Dockless Mobility Update

Update to the update: The Baltimore City Land Use and Transportation Committee unanimously approved moving this bill out of committee and onto Second Reader. Thanks for your support.

Tomorrow at 1:00pm, Baltimore City Council’s Land Use and Transportation Committee is holding a hearing on the proposed Dockless Mobility legislation that will update Baltimore City code to regulate dockless mobility vehicles, including e-bikes and e-scooters.

This legislation is necessary to enable a permanent Dockless Vehicle program in Baltimore City. The current pilot program, now on a several-month extension, will come to an end and be replaced with this legislation and subsequent annual operating permit guidelines developed by Baltimore City Department of Transportation.

When the legislation was initially introduced, we had a number of concerns. A drafting error implied criminal penalties, including potential imprisonment, for riders. The ordinance contained what we felt to be inflexible and overly specific language, including specifics related to age of users, vehicle definitions, and maximum vehicle deployments. However, we were hopeful that these issues could be addressed in subsequent meetings with DOT.

We’re happy to report that the bill will be introduced tomorrow with numerous friendly amendments that address the majority of our serious reservations:

• Criminal penalties have been removed from the bill for any users of dockless mobility vehicles.

• The DOT director can define additional dockless mobility vehicle types beyond bikes and scooters, allowing for potential cargo vehicles or vehicles for people with disabilities that make riding a two-wheeled scooter or bicycle difficult.

• Instead of a defined maximum in ordinance, the DOT director is instructed to set maximum and minimum numbers of vehicles in the annual permit, allowing more flexible change.

• The 16 year old age restriction for riding e-bikes and e-scooters (which would have applied to personally owned and operated e-bikes and e-scooters as well) has been removed, allowing for potential vehicles that can accommodate child passengers.

• Prohibition on multiple riders has been removed, allowing for potential tandem vehicles or vehicles that can accommodate child passengers.

• You may now choose to ride in the street or on the sidewalk adjacent to a street with a speed limit over 29mph (Before, you were forced to ride on the sidewalk on streets with a speed limit over 30mph).

• Electric motor speed limit of 15mph for e-bikes was restored to 20mph to match state and federal regulations of Tier I and II e-bikes.

In addition to these amendments, key language mandating equitable access to dockless vehicles throughout the city and in under-served areas as well as language around maintaining publicly accessible data remains.

Assuming these amendments, and the ordinance itself are approved by the Land Use and Transportation Committee as well as the rest of Baltimore City Council, we believe this ordinance will serve as a strong foundation for an innovative and nation-leading dockless vehicle permit developed by Baltimore City Department of Transportation that can evolve annually to reflect the changing market of this new mobility option.

While we congratulate Baltimore City DOT on drafting a strong first piece of legislation on dockless mobility, to fully support this program’s success, Baltimore City Department of Transportation will need to invest heavily in building protected, all-ages bicycle infrastructure throughout the city, with a clear prioritization of infrastructure in defined equity areas and areas with high rates of zero car households. We are a long way off from hitting that mark.

Update on Dockless Mobility

Technically, Baltimore City’s Dockless Vehicle Pilot Program ends on February 28th.

Over the past six months of the pilot program, dockless scooters and bikes have seen 755,952 rides by over 190,000 riders.

In response to the overwhelming ridership in the pilot program, Baltimore City Department of Transportation has worked with the mayor’s office to introduce legislation at City Council to formally authorize a dockless vehicle program. This legislation will authorize the program legally, and then Baltimore City Department of Transportation will create a permitting program for vendors to provide dockless bikes, e-bikes, and scooters.

BCDOT has also formed a committee to provide guidance on the formation of both the ordinance authorizing a dockless vehicle program as well as the subsequent permits that will be issued. As these are public meetings, we have been attending and providing feedback, even though we are not members of the committee.

Proposed Ordinance

You can view the proposed ordinance First Reader draft here.

Generally, we feel that the ordinance should be broad authorizing language that leaves most definitions, discussion of maximum and minimum numbers of vehicles, age limits, etc. to the actual permit.

As drafted, the First Reader misses this mark. However, BCDOT so far has been very responsive to our concerns, and we believe that they can be addressed through meetings with City Council and BCDOT prior to committee hearing, or at Land Use and Transportation Committee hearings or work sessions.

We do know that the largest (and unintentional) gaffe, the criminalization component, is proposed to be amended out of the legislation. The intent of that section was target providers of dockless mobility vehicles with serious penalties for failing to comply with regulations, not users of dockless mobility vehicles.

Proposed Permit Regulations

The Dockless Vehicle Committee, hosted by BCDOT, has been reviewing best practice documents from NACTO as well as policies in cities across North America and Europe for guidance and lessons learned.

We are hopeful that the resulting permit based on this thorough research-based approach will be a foundation for success and innovation, much like the original pilot agreements we worked with BCDOT to develop.

BCDOT is also learning lessons from the pilot, specifically around the equity requirements. The pilot used Community Statistical Areas as the tool to distribute vehicles equitably among neighborhoods, but we saw that these areas were too large to achieve the intended distribution. Therefore, BCDOT is exploring some other ideas including creating designated dockless mobility hubs in equity priority areas, as well as targeting high ridership bus stops and transit hubs for mandated deployments.

We encourage members of the public to contact DOT with any specific things you’ve seen work well in other cities that may be incorporated into a draft permit. Just visit their page here.

Next Steps for the Pilot Program

Since the pilot program technically ends this week, and we have not formalized the replacement program, BCDOT plans to extend the pilot through the spring. New agreements with Bird and Lime will be signed, and BCDOT has agreed to entertain at least one more operator application. We understand that Jump is interested in entering the pilot program in that slot.

BCDOT Dockless Survey

From December to January, BCDOT launched a survey on dockless mobility that was shared widely through community liaisons, council people, the mayor’s office, transportation advocacy organizations, and the Bird and Lime applications. 5,283 people responded in total.

Results are about what one would expect:

• There is broad support for the program from both riders and non-riders, with highest support from younger residents.

• Most people use dockless vehicles to commute or socialize, and do so because it is convenient.

• Dockless vehicle use predominantly replaces automobile trips, and has encouraged slightly more walking.

• The improvements people want to see the most are safer places to ride and more vehicles.

Update on the Bike Budget (It's Bad)

Bikemore Executive Director Liz Cornish, Councilman Leon Pinkett, Councilman Ryan Dorsey, and MBAC Chair Jon Laria testifying at Planning Commission.

A month ago, Baltimore City Department of Transportation released a FY2020-2025 Capital Improvement Program that totally eliminated the line item for bicycle infrastructure for all six years.

Three weeks ago, we testified at the Planning Commission alongside Councilman Dorsey, Councilman Pinkett, and Mayor's Bicycle Advisory Commission Chair Jon Laria about this disparity, and members of the Planning Commission suggested BCDOT come back with a budget that reflects the adopted plan.

Yesterday BCDOT did the opposite, by presenting a plan to the Mayor's Bicycle Advisory Commission to build only about six miles of infrastructure by 2025.

BCDOTs revised CIP at a meeting yesterday. The 12.7 miles listed are “lane miles” not road miles, which means DOT is counting bike infrastructure in both directions on a street to inflate their numbers.

The Separated Lane Network Plan calls for building 77 road miles of infrastructure from 2018-2022, using $5 million in local dollars to match federal and state grants totaling about $27 million dollars over those five years.

BCDOT instead proposes building 6.35 road miles of infrastructure from 2020-2025, using just $3 million of local and federal dollars total. About 3 miles of this proposal are facilities that should have been built back in 2017.

If we’re being generous and count all 6.35 miles of infrastructure, BCDOT plans to ignore 92% of the plan they paid to develop and asked the Planning Commission to adopt. At the pace they propose, it will take over 70 years to implement the 5 year Separated Lane Network Plan.

After overwhelmingly negative feedback at the Mayor’s Bicycle Advisory Commission yesterday, it’s possible BCDOT will again revise their CIP request for today’s Planning Commission hearing.

But here’s where we’re at right now:

• A BCDOT budget that blatantly ignores adopted city plans

• A bicycle program over 20 miles behind schedule and a clear plan to fall further behind

• Constant threats to downgrade and remove existing bike infrastructure

• A missed deadline on the very first Complete Streets Ordinance update

• A mass departure of talented BCDOT staff

• Rising injury and death on our roadways

Even if the CIP is revised to show everything we want on paper, how can the Director be trusted to faithfully implement it, given these past two presentations, where we were told there was no capacity or intent to do that very implementation? How can we trust this agency to act in good faith when all the signs listed above prove they’re failing on nearly every front?

Baltimore City Department of Transportation will present their revised CIP at 3:00PM today, with public comment to follow. We plan to be there to highlight our concerns, and welcome citizens to join us.

Baltimore City DOT CIP Follow-Up | 417 E. Fayette Street, 8th Floor | 3:00PM until comments conclude

If you can’t join us, you’re also welcome to send an email expressing your concerns and the meaningful affect of bicycle infrastructure on your choice to live, work, and play in Baltimore to the Planning Department for inclusion in the Commission file (deptofplanning@baltimorecity.gov) and BCDOT Director Pourciau (michelle.pourciau@baltimorecity.gov).

It's the first budget after Complete Streets, and there's $0 for bikes.

The 2017 Separated Lane Network Plan. To stay on schedule, everything in Purple should be constructed this year, but none of it will be.

You read that right.

It’s been just over a month since the passage of Baltimore Complete Streets, the nationally recognized Complete Streets ordinance that legally mandates Baltimore design streets through an equity lens, and prioritize pedestrians and bicyclists to the greatest extent possible. Baltimore City Department of Transportation was required to provide an update to the Baltimore City Council Land Use and Transportation Committee on day 30 after enactment, but no such update came.

Instead, we were greeted with the FY2020-2025 Capital Improvement Program, the city’s latest budget documents. Traditionally, Baltimore City DOT includes line item 508-019 Citywide Bike Infrastructure, which details proposed funding for bike improvements over the following six fiscal years, breaking down revenue sources by general/local funds, state grants, and federal highway grants and allocations.

FY2019-2024 CIP showing the line item for Citywide Bike Infrastructure. It was removed in this year’s CIP.

The 2017 Separated Lane Network Plan, adopted by the Baltimore City Planning Commission under Mayor Pugh, specifically calls for $1,000,000 per year of General Funds for five years. By leveraging Maryland Department of Transportation Bikeways and Federal Transportation Alternatives Program grants that require a local match, this approximately $5 million in local dollars could build the entire Separated Lane Network in five years. Building this network would connect 85% of Baltimoreans to low stress bicycle infrastructure. It’s one of the lowest cost, highest return bike plans in the country.

2017 Separated Lane Network construction timeline, budget, and revenue sources.

It’s pretty simple. Win big grants with small matches of local dollars. Build 17 miles of high quality separated and supporting infrastructure per year for five years. End with one of the best networks in the country.

Instead, we have no money for design and construction this year. Baltimore City Department of Transportation will tell you they plan on building 17 miles of infrastructure in 2019, and that everything’s fine. But let’s take a look at what that infrastructure actually is:

BCDOT’s proposed timelines for bike facilities

Every project listed for “Proposed 2019” is a prior year project. Every single one of these projects was already counted in lane mile totals in 2017 when the Separated Lane Network plan was adopted, because all of these projects were supposed to have been constructed by then. Delaying projects by anywhere from 3-7 years doesn’t mean you get to count them again.

The “Proposed 2020-2022” projects include MLK Jr, Eutaw Street, 20th Street, and Baker Street. If you refer back to the Separated Lane Network Plan map at the top, you’ll see these projects are supposed to be completed this year, in 2019, not proposed for 2022, the year the entire network plan is supposed to be built.

In short, Baltimore City Department of Transportation has budgeted zero dollars of new bike design and construction money for the next six years. The projects they’re double counting as mileage are projects that were already counted in prior years. And the new projects they’re proposing are coming years late, if at all since they haven’t promised funding alongside them.

We will be testifying at the Baltimore City Planning Commission on Thursday, January 10th about this disparity between city-adopted plans and the Capital Improvement Budget.

Over the next few weeks, we’ll also highlight some planned and ongoing infrastructure projects that are costing or will cost the city millions of dollars while making streets less safe for people walking, biking, and taking public transit.

Baltimore City Department of Transportation knew this Complete Streets ordinance was coming. They knew it was going to pass. This budget was an opportunity for them to show that they were making preparations to right their ship, but instead they continue to fire cannons at their own sails.

Mayor Pugh Signs Complete Streets Ordinance

As of Thursday, December 6th, the Baltimore Complete Streets ordinance is law. Mayor Pugh signed the legislation earlier this week, just days before the bill would have become law automatically.

Over the past two years, a broad coalition was formed to support and promote Complete Streets. The Baltimore Complete Streets Coalition is comprised of over 30 organizations including local groups like Bikemore, The League for People with Disabilities, No Boundaries Coalition and neighborhood associations, statewide organizations like the Maryland Builders Industry Association, and national groups such as AARP, the American Heart Association and Safe Routes to Schools.

This bill is about giving communities the power to work with DOT to build more equitable and healthy transportation infrastructure. When we began this effort, I aimed to set a new national standard for complete streets policies, including answering the imperative to put equity at the core of all transportation measures. So many community leaders and stakeholders have stepped up to build a policy that is truly best in class. Now it's time to work together to implement complete streets to ensure all our communities see real benefits from transportation decisions. - Councilman Ryan Dorsey

The bill received national recognition when the National Complete Streets Coalition named Baltimore’s Complete Streets Ordinance one of 2017’s best initiatives and named Councilman Dorsey a Complete Streets Champion. Complete Streets prioritizes the safety of all people using Baltimore’s streets and prioritizes multi-modal transportation. Complete Streets often have slower speed limits, wide sidewalks and crosswalks, protected bike lanes, bus lanes and shelters, and beautification like trees and plantings. The bill also contains several equity-focused provisions to address the disparities created by decades of structurally racist and car-oriented road design.

Baltimore's Complete Streets ordinance is a remarkable new model for the nation not just because of its strong, direct approach to equity and implementation, but also because of the broad, engaged coalition responsible for its adoption. The National Complete Streets Coalition is proud to recognize Councilman Ryan Dorsey, Bikemore, and the City of Baltimore for their leadership. - Heather Zaccaro Program Manager, National Complete Streets Coalition

Bikemore was an early champion of passing a robust, equity-focused Complete Streets ordinance, working to place it as a priority in the mayor’s transition report and drafting bill language for introduction alongside Councilman Ryan Dorsey.

We’re thrilled that the mayor has signed the legislation into law, and will continue to work over the next few months to ensure implementation is as intended.

None of this work is possible without the support of our volunteers and donors. Thank you!