Now that Alameda County has moved into the Orange Tier of COVID-19 threat, a modicum of activity is moving from virtual to physical. Among the casualties of the pandemic, indoor gatherings were visibly eradicated and outdoor recreational opportunities were also severely restricted. One program impacted was the pilot shared bicycle HOPR system and its one-year trial operation in Fremont.
This “micromobility” is designed to alleviate single person automobile traffic with a shared use concept. The idea of mobility for the “first/last mile” transportation from mass transit to a final destination is a major motivation for shared single use vehicles. Established stations provide vehicles for temporary, short-term rental while drop-off is allowed in any city-approved parking area. While the initial Fremont HOPR program involved pedal bicycles, the new proposed service envisions expansion to include pedal bicycles, electric-assisted bicycles and electric scooters.
Although there are many qualified and responsible bicycle riders sharing the road with motor vehicles and the Vision Zero program has expanded protected bicycle lanes, some riders have shown an interesting, sometimes disconcerting, perspective of their responsibility as well as ignorance of traffic rules and courtesy. The staff report supporting authorization of $200,000 Metropolitan Transportation Commission grant funds toward shared HOPR services with CycleHop LLC (plus $50,000 toward city staff administration), includes little data to support continuation and expansion except a desire for a solution to mobility concerns and use of grant funds.
Before granting the service agreement proposed at the April 6, 2021 city council meeting, there are a few questions to be answered. Are there any controls or conditions for those who use the service, especially motorized vehicles? What is the frequency and quality of repair, pick-up and maintenance of the vehicles? The only bid for Fremont came from CycleHop LLC, established in 2011, based in Miami Beach, Florida. Just as much of the transportation sector has suffered from the pandemic, according to the staff report, the micro-transportation industry has been subject to economic vagaries and “consolidation and contraction” as well. A Dun & Bradstreet overview reports that the HOPR system is currently servicing 15 cities or campuses with 36 employees and reported sales of $605,056. How stable is this provider?
Agreement with the intent of this program is easy to understand and support. However, the practical applications are a bit murky. As “micro” modes of transportation become more accessible to the general public, the question of responsible use and control is an important consideration. Who and how will use be monitored? What criteria will be used to judge the quality and effectiveness of the service? What responsibilities and legal ramifications are borne by users, providers and shared with the city? What are the consequences if someone abuses the system, disregarding rules and regulations? Who judges the safety and quality of vehicles in operation?
Initiating a service of 50 pedal bicycles, 100 electric bicycles and 100 electric scooters can be a consequential benefit to a segment of the population, yet also poses a challenge that could threaten the Vision Zero concept of reducing traffic accidents as well. It is incumbent on city council and staff to have answers to some basic questions before initiating the program. Hopefully at the April 6, 2021 council meeting answers will be forthcoming.