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HomeMy WebLinkAbout05-24-23 TB Agenda & Packet MaterialsA.Call to Order - 6:00 PM This meeting will be held both in-person and also using an online videoconferencing system. You can join this meeting: Via Video Conference: Click the Register link, enter the required information, and click submit. Click Join Now to enter the meeting. Via Phone: This is for listening only if you cannot watch the stream, channel 190, or attend in- person United States Toll +1 650 479 3208 Access code: 2558 685 3484 B.Disclosures C.Changes to the Agenda D.Public Service Announcements E.Approval of Minutes E.1 I move to approve the April 26, 2023 Transportation Board Meeting Minutes (Ross) F.Consent Items G.Public Comments This is the time to comment on any matter falling within the scope of the Transportation Board. There will also be time in conjunction with each agenda item for public comment relating to that THE TRANSPORTATION BOARD OF BOZEMAN, MONTANA TB AGENDA Wednesday, May 24, 2023 General information about the Transportation Board can be found in our Laserfiche repository. If you are interested in commenting in writing on items on the agenda please send an email to agenda@bozeman.net or by visiting the Public Comment Page prior to 12:00pm on the day of the meeting. Public comments will also be accepted in-person and through Video Conference during the appropriate agenda items. As always, the meeting will be streamed through the Commission's video page and available in the City on cable channel 190. For more information please contact Nick Ross, nross@bozeman.net 1 item but you may only speak once per topic. Please note, the Board cannot take action on any item which does not appear on the agenda. All persons addressing the Board shall speak in a civil and courteous manner and members of the audience shall be respectful of others. Please state your name and place of residence in an audible tone of voice for the record and limit your comments to three minutes. General public comments to the Board can be found on their Laserfiche repository page. H.Special Presentations H.1 Proposed Fiscal Year 2024 Budget - Department of Transportation and Engineering (Nick Ross, P.E. - Transportation and Engineering Director) I.Action Items I.1 Resolution 5495 to increase permit fees in the University Residential Parking Permit District and the Bozeman High School Residential Parking Permit District(Veselik) J.FYI/Discussion J.1 Shared Micromobility Policy Recommendations(Ross) K.Adjournment This board generally meets the fourth Wednesday of the month from 6:00 pm to 8:00 pm. Citizen Advisory Board meetings are open to all members of the public. If you have a disability and require assistance, please contact our ADA coordinator, Mike Gray at 406-582-3232 (TDD 406-582- 2301). 2 Memorandum REPORT TO:Transportation Board FROM:Nicholas Ross, Director of Transportation and Engineering SUBJECT:I move to approve the April 26, 2023 Transportation Board Meeting Minutes MEETING DATE:May 24, 2023 AGENDA ITEM TYPE:Minutes RECOMMENDATION:I move to approve the April 26, 2023 Transportation Board Meeting Minutes STRATEGIC PLAN:1.1 Outreach: Continue to strengthen and innovate in how we deliver information to the community and our partners. BACKGROUND:Minutes from the April 26, 2023 Transportation Advisory Board. UNRESOLVED ISSUES:None ALTERNATIVES:As recommended by the board. FISCAL EFFECTS:None Attachments: 042623 Transportation Board Meeting Minutes Report compiled on: May 9, 2023 3 Bozeman Transportation Board Meeting Minutes, April 26, 2023 Page 1 of 4 THE TRANSPORTATION BOARD MEETING OF BOZEMAN, MONTANA MINUTES April 26, 2023 Present: Christine Roberts, Courtney Oyler, Kelly Pohl, Paul Reichert, Cyndy Andrus Absent: None Excused: Bryce Gordon, Shannon Mahoney Staff present at the Dias: Director of Transportation and Engineering Nicholas Ross, Mayor Cyndy Andrus, Transportation Engineer Taylor Lonsdale and Public Works Office Manager Marcy Yeykal. A) 00:03:45 Call to Order - 6:00 PM B) 00:03:55 Disclosures C) 00:04:02 Changes to the Agenda 00:04:11 Chair Pohl asked the board to excuse board members Bryce Gordon and Shannon Mahoney from tonight's meeting. 00:04:21 Motion to approve C) Changes to the Agenda to excuse board members Bryce Gordon and Shannon Mahoney. Courtney Oyler: Motion Paul Reichert: 2nd 00:04:26 Vote on the Motion to approve C) Changes to the Agenda The Motion carried 4 - 0. Approve: Christine Roberts Courtney Oyler Kelly Pohl Paul Reichert 4 Bozeman Transportation Board Meeting Minutes, April 26, 2023 Page 2 of 4 Disapprove: None D) 00:04:37 Public Service Announcements 00:04:50 Director of Transportation and Engineering Nicholas Ross gave an FYI to the board. 00:08:07 Chair Pohl wanted to remind everyone that there is a vacancy on the board. E) 00:08:41 Approval of Minutes E.1 I move to approve the March 22, 2023 Transportation Board Meeting Minutes 032223 Transportation Board Meeting Minutes 00:08:51 Motion to approve E) Approval of Minutes Paul Reichert: Motion Courtney Oyler: 2nd 00:09:03 Vote on the Motion to approve E) Approval of Minutes The Motion carried 4 - 0. Approve: Christine Roberts Courtney Oyler Kelly Pohl Paul Reichert Disapprove: None F) 00:09:14 Consent Items G) 00:09:16 Public Comments There was no public comment. H) 00:10:02 Special Presentations I) 00:10:07 Action Items I.1 UDC Project - Receive Information, Review, and Offer Input Regarding the Update to the Unified Development Code, Chapter 38, Bozeman Municipal Code to Address Potential Changes to Standards Relating to Numbers of Parking Spaces, Application 21381 4-26-2023 Transportation Board Work Session cover memo .pdf 00:10:14 Staff Presentation Community Development Manager Chris Saunders presented the UDC Project - Receive, Review and Offer Input Regarding the Update to the Unified Development Code, Chapter 38, Bozeman Municipal 5 Bozeman Transportation Board Meeting Minutes, April 26, 2023 Page 3 of 4 Code to Address Potential Changes to Standards Relating to Numbers of Parking Spaces, Application 21381. 00:21:40 Questions of Staff 00:22:01 Vice Chair Reichert made a disclosure about being on the MSU Board of Directors. 00:33:25 Public Comment 00:33:46 Marilee Brown, Public Comment Marilee Brown commented on not having parking requirements and the ramifications it could have especially with the winter we have had this past year. 00:36:08 Board Discussion J) 00:55:54 FYI/Discussion J.1 00:56:08 Kagy Revisited Work Session KagyRevisitedMemo.pdf Kagy_Draft_Traffic_Report.pdf Director of Transportation and Engineering Nicholas Ross presented the Kagy Revisited Work Session. 01:43:46 Questions of Staff 02:05:53 Public Comment There was no public comment. 02:06:25 Chair Pohl Extended the meeting until 8:30. J.2 02:06:37 Bozeman is a Bicycle Friendly Community BFC_Fall_2022_ReportCard_Bozeman_MT.pdf 02:07:02 Staff Presentation Transportation Demand Management Coordinator Candace Mastel Presented the Bozeman is a Bicycle Friendly Community. 02:20:54 Questions of Staff 02:28:48 Public Comment There was no Public Comment. K) 02:29:08 Adjournment This board generally meets the fourth Wednesday of the month from 6:00 pm to 8:00 pm. 6 Bozeman Transportation Board Meeting Minutes, April 26, 2023 Page 4 of 4 7 Memorandum REPORT TO:Transportation Board FROM:Nick Ross, P.E. - Director of Transportation and Engineering SUBJECT:Proposed Fiscal Year 2024 Budget - Department of Transportation and Engineering MEETING DATE:May 24, 2023 AGENDA ITEM TYPE:Plan/Report/Study RECOMMENDATION:Review proposed fiscal year 2024 Budget for Department of Transportation and Engineering STRATEGIC PLAN:2.2 Infrastructure Investments: Strategically invest in infrastructure as a mechanism to encourage economic development. BACKGROUND:Director Ross will present a draft of the proposed fiscal year 2024 budget for the Department Transportation and Engineering. The draft budget will be a preview of the full presentation given to Commission in June. This special presentation is intended for informational purposes only. Advisory Board review and input of the capital portion of the fiscal year budget occurred through the FY23 Capital Improvement Plan process during the fall of 2022. UNRESOLVED ISSUES:N/A ALTERNATIVES:N/A FISCAL EFFECTS:Multiple fiscal effects will be presented. Report compiled on: May 17, 2023 8 Memorandum REPORT TO:Transportation Board FROM:Mike Veselik, Economic Development Program Manager Nick Ross, Transportation and Engineering Director SUBJECT:Resolution 5495 to increase permit fees in the University Residential Parking Permit District and the Bozeman High School Residential Parking Permit District MEETING DATE:May 24, 2023 AGENDA ITEM TYPE:Resolution RECOMMENDATION:I move to recommend the City Commission adopt Resolution XXXX to increase permit fees in the University Residential Parking Permit District and the Bozeman High School Residential Parking Permit District STRATEGIC PLAN:7.5. Funding and Delivery of City Services: Use equitable and sustainable sources of funding for appropriate City services, and deliver them in a lean and efficient manner. BACKGROUND:The Transportation Advisory Board acting as the Parking Commission advise the City Commission on permit fees in the residential districts. Staff's goal in operating the district is to have permit fees cover the costs of the district. Recently, staff readjusted how the budget is calculated to determine fees for the district. More information is included in the attached memo and spreadsheet. UNRESOLVED ISSUES:No Unresolved issues ALTERNATIVES:Alternatives as proposed by the board FISCAL EFFECTS:The increase in the fees will allow us to accurately pay for the program Attachments: RPPD and BHS FY23 Budget.xlsx Resolution 5495 MSU and BHS Residential Permit Fees.docx TAB Memo--Permit Rates for RPPD and BHS Permit Districts FY24.doc Report compiled on: May 18, 2023 9 FY23 BUDGET REVENUE FY 23 BUDGET FY 23 ACTUAL % EARNED YTD RESIDENTIAL NGHBD. PERMITS 36,743.00$ $30,810.00 84% EMPLOYEE NGBHD. PERMITS 6,000.00$ $5,970.00 100% VISITOR NGBHD. PERMITS 14,730.00$ $8,160.00 55% TOTAL 57,473.00$ 44,940.00$ 78% EXPENDITURE FY23 BUDGET FY23 ACTUAL % SPENT YTD ADMIN - PERSONNEL 52,076.57$ 47,736.86$ 92% ADMIN - OPERATING 16,000.00$ 13,505.20$ 84% TOTAL 68,076.57$ 61,242.06$ 90% RESIDENTIAL PARKING PERMIT DISTRICT 10 Version February 2023 RESOLUTION 5495 A RESOLUTION OF THE CITY COMMISSION OF THE CITY OF BOZEMAN, MONTANA, to increase permit fees in the University Residential Parking Permit District and the Bozeman High School Residential Parking Permit District WHEREAS,the Residential Parking permit districts were established in Bozeman Municipal Code Sec. 36.04.360 and Sec. 36.04.365 to ensure residents had access to on-street parking in their neighborhoods. WHEREAS,the Parking Commission and City Commission are responsible for establishing permit rates in said districts as stated in in Bozeman Municipal Code Sec. 36.04.360(F) and Sec. 36.04.365(F). WHEREAS, the Parking Program is an enterprise fund and therefore must generate revenue to cover the costs of operating the program. Best practice in the industry is that permit fees pay for operating permit districts and enforcement fines pay for enforcement operations. WHEREAS, the program has seen a decline in the number of permits purchased and rising costs in paying for the operations. NOW, THEREFORE, BE IT RESOLVED by the City Commission of the City of Bozeman, Montana, parking permit fees for all types of permits in both the University Residential Parking Permit District and the Bozeman High School Parking Permit District are increased by $5 to $35 per anuum with a $1.75 service fee included by the software provider. The total cost of a permit for a year is $36.75, PASSED, ADOPTED, AND APPROVED by the City Commission of the City of Bozeman, Montana, at a regular session thereof held on the _____ day of ___________________, 20____. 11 Version February 2023 ___________________________________ CYNTHIA L. ANDRUS Mayor ATTEST: ___________________________________ MIKE MAAS City Clerk APPROVED AS TO FORM: ___________________________________ GREG SULLIVAN City Attorney 12 Page 1 of 2 MEMORANDUM REPORT TO:Transportation Advisory Board FROM:Mike Veselik, Economic Development Program Manager RE:Resolution 5495 MSU and BHS Residential Permit Fees MEETING DATE:May 24, 2022 AGENDA ITEM: Action Item RECOMMENDATION: Recommend the City Commission increase the permit fees in the two residential permit districts by $5 to cover increasing costs and falling permit purchases. BACKGROUND: City of Bozeman Parking Division staff held community engagement session with residents of the University Residential Parking Permit District (RPPD) and the Bozeman High School Permit District during Winter 2021. At the time, residents asked for more transparency in the budgeting process for permits in their districts. Staff proposed formulating a new budget for how permit fees are allocated to cover expenditures in the district. The permit fees would only cover the costs of administering the district, not the cost of enforcing the district. Using permit fees for administration and citation fees for enforcement is considered best practice in the parking industry. This year is the second year staff prepared a new budget for the district. It is included in the packet for the Board’s consideration. The packet includes information about fees collected over the last year and the costs for running the district. RESIDENTIAL PARKING PERMIT DISTRICT FEES: Staff is recommending the Transportation Advisory Board increase permit fees by $5 for FY2024. As reflected in the budget presented, permit sales were below staff’s initial estimates for the 2022-2023 permit cycle. For several years before, staff had tracked declining permit sales, except for an uptick last year. The uptick in permit sales is attributed to a well organized 13 Page 2 of 2 neighborhood association that assists in promoting permit sales, finance staff distributing renewal notices in a timely manner, and parking enforcement officers providing consistent enforcement in the district especially when permit renewals occur. However, this year, sales resumed the decreasing trend. Staff has included money to develop a comprehensive parking management plan for the city in the recommended FY24 budget. One goal of this program will be to evaluate both residential parking permit districts. The evaluation would include data collection, community engagement, and a recommendation for how to improve the efficacy and performance of the district. For the cost side of the budget, staff included personnel costs for the parking manager and finance staff who administer the district. Parking staff process more than 2,000 applications for parking permits in only a few weeks during renewal season. Additionally, staff routinely assists residents with parking holidays, permit renewals, and anything else that might arise in relation to the district. Finally, costs also include a portion of the insurance and internal overhead costs the parking division incurs. Staff was able to eliminate the cost of a subscription fee for the software used to administer permits through the transition to Passport. The fee for permits is now included at the time of permit sale in a convenience fee of $1.75 for permits renewed on an annual basis. CONCLUSION: Staff has concluded based on the costs, permit sales, and projected revenue into next year that the permit fees for both the University Residential Parking Permit District and the High School District should increase by $5. 14 Memorandum REPORT TO:Transportation Board FROM:Nick Ross, Director of Transportation and Engineering SUBJECT:Shared Micromobility Policy Recommendations MEETING DATE:May 24, 2023 AGENDA ITEM TYPE:Policy Discussion RECOMMENDATION:Recommend support of staff recommendations to Commission. STRATEGIC PLAN:4.5 Housing and Transportation Choices: Vigorously encourage, through a wide variety of actions, the development of sustainable and lasting housing options for underserved individuals and families and improve mobility options that accommodate all travel modes. BACKGROUND:Staff has worked with Cityfi on changes to the city's shared micromobility policies. The Board had a work session with Cifyfi at the February meeting. Cityfi provided the city with the attached City of Bozeman Shared Micromobility Policy Toolkit. Staff reviewed this toolkit and developed recommendations for updates to City of Bozeman policies related to Shared Micromobility. Staff will review the attached 2023 Shared Micromobility Policy Recommendations and answer questions from the Board. UNRESOLVED ISSUES:None identified. ALTERNATIVES:None identified or recommended. FISCAL EFFECTS:None. Attachments: Bozeman Micromobility Policy Toolkit.pdf Report compiled on: April 18, 2023 15 City of Bozeman Shared Micromobility Policy Toolkit March 2023 16 2 Table of Contents Background 3 Citywide Objectives 4 Big Ideas 5 Setting the Stage 7 History of Micromobility in Bozeman 7 Current Policy and Regulatory Landscape 8 State of the Industry 10 Market Realities 10 Evolving Business Models 10 Industry Consolidation 10 Operator Stickiness 10 Learning from Other Places 12 License Agreement Structures 12 Innovative Fee Structures 13 Parking Management Strategies 14 Data Sharing, Management, and Open Data 15 Policy Toolkit 16 Big Ideas 16 Big Idea 1: Broadened Regulatory Framework 17 1.1 Enable Future Form Factors 17 1.2 Update Operating Parameters within a Service Level Agreement 17 Big Idea 2: Single Multi-Year Operator 19 2.1 Shift to a Selective Procurement Process 20 2.2 Offer Incentives to Encourage Desired Behavior 20 Big Idea 3: Equitable Service Design 20 3.1 Identify Areas of Mobility Need 21 3.2 Require Community Outreach and Engagement 21 3.3 Establish Equitable Pricing Requirement 21 Big Idea 4: Orderly Parking Strategies 22 4.1 Establish Performance-Based Fleet Sizing 22 4.2 Formalize and Expand Micromobility Parking Program 22 4.3 Expand Designated Parking Zones 23 Big Idea 5: Iterative Learning through Data 23 5.1 Develop Data Sharing and Management Policy 23 5.2 Establish Reporting Requirements 23 Policy Toolkit Summary 24 17 3 Background The City of Bozeman contracted with Cityfi to align on a clear set of goals and objectives for shared micromobility and to provide best-in-class shared micromobility policy and programmatic recommendations to best position Bozeman for a sustainable and outcome- centered partnership. The Shared Micromobility Policy Toolkit is a guiding document that recommends new policies and regulations, procurement strategies, and management tools for the Shared Micromobility Program’s 2023 and 2024 operating season. The Toolkit outlines longer-term strategies that will establish a foundation on which Bozeman and its partners can take a proactive approach towards managing, regulating, and guiding emerging mobility services and programs. This framework is informed by an assessment of Bozeman’s past and current shared micromobility rules and regulations, key trends in shared micromobility, stakeholder engagement, and best practices for implementation and management. 18 4 Citywide Objectives Bozeman is one of Montana’s fastest growing cities and, now, one of the fastest growing micropolitan statistical areas in the country. As the population and economy continues to grow and diversify, residents and visitors seek a wider array of mobility options to get around Bozeman. Bozeman is generally a car-dependent community, with the majority of work-based and non-work based trips involving driving alone or carpooling. Up until Bozeman began permitting scooters, public transit, operated by Streamline bus, was one of the few alternatives available, with service limited to five fixed-route bus lines operating on 30-minute headways during traditional business hours. Encouraging the use of shared micromobility gives residents and visitors sustainable and affordable options to meet daily travel needs. It also advances Bozeman’s commitment to environmental stewardship by decreasing drive alone trips, and consequently pollution and congestion. The Shared Micromobility Policy Toolkit will steer the Shared Micromobility Program towards achieving broader citywide mobility, safety, and sustainability goals. These goals were developed in close collaboration with City staff and reflect a long-term vision for the city. These are to: ● Provide safe, convenient and low-emission options to get people where they need to go . ● Protect the safety and accessibility for all travelers - walking, rolling, or driving. 19 5 ● Reduce transportation costs and increased affordability and connectivity. ● Improve Bozeman as a great place to live, work, learn, play and do business. ● Strengthen Bozeman’s environmental stewardship. Big Ideas While shared micromobility is popular and increases mobility choice in Bozeman, the current permitted system is not without its issues. Bozeman’s Shared Micromobility Toolkit provides a menu of strategies to address key issues while ensuring the CIty can develop long-term, invested partnerships with private sector micromobility vendors. The Toolkit is anchored by five big ideas, each of which play a critical role in helping to realize the near- and long-term desired outcomes of the program: 1 Broadened Regulatory Framework 2 Single, Multi-Year Operator 3 Equitable Service Design 4 Orderly Parking Strategies 5 Iterative Learning Through Data These big ideas are anticipated to aid in addressing key concerns of current operations, improve overall performance, and better position the Shared Micromobility Program for a future which satisfies the aforementioned goals. 20 6 Setting the Stage As new mobility services and technologies come online, Bozeman is focused on steering policies, programs, and pilots around the public’s interests. Achieving that outcome requires identifying lessons learned from past pilot programs and assessing current state and local policies and regulations. History of Micromobility in Bozeman Bozeman launched the state’s first shared scooter pilot program in Spring 2019 in partnership with Blink Rides. The city used the pilot program as a means to evaluate existing regulatory frameworks and operator requirements, test new methods for managing micromobility services, and identify opportunities to refine the existing regulatory framework in service to community goals and values. Starting with 65 e-scooters deployed across downtown and the fairgrounds, the program later expanded to 150 devices. Demand was initially strong during the pilot launch, signaling the community’s growing interest in micromobility. During its first six weeks, the program saw over 3,000 app downloads (in a city of roughly 50,000 residents), over 12,000 miles ridden, and more than 7,000 rides completed, keeping pace with the industry standard utilization of three rides per device per day. Like many other cities, Bozeman also experienced challenges while piloting micromobility solutions. Police reported incidents of e-scooter misuse, such as sidewalk riding, parking violations, and collisions involving other road users. By 2021, such reports surged. To address these concerns, Blink implemented Red Zones - geofenced areas where scooters could not operate. Red Zones included the Gallatin Valley Mall, the Montana State University campus, and the Downtown parking garage. At the same time, Blink extended service hours to accommodate shift workers who required additional travel options as they commuted outside of traditional working hours. In February 2021, Bozeman passed its micromobility ordinance and partnered with Bird. As part of the new permit cycle, Bozeman piloted a parking management strategy that required riders traveling within downtown to end their rides in one of 15 designated parking zones sited along key commercial corridors. Between 2021 and 2022, more than 10,000 unique riders have used the service and traveled more than 100,000 miles. 21 7 Current Policy and Regulatory Landscape Montana state law generally devolves authority around traffic regulations and management of the public right-of-way to local governments. State law defines and classifies e-bikes, establishes licensure and insurance regulations, codifies helmet use and age restrictions, and provides guidance on where e-bikes can travel. Under this arrangement, cities can test locally- appropriate measures and play a proactive role in managing their shared micromobility programs, such as establishing the fleet size and charging fees and determining where devices are distributed. Bozeman’s municipal code defines micromobility and motorized foot scooters based on the physical attributes of existing form factors, such as size, wheel dimension, and low weight. Ordinance 2072 establishes the City’s authority to create and regulate a Commercial Shared Micromobility License. All operators must apply for and receive this license annually to operate within City limits. The City Manager is authorized to establish permit application requirements and the terms of operations, while the City Commission is authorized to set, by resolution, the commercial shared micromobility license fees. Montana State University established a Personal Transportation Device (PTD) Policy in 2020 that prohibits the use of privately-owned or commercially-operated devices that lack the option for human-powered propulsion from being used in certain parts of campus, which limits how Bozeman residents use shared micromobility. Since the introduction of dockless shared scooters and bikes in the United States in 2017, many cities have developed sophisticated, outcome-oriented rules and regulations to manage and advance shared micromobility. Several Intermountain West communities have also recently adopted policies to enable, expand, and further regulate shared micromobility operations in their 22 8 jurisdiction that can help to inform future iterations of Bozeman’s program. Missoula’s municipal code, for example, includes a more expansive definition for shared micromobility that differentiates bicycles from different classes of e-bikes. It also includes prescriptive regulations that inform deployment, vehicle safety features, and desired parking practices. The Billings MPO completed a Bike & Scooter Feasibility Study to determine whether a bike or scooter share system is an appropriate mobility solution. Completed in 2021, the study included an assessment of different operating models and proposed recommendations on service area boundaries, governance models, and program fee structure. Appendix A summarizes the policy and regulatory landscape in greater detail. 23 9 State of the Industry Market Realities Despite declines in ridership and revenue during the COVID-19 pandemic, the micromobility industry is expected to recover as micromobility travel becomes a fixture in the mobility landscape. The U.S. is predicted to dominate the global business-to-consumer shared mobility market by 2027, with a market value of $2 billion. Evolving Business Models The most common shared micromobility models are business-to-consumer (B2C) docked systems, typically for station-based bike share, B2C dockless systems, frequently used for e- scooters and free-floating bike share, and B2C subscription models where users have access to an individual vehicle for longer periods of time and for which they are responsible for storage. Coupled with sensible, outcome-focused regulation, some business models are better suited than others in meeting specific community needs. Larger cities with more mature markets, such as Los Angeles, Seattle, and San Francisco, have implemented hybrid systems that combine two or more models, thereby enabling micromobility providers and their partners to right-size mobility solutions to diverse contexts. Bozeman may choose to pursue a hybrid model, though community-centered shared micromobility systems require public investment to support ongoing operations. Industry Consolidation The micromobility industry consolidation is accelerating as the market matures, with larger, more entrenched providers acquiring smaller providers. Bird, Helbiz, and Lyft, all publicly-traded mobility companies, engaged in acquisitions since 2019 to gain access to larger markets. Earlier in 2022, German-based Tier acquired Spin (previously operating out of Ford Mobility). Despite the scale of these acquisitions, many providers still struggle with profitability. From the perspective of providers, these challenges are attributed to over- and under-regulated partners, short-term tenders with public agencies, and the patchwork of city-by-city regulatory landscape that impact their ability to scale operations. Operator Stickiness The micromobility market within the U.S. is dynamic, with providers entering and exiting markets in response to changing demand and evolving regulations. Many cities, including 24 10 Bozeman, experienced the seemingly overnight launch of these services. Now, many cities are experiencing the opposite as more entrenched providers start to withdraw from international markets and small to mid-size U.S. cities. In Fall of 2022, Bird ceased operations in several U.S. cities, citing a lack of a “robust regulatory framework” as a key concern leading to too much competition and an oversupply of vehicles on crowded streets. Spin exited 10 U.S. cities in 2022, which included large, established markets such as Los Angeles and Miami, due to low demand, oversaturation of competitors, and challenging operating cost structures that limited their ability to operate profitably. 25 11 Learning from Other Places License Agreement Structures Cities are beginning to shift towards goals-based selection processes as they transition from pilots to more permanent micromobility programs. Contract terms are becoming longer and fewer permits are made available, enabling cities to establish long-term partnerships and to play a more prominent role in shaping program outcomes. Longer contract terms signal to mobility providers a city’s level of confidence in the local market. It also signals to cities an operator’s long-term investment and commitment to local operations. For example, Denver, which previously allowed up to seven providers to operate during its initial pilot, recently issued two, five-year licensing agreements for its shared micromobility program. In Pittsburgh, the city offered exclusivity and other incentives to encourage mobility providers offering different solutions to collaborate with one another to create all-in-one mobility hubs near transit stops. Other cities, like Seattle and Denver, have used their license agreements to ensure a mix of micromobility form factors, including e-scooters, e-bikes, pedal bikes, and other seated rideables. Seattle Scooter Share Data & Permitting Program 26 12 Innovative Fee Structures Permit fees, penalty fees, and incentives are key levers cities use in managing micromobilty programs in service of community goals. Cities use innovative fee structures to incentivize desired operator behavior. For example, in addition to a standard per-vehicle fee, the City of Portland’s program includes a Right-of-Way Use Surcharge Fee, where providers pay a variable rate per available scooter per day based on where the scooter is made available. Rates are discounted for scooters deployed in low-income neighborhoods or transit deserts compared to those deployed in the central city. With this fee structure, Portland has the ability to enable equitable deployment while managing vehicle saturation in coveted, high-activity areas. Portland invests surcharge fees in safe travel infrastructure, dedicated micromobility parking, and expanding equitable access to the program. The City of Charlotte implemented dynamic parking fees in lieu of standard permit fees. A reduced fee is charged for scooters placed in areas directly linked to or within walking distance of major transit stops while higher fees are charged for scooters placed in the downtown core. Fee structures and amounts should balance financial burden on the operator with desired outcomes. Likewise, fee revenue should be used to manage the shared micromobility program, ensure rider safety, and invest in equitable access programs. Portland Bureau of Transportation e-Scooter Program 27 13 Parking Management Strategies As stewards of the public right-of-way, cities continue to test and implement micromobility parking strategies that maintain the orderliness of their streets. Several cities have paired fleet maangement, physical infrastructure, digital tools, and rider education to guide where vehicles are deployed and parked. Many cities manage fleet sizes that balance reliability with order. More recently cities have shifted from artificial fleet caps to either: ● Device density between 30-40 devices per square mile, adjusted up or down depending on trip productivity ● Flexible fleet minimums that are adjusted according to key metrics, such as trips per device per day, system maintenance, and parking compliance, among others Santa Monica, Austin, and Denver converted underutilized parking spaces or on-street bike corrals into geofenced, designated shared micromobility parking zones. Other cities have used geofencing to manage where parking is not permitted. For example, Seattle disallows parking in Pike Place Market–the city’s highest pedestrian corridor. Both solutions can be paired with user incentives to encourage desired parking practices. More recently, cities have piloted universal charging stations that would allow docking of both e-bikes and e-scooters. City of Santa Monica E-Scooter Parking Corrals 28 14 Data Sharing, Management, and Open Data Cities generally require mobility providers to share trip, deployment, and baseline operations data so they can effectively manage the public right-of-way. The industry standard is to require data sharing using the Mobility Data Specification. Some cities are also requiring providers to develop open data portals or compliance dashboards to allow staff and the general public to monitor performance. In many cases, cities use program fee revenue to subscribe to micromobility data platforms that evaluate system performance and enable basic system management functions, such as real-time geofencing and drafting digital policies. As part of its permit program, San Francisco required providers to contribute to the San Francisco Shared Mobility Dashboard, which provides publicly available data on trip origins and destinations, citations, and deployment by neighborhood. Providers are also required to report on metrics that align with the city’s safety, equity, sustainability, and workforce development goals. Minneapolis also created an open data portal that tracks aggregated trip volumes, the number of idle scooters at different time points throughout the day, and even complaints at the neighborhood level. 29 15 Policy Toolkit Big Ideas The Policy Toolkit is anchored by five Big Ideas intended to realize positive community outcomes and a long-term vendor partnership. The Big Ideas, informed by the desired outcomes, objectives, and gaps identified from the policy and regulatory scan and through stakeholder engagement, guide the future direction of and regulatory methods for Bozeman’s Shared Micromobility Program. Embedded within each Big Idea is the recognition of the immense growth and change currently underway in Bozeman and with that, the real opportunity to bring forth a broader mobility platform beyond scooters and e-bikes that can grow, expand, and evolve with the community. Each Big Idea consists of an array of supportive actions, procurement strategies, and tools that have varying levels of influence on the micromobility industry and their ability to respond to community needs. For instance, if few or insufficient incentives are available to providers relative to operational exactions (e.g., fees, required deployment in equity-focused areas, etc.), mobility providers may limit deployment in certain neighborhoods to reduce operating costs. Striking the right balance, and taking into consideration the broader landscape in which micromobility providers must navigate, is imperative in attracting and retaining sustainable partnerships. Balancing Regulation and Industry Support 30 16 Big Idea 1: Broadened Regulatory Framework Currently, the overarching regulatory approach is structured such that there is one regulation for each mode, as reflected in the mode-based micromobility-related definitions within the municipal code. Creating an umbrella set of regulations that apply to many types of form factors and service models promotes innovation and enables Bozeman to adapt to changes occurring within the ever-evolving micromobility industry. The existing license agreement also provides limited guidance for how mobility providers should shape local operations in service of citywide goals. Current regulations are limited to include general provisions that establish a commercial license, insurance and licensing requirements, and authorizing the City Manager to establish and enforce the terms of operation. an outcomes-based regulatory framework that clearly defines mobility provider obligations, terms of operations, and performance metrics is a foundational step towards achieving program goals. 1.1 Enable Future Form Factors Bozeman should amend its Traffic Ordinance with a broader definition of “Micromobility” and “Motorized foot scooter.” Broadening the definition for micromobility, enables Bozeman to better prepare for and proactively govern an evolving micromobility marketplace while driving innovation. Broader, more inclusive definitions establish the foundation for a consistent, standard, and form-factor-agnostic regulatory framework that benefits staff and micromobility providers. The umbrella term must be expansive enough such that it can be applied to multiple form factor-specific licenses, thereby minimizing the administrative burden of having to amend the municipal code each time a micromobility device with slightly different shape or features is introduced. The policy should specify, at a minimum, maximum vehicle weight of no more than 1000 lbs (to enable mopeds and other light duty shared vehicles that can operate in winter conditions), propulsion type, general top-end vehicle dimensions, and top speed. Similarly, the definition for motorized foot scooter should also be updated to include a maximum weight and general vehicle elements robust enough to support shared public use. Additional caveats that differentiate motorized foot scooters from other devices powered by an electric motor (e.g., wheelchairs, mopeds, etc.) should also be included. 1.2 Update Operating Parameters within a Service Level Agreement Bozeman’s municipal code enables certain vehicles for public and shared use and should be appended to the commercial license. The service level agreement that dictates operating parameters should clearly convey operating guidance and provider responsibilities for the Shared Micromobility Program. Additional provisions and revisions to existing terms should include, at a minimum, the following: 31 17 ● Service Area - Define the service area within which a vendor may operate. The service area should include MSU, but geofenced with restrictions based on their PTD policy. ● Restricted Areas of Operation - Define areas where micromobility devices cannot be ridden (e.g., sidewalks, open space preserves, certain roadway types, along city boundaries, shared-use paths, and any restricted riding areas designated by the City Manager). ● Maximum Operating Speed - Specify the maximum operating speed and grant the City Manager the authority to designate Reduced Speed Zones where lower speed limits would apply. We recommend a maximum throttled speed of 15mph. ● Age Requirement and Helmet Use - Requirements should align with state laws. Helmets should be encouraged but not required. ● Rider Limit - Specify the maximum capacity and number of riders that the device is designed to carry. ● Parking Policy - Describe where devices must be parked (e.g., designated parking corral or hub, bike rack, outside of restricted parking zones) and how devices should be parked (e.g., parked upright such that it does not obstruct travel lanes, bike lanes, and pedestrian walkways; maintain clearance within pedestrian walkways in compliance with ADA regulations; and does not obstruct fire hydrants, curb ramps, driveways, bus stops, loading zones, or other street access points). ● Enforcement - Identify the agency (Bozeman Police Department) that will enforce parking rules, speeding, sidewalk riding, and other micromobility regulations. The Commercial Shared Micromobility Licensing Agreement should be updated to include, at a minimum, the following: ● Fleet Size - Defines the allowed minimum and maximum number of vehicles. Include assessment criteria for fleet increases (e.g., utilization, compliance, deployment in equity focus areas) and general guidance for rebalancing and fleet distribution. See Big Idea 4 for more details on right sizing the fleet for reliability and parking orderliness. ● Fees - Defines the fees applicants and permitted providers pay to the City. All fees should cover the cost for administering the program and should be commensurate with staff capacity, available resources, and the City’s commitment to sustainable mobility. Any excess fees should cover the planning, implementation, and installation of micromobility parking areas. We recommend a per vehicle fee of $50 per vehicle, assuming a fleet maximum, with incentives, of 250 vehicles. ● Deployment Policy - Determines where devices should be distributed by the operator at regular intervals (e.g., daily or at specific times). ● Geofencing Requirements - Establish use cases for limiting or restricting where riders can (or cannot) use and park devices. Typical use cases include throttling device speeds in high-traffic areas and establishing temporary geofences for special events. The City 32 18 should collaborate with MSU to pilot parking areas and restricted areas of operation on campus using no ride and throttle geofences. ● Device, Equipment and Safety Features - Require devices to include specific safety features, such as front and rear lights, reflectors, fenders, and device tag that includes customer service contact information. ● Reporting Requirements - Specify the metrics that will be used to evaluate program performance. Specify the format and frequency for which reports must be submitted to Bozeman. ● Data Request - Ensure access to accurate, high-quality data. Specify data necessary data points, the preferred data format, and the level of aggregation (e.g., by service area, neighborhood, or special zones). Require the provider to share data and communicate with the City via standardized APIs. Data should adhere to the Open Mobility Foundation’s Mobility Data Specifications (MDS). Require the provider to share a user- friendly, customizable data dashboard. ● Equity Considerations - Establish requirements to promote access amongst residents experiencing a need. This may include requiring vendors to establish a low-income discount program or dedicating a portion of their fleet in historically disinvested neighborhoods. See Big Idea 3 for recommended direction. ● Procurement and Operator Incentives - Specify financial or other types of incentives should vendors consistently meet or exceed service level agreements. Incentives may include reduced fees, fleet expansion, or opportunities to deploy in high utilization areas. Big Idea 2: Single Multi-Year Operator The Commercial Shared Micromobility License is currently open to any vendor or operator that meets the minimum requirements. The City issues the license on an annual basis to micromobility providers that meet license requirements–an approach that was commonly adopted for short-term shared micromobility pilots. While there are some advantages in supporting multiple providers for a service (e.g., access to different vehicle types and diversified risk), market demand is typically limited in communities of this size. A longer term agreement with one operator is better suited for this context and its benefits outweigh the potential downside of having access to fewer device types. These benefits include improved market attractiveness, more active program management, better compliance outcomes, greater investment in the community, and a simplified user experience. With less competition, providers will have more resources to partner with city staff to co-design a program that accomplishes operational and policy goals. The City will also have more leverage to establish stronger service level agreements in exchange for long-term predictability. The primary goal of the single multi- year operator environment is to build a lasting and rooted relationship between the City, operator, and its customers. 33 19 2.1 Shift to a Selective Procurement Process Before the next operating cycle (2024), Bozeman should transition from an open license agreement to a competitive procurement process. A fundamental first step is to begin developing an objectives-based Request for Proposals (RFP) rooted in program goals and objectives. The RFP should include language that clearly states Bozeman’s intent to work with a single, exclusive operator. In addition, the RFP should align any program goals and objectives with assessment criteria (e.g., strong compliance record, commitment to equity, multimodal fleet requirements) that will be used to select a provider. Terms should be structured such that it offers enough flexibility to attract providers with different offerings but prescriptive enough to clarify the city’s expectations for engaging in this partnership. An alternative approach that aligns with Big Idea 1.1 is to expand the types of micromobility form factors in the RFP (e.g., shared scooters, bikes, mopeds, cargo bikes, etc.) and request vendors (or vendor consortia) to provide a multimodal micromobility fleet that are or will be integrated into a single customer app. All operating parameters would apply regardless of the modes offered. The RFP evaluation criteria favor responses that provide the greatest mix of micromobility solutions (so long as they present a sound business model to support their portfolio of solutions). 2.2 Offer Incentives to Encourage Desired Behavior Incentives are key levers cities can employ to guide micromobility providers and their operations towards achieving desired outcomes. Incentives may include fleet expansion, access to high utilization areas, and discounted per vehicle fees. These incentives should be tied to program performance and compliance. Within the RFP, Bozeman should also describe any in-kind support, public subsidies, revenue sharing, or access to local partnerships and other resources the City is able to offer to demonstrate its commitment to a successful, long-term partnership with the contracted micromobility provider. Big Idea 3: Equitable Service Design For some residents and visitors, micromobility is a convenient means of getting around at a lower cost compared to driving alone. For others, it may be challenging to access these services because devices are too costly, only rentable via smartphone, unavailable in their neighborhood, or available form factors do not support daily travel needs. Some communities may be excluded from accessing the system altogether if the program is not thoughtfully designed to remove barriers. Under a single, multi-year operator contract, Bozeman has the opportunity to play a more active role in engaging the community to co-design and integrate equitable program elements. 34 20 3.1 Identify Areas of Mobility Need To tailor solutions to meet different community needs, Bozeman should perform analysis to identify neighborhoods and communities that disproportionately experience mobility challenges. This can be accomplished by analyzing the spatial distribution of different socioeconomic indicators that correlate to mobility needs. Data can be sourced from the U.S. Census, household travel surveys, and bespoke data sets such as Replica Places data. Outputs from analysis serve as a starting point to initiate dialogue between the community and the provider. Indicators to consider include: ● Median household income ● Poverty status ● Disability status ● Density of renter households ● Density of zero-vehicle households ● Proximity to high quality transit stop Once equity-focused areas are identified and vetted with the community, Bozeman should overlay fleet distribution strategies along with vendor incentives to ensure vehicles are made available in those areas, while offering direct or cross-subsidies that limit financial burden on operators. 3.2 Require Community Outreach and Engagement Bozeman should require providers to address barriers for under- and unbanked populations, those without smartphones, non-English speaking households, and low-income riders. Many providers have implemented equitable solutions in different markets, however, these solutions may not be appropriate for the Bozeman context. While these options can serve as a helpful starting point to familiarize community members of standard offerings, Bozeman should require providers to periodically conduct outreach and engagement to not only educate the community of these solutions but also gather feedback to refine program elements and tech-based solutions to better meet community needs. Providers may lean on City staff to support outreach and engagement activities. 3.3 Establish Equitable Pricing Requirement Bozeman should require providers to offer discounted pricing options for qualifying low-income residents. This may involve eliminating unlocking fees and providing a reduced per minute rate up to a certain time threshold. Bozeman should also consider working with providers to create a discounted monthly pass to reduce costs for frequent riders and identify existing federal, state, or local subsidy programs to streamline the enrollment process. 35 21 Big Idea 4: Orderly Parking Strategies Bozeman has made significant strides in maintaining the orderliness of sidewalks in high-traffic areas where micromobility utilization is high. Currently, scooters can be parked anywhere outside of Downtown, however, along major commercial corridors of downtown, riders are required to end their rides in one of 15 designated parking areas. Riders also receive a notification when they are in a no-parking zone, urging them to move out of it, however, riders can override the suggestion and still end the trip. To maintain the orderliness of the public right- of-way, and to ensure shared micromobility devices are not conflicting with other roadway users, Bozeman should formalize and expand its micromobility parking program and include an array of parking strategies and supportive physical infrastructure and digital tools. 4.1 Establish Performance-Based Fleet Sizing Bozeman should establish dynamic fleet caps, which would allow the City to increase or decrease the total number of vehicles based on performance metrics and compliance with license agreement terms. Bozeman should adjust fleet caps according to performance metrics that align with the desired outcomes of the program and city priority, such as utilization (trips per device per day), vehicle density (vehicles per square mile), system maintenance, and parking compliance. When determining the appropriate vehicle density, Bozeman should factor current and latent demand, surrounding land use contexts, and availability and proximity to other services, among others. 4.2 Formalize and Expand Micromobility Parking Program Bozeman should set clear rules and expectations on where and how devices should be stored, parked, and managed. This would require expanding the scope of the micromobility parking program as described in Ordinance 2072. The parking program should include the following elements and request prospective bidders to propose how they intend to deliver or support these strategies: ● Identify parameters for which a shared micromobility corral or other parking solution is appropriate (e.g., proximity to large employment centers, number of complaints on a given block face) ● Define thresholds for shared micromobility corral installation and removal ● Require providers to communicate, educate, and train users on how to park vehicles in shared micromobility corrals ● Collaborate with the micromobility provider to develop user incentives or penalty fees to optimize user compliance ● Create a mechanism to employers, institutions, and business owners to request a shared micromobility corral ● Establish protocols for shared micromobility corral maintenance 36 22 Bozeman should consider investing in light, supportive infrastructure (e.g. stencils, paint, and bollards) to increase the visibility of popular parking corrals and to complement geofences that are currently in place. This could also involve working with other city agencies to integrate parking corrals as part of street improvement projects. 4.3 Expand Designated Parking Zones Bozeman currently has 15 designated parking zones within downtown, however, additional parking zones will be needed outside of downtown. Bozeman should work with providers to identify additional parking zones. Bozeman can consider requiring bidders to submit a parking plan as part of their application to identify areas they believe require installing a designated parking zone. Designated parking zone locations may also be informed by trip start and end hotspots or through community and stakeholder engagement. Where feasible, Bozeman should identify designated parking zones that may also serve as designated deployment drop zones. Big Idea 5: Iterative Learning through Data Micromobility providers have access to robust, real-time datasets that cities can use to make informed policy decisions and to deepen their understanding of how people travel and to inform policy decisions. Regular reporting is also crucial in helping staff to monitor program performance and compliance. Extending access to this data, and where appropriate, making it publicly available, also builds trust between micromobility providers, regulators, stakeholders, and the general public. 5.1 Develop Data Sharing and Management Policy Bozeman should establish a data sharing agreement as part of the Shared Micromobility Program. The agreement should comply with state and federal privacy regulations and include language describing who has access to micromobility data, how the data will be used to support program operations, and how data will be shared, stored, and managed during and after the contract expires. The data sharing agreement should clearly state Bozeman’s expectations around the handling and storage of personally identifiable information. Providers should also be required to report on their policies, procedures, and practices for maintaining data security. 5.2 Establish Reporting Requirements Bozeman should establish clear reporting requirements that outline the information necessary to administer the program, the preferred reporting format, and how often data is shared with the City. At a minimum, Bozeman should require the micromobility provider to provide anonymized trip-level data at a level of detail that enables staff to monitor compliance, evaluate performance, and make informed policy and planning decisions. In addition to performance metrics, providers should report on baseline operations, which should be defined within the RFP. These might include: 37 23 ● Total number of trips ● Total number of users ● Total number of discount program enrollees ● Total number of trips ended within designated parking zones ● Average trip duration ● Average trip length ● Average daily deployments ● Total reported parking complaints ● Total reported collisions ● Quarterly customer survey results Bozeman should also collaborate with the micromobility provider to create a public-facing data portal to provide public access to micromobility data. Policy Toolkit Summary The table below summarizes the supportive actions for each Big Idea. Supportive actions are organized based on whether it should be included as part of the 2023 operating season (Near- term) or after (Long-term) as it would require additional staff capacity, funding, or legislative changes. Big Idea Supportive Action Near-term Implementation Long-term Implementation Broaden Regulatory Framework 1.1 Enable Future Form Factors X 1.2 Update Operating Parameters within a Service Level Agreement X Single Multi-year Operator 2.1 Shift to Selective Procurement Process X 2.2 Offer Incentives to Encourage Desired Behavior X Equitable Service Design 3.1 Identify Areas of Mobility Need X 3.2 Require Community Outreach and Engagement X 3.3 Establish Equitable Pricing Requirement X 38 24 Orderly Parking Strategies 4.1 Establish Performance-Based Fleet Sizing X 4.2 Formalize and Expand Micromobility Parking Program X 4.3 Expand Designated Parking Zones X Iterative Learning through Data 5.1 Develop Data Sharing and Management Policy X 5.2 Establish Reporting Requirements X 39