@DrTaraGoddard @DavidZipper@drchrischerry It's certainly the case that scooters have way higher rates of adoption from people who never used urban micromobility before. It's part of why the industry grew so quickly, but also tends to confound a lot of research in various directions.
@DavidZipper@brianvan The problem is the very existence of the debate. Whether micromobility can live up to rigorous sustainability standards is a worthy question - but why must bikes/scooter riders "prove" they are carbon-negative to be allowed on the road, when no one else has to?
@DavidZipper@KMRalph Excellent! I would also urge a shift in victim-oriented fatality framing. That is - it wasn't a bike death, or a scooter death, or a pedestrian death, it was a car death, because that, and not the victim's mode of transportation, was the relevant precipitating factor.
@DavidZipper As the person who helped write/pass most of these laws ... sorry! I'd add that DUI, age limits, and vehicle specs are esp. inconsistent - e.g., for max speed, some limit to 25, 24, 20, 19, or 15mph, some have no limit, and some impose it on the user (instead of the manufacturer).
@reillybrennan@DavidZipper@ryankcroft@euwyn@sanjaydastoor@lynsie @carolinesampo @soylaura_miller @debsarctica@tchu88@brezina When we ask our riders what would make them ride Birds (shared or private) more, we hear the exact same 3 issues in almost every city: 1) better bike lanes, 2) more availability/parking, 3) lower price. Any micromobility policy doc **must** start with those three issues.