.
SAMANTHA J. NELSON, CPA
Samantha J. Nelson, CPA, was named Partner at RubinBrown, LLP, Denver.
SEONAH KENDALL, CPA
SeonAh Kendall, CPA, was promoted to Economic Health Director for the City of Fort Collins.
STANLEY PODOLSKI III, CPA, CIA, CHBME
Stanley Podolski III, CPA, CIA, CHBME, President, Podolski Advisory Services Limited, Fort Collins, was appointed by Gov. Jared Polis to an additional four-year term with the Colorado Lottery Commission, on which he serves as Vice Chair.
TAX STUDY GROUPS
Boulder/Longmont Tax Study Group
Additional 2022 dates: Nov. 16, Dec. 14. For more information, contact Lynn M. Mitton, CPA, MT, MPA, 303-499-7445, or email lmitton@tandemcpas.com.
Denver Tax Study Group
Additional 2022 date: Dec. 6. Register at www.cocpa.org.
We extend our sympathy to the families and friends of the following members of the COCPA: Charles H. Baggs Colorado Springs, Colo., Member since 1959 Edwin C. Branson Grand Junction, Colo., Member since 1992 Jerry A. Luber Littleton, Colo., Member since 1975 Roy A. Sommers Greeley, Colo., Member since 1972 Irwin Wagner Denver, Colo., Member since 1963 Delwin Hock Denver, Colo., Member since 1958 Larry M. Barton Littleton, Colo., Member since 1971
On July 25, the COCPA Board of Directors and team recognized Mary E. Medley for her service to the organization and the accounting profession. She will celebrate her 48th anniversary on Sept. 6, and will retire as CEO on Sept. 9.
The 2022 LeadFit class once again is meeting in person. Plan now to participate in LeadFit 2023 and take advantage of the terrific leadership development opportunity designed especially for younger professionals.
