For the past four years, NACTO has compiled annual statistics on the growth and use of shared micromobility (bike share, e-bike share, and scooter share) in the US. These numbers help create a robust picture of this nascent, vibrant, and rapidly-changing mobility option and industry, providing cities, advocates, and companies alike with a comprehensive look at trends, challenges, and opportunities.
This year, the release of the 2019 Shared Micromobility Snapshot coincides with the world-changing COVID-19 global pandemic. Some of the trends we saw hold steady in shared micromobility from 2010 to 2019 are changing in the first half of 2020.This 2019 Snapshot, focusing on the world as we knew it, offers lessons for where shared micromobility has been and where we might want to focus as we explore new, essential mobility options during the COVID-19 pandemic and in the post-COVID-19 world yet to come.
This 2019…
In 2019, people in the United States took 136 million trips on shared bikes, e-bikes, and scooters, 60% more than 2018. In total, since 2010, people in the U.S. have taken 342 million trips on shared bikes and scooters.
In 2019, people took 40 million trips on station-based bike share systems (pedal & e-bikes) and 96 million trips on dockless e-bikes (10M trips) and scooters (86M trips). In 2019, 109 cities had dockless scooter programs, a 45% increase from 2018. This contributed to an over 100% increase in trips taken on scooters nationwide. Scooter expansion was in some cases unstable, with scooter companies exiting markets at the end of the year (prior to the pandemic), possibly due to over-competition and other market pressures.
Throughout the year, prices generally increased for dockless e-bike and scooter systems. Throughout 2019, users went from paying $0.15 per minute to a range of $0.15 to $0.39 per minute, in addition to the standard $1.00 unlocking fee, depending on the company. The average 12 minute scooter share trip costs $2.80 to $4.70 depending on the system.
While the specifics vary, cities explored a number of regulatory approaches in 2019, such as RFP processes, limiting the total number of vendors allowed to operate in a city at the same time, limiting the number of vehicles or tying fleet sizes to performance, and offering fleet size bonuses to companies who provide service in low-income neighborhoods or places with limited transportation options. These tools are intended to create clear standards and reward high performing mobility providers.
Throughout 2019, parking for dockless shared micromobility was an ongoing challenge for some cities. Vehicles that are parked or toppled across sidewalks pose safety hazards for the general public, and create barriers to movement for people with disabilities. In Santa Monica, CA, and Alexandria, VA, for example, 42% and 75% of program complaints/citations were for improperly parked vehicles blocking sidewalks.
In 2019, cities attempted a variety of methods to ensure clear access. San Francisco, CA, for example, adopted a requirement that all scooters have the ability to be locked to existing street furniture, which led to an 83% drop in complaints of blocked sidewalks and citations for improper parking. A number of cities, such as Sacramento, CA and Seattle, WA have expanded their provision of bike racks, including on-street corrals, to provide more and better parking locations for shared micromobility vehicles.
2019 was a particularly deadly year for pedestrians, cyclists, and shared micromobility riders with at least 18 shared scooter fatalities and 2 bike share fatalities. To address these issues, cities across the U.S. are expanding their bike lane networks. For example, Atlanta, GA, committed to tripling its protected bike lane network over the next two years, prioritizing locations that have capacity for bike and scooter travel. Other cities are using scooter license fees to pay for essential roadway improvements. In 2019, Santa Monica, CA used the public right-of-way fees paid by operators to update 19 miles of existing bike lanes.
A cohort of cities has also begun exploring ways to expand shared micromobility services to people with limited mobility. By the end of 2019, three bike share systems offered adaptive vehicle programs. For example, in Detroit, MI, the Adaptive MoGo program, now in its second year, offers 13 different cycles, available to the public on a reservation basis through a partnership with Wheelhouse Detroit, a local bike rental company. Oakland, CA piloted its Adaptive BayWheels Bike Share program during summer 2019. In Seattle, the city is subsidizing local non-profits to provide adaptive cycling services, using revenue from shared micromobility permits.
At the end of 2019, the future for shared micromobility seemed promising, with record ridership and rapid expansion. Cities looked to improve management of shared micromobility, including experimenting with various regulatory structures such as licenses, permits, competitive bidding, and formal contracts. While new scooter companies continued to enter the market over the course of the year, a smaller number of major companies (Bird, Lime, Spin, Lyft, and Uber) controlled the majority of the market, suggesting that the market was stabilizing and companies could begin to focus more on differentiation through product quality and operations instead of focusing on quickly obtaining market share. For station-based bike share, the landscape was also strong, although more complicated, with big ridership increases in a few major cities but declines in many smaller markets.
Since 2019, the landscape for shared micromobility has now shifted in dramatic and unexpected ways. As a result of the world-altering COVID-19 pandemic, the total number of trips made in the US plummeted dramatically. In the last weeks of March and the first weeks in April, total US household tripmaking fell by as much as 68-72%, and nationwide, transit ridership was down by over 80% from the previous year. The number of trips taken on the eight largest station-based bike share systems decreased by an average of 44% in March-May, less than the decline in total trips in those cities.
The impending climate crisis has not gone away. Over the upcoming months, cities and transit agencies will have to grapple with the challenge of how to help people get around without increasing gridlock and vehicle emissions during a time when transit ridership is down and essential transit operating funding is imperiled. For short trips, shared micromobility offers a proven alternative to personal vehicle travel. Further implementation of interim sidewalks, bike lanes, traffic-calmed streets, and transitways can make this option safer and more comfortable for people, and continue to drive growth in micromobility trips.
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The placebo effects shown here were attributed to the unconscious lifestyle changes of the subjects during the study and conclusively demonstrated the necessity of a placebo control to reliably assess the effects of a test product. The differences between the verum group and the placebo group were highly significant for all of the test parameters after three months of treatment. For all of the skin parameters tested in this study, the percentage improvement in the verum group was still higher at the end of the follow-up period, after four months, than at the beginning of the application.
Progressing towards or moving away from SDG targetsAs well as assessing the distances from the 2030 targets, this report also looks at the direction of change over time. OECD countries have been making progress on some targets, such as smoking rates, share of renewable energy, energy intensity, and material productivity (targets 3.a, 7.2, 7.3 and 12.2). However, over one-third of OECD countries have been moving away from targets in other areas, such as vaccination coverage, GDP and GDP productivity growth rates and unemployment (targets 3.b, 8.1, 8.2 and 8.5).
Needless to say, the Chevy Corvette C8 is the current star of the Golden Bow Tie show, and its worth as a replacement to the seventh-generation Vette is unquestionable. That is, of course, if you're talking about the Stingray. For the higher (and more powerful) trims, the C8 has yet to prove itself worthy, and this video will tell you why.
As seen on the video embedded on top, the Corvette ZR1 was able to reach 214 mph on Johnny Bohmer's instruments. Although, the exact top speed was declared at 213.649 mph, which isn't entirely a bad figure to look at. The distance recorded for this run was 2.7 mi (4.3 km).
For this study, researchers collected 1,143 semen samples from 662 men between 2000 and 2017. On average, the men were 36 years old, and most were white and college educated. Additionally, 317 of the participants provided blood samples that were analyzed for reproductive hormones. To gather information on marijuana use among study participants, researchers used a self-reported questionnaire that asked the men a number of questions about their usage, including if they had ever smoked more than two joints or the equivalent amount of marijuana in their life and if they were current marijuana smokers. 2ff7e9595c
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