 All right, welcome everyone. It's the last conversation of today. Thank you so much for being here. Also, thank you to the people online for joining us. I'm gonna introduce you really briefly to all of the speakers that we have for today. And we're gonna go through some slides and we're gonna have a lot of time for Q&As towards the end since, you know, in the previous sessions, we saw a lot of people have a lot of questions and we want to be able to address some of your questions. Also for the people online, feel free to ask us as many questions as you want. We'll take a lot of time for that. So we have here Paul from Super Pedestrian. We have Lee from B-Cycle. We have Brian from Bird Scooters and we have Colin from Lyft. And Colin is gonna take us away right now with the first presentation. Thank you so much. Yep, got it, they said it took a second to start up. So hello, everybody. I'm Colin Hughes with Lyft. I manage the policy for Lyft's transit bike and scooter business. Here to talk about equity and mobility today. And I think, let's see, I think to start out, I wanna start out by acknowledging some challenges in mobility that probably micro mobility won't be able to solve. And then we're gonna talk a little bit about what Lyft is doing to try to improve on equity in micro mobility. And I'll share some data then, show you where we're at, how the systems have been working in terms of some data on mobility. And first before we get started, I was thinking what some people say, like is bike share, I think when I first started working in bike share, I really thought bike share can save the world. It's gonna give everybody access to a bike. It's gonna give everybody a way to get around cities. And I still really believe in the power of it, but I think we also have to acknowledge there's some pretty big challenges. Even starting just right now, like I was talking with some of the panelists, this is not a very equitable panel in terms of its representation, especially to talk about a topic like equity. I was talking with a lot of the folks here and we all felt a little uncomfortable about that. So I think it's just something we can start by acknowledging. We unfortunately don't even have a female president, Regina Clelly was gonna join and had to back out this morning. So, we have to think about the perspective and the position that we are in as we talk about this topic. And I think that's something we can think about as advocates, the company's mind included, who they're bringing on the team. We definitely need more diversity of perspective to solve this problem. So worth acknowledging. Another big challenge is, the way is public funding and the policy behind it. California right now spends $24 billion a year on transportation and about 550 million on bicycle and active transportation. So that's about 2% of the budget right now. And further in micromobility or bike share specifically in most cities is unsubsidized. And so it has to compete with all these other subsidized modes of travel. Those are pretty, those are difficult barriers to overcome. And then also bike infrastructure is a major challenge to achieving equity in our cities. And I just really quickly pulled a couple maps. This is a pretty simple comparison or analysis, if you will, but this is the Google bike map of Oakland where we are right now. We're right over here in downtown. There's a big area. You can see a density of bike infrastructure in the North and Western parts of the city. But you can also see a big area here where there is very little bike infrastructure. If we look at the same map where we overlay an income map on it with the red areas being the lowest income and the blue being the highest income. You can see that that same zone also has some of the lowest incomes in the city. And then when we look at another map where we have race we can see that the same zone also has the highest concentration of non-white people in the city. And so this is one, this is a definition, this is kind of definitional to inequity in mobility. And this is the kind of thing that's really hard for micromobility to overcome because if people are gonna use scooters and bikes they need a safe place to do it. Locating scooters and bikes here would be really hard for our businesses because very few people would use them. There's very few safe places to use them. So we kind of have to get the infrastructure. We have to get, first, we all, we need I think a diversity of perspectives and viewpoints to figure this out. We need to have the funding for the infrastructure and then the infrastructure that we do get needs to be put and developed equitably across our cities. So still really believe that micromobility can do a lot to improve this situation but there are some big structural hurdles that we should acknowledge along the way. So what is Lyft as one of the micromobility operators doing to try to improve equity in our cities? One of the first things we do is we have low income or equity programs. And this is to offer bike share as a highly affordable option to income eligible residents of our cities. So in the Bay Area, well, in all of our programs we have a bike share for all program. The way you qualify is if you qualify for any government assistance, assisted housing, if you qualify for SNAP or CalFresh or Muni Lifeline Transit Pass, any governmental low income program, we then consider, if you can show us proof of that, we consider you eligible for our low income membership and that is just $5 a month. Your first year is $5 for the entire year to join. It's $5 a month after that. And that gives you unlimited 45 minute trips on our bikes here for Bay Wheels, for instance. So if you're riding a classic bike, a pedal bike, you get unlimited free 45 minute trips. If you wanna take out one of our e-bikes, there's no unlock fee and it's just five cents a minute. So it's a really low cost way to get around the city. That's essentially like a 90% discount and generally gonna be cheaper than transit for most of your rides. And the impact of that in the Bay Area, pre COVID, our system here was doing extremely well for a program like this. We had 1,100 members during COVID that decreased by 60% like all of our memberships did. People weren't leaving their house. They weren't paying even for their low cost equity program. But we've been promoting this oftentimes in concert with advocacy partners and community organizations. We've got that back up now to over 800 members and it's increasing month over month. So that's a positive thing. The other thing we realized is when we can get, so when we can get people signed up for this program, they use it really heavily. The average low income rider member of our bike share program takes three and a half times more trips than a standard member. So when we can reach people with this, they find it really useful. The difficult part has often been reaching these communities and that is where oftentimes partnerships with advocates like many of the folks here in community organizations are super important because they have the community connections. They know folks. They have the trust built and they can introduce these kind of new bike share programs, get people to understand them and get them signed up and then it can be a real asset. But it's not, I think my point here is it's not as simple as just offering it. You really have to make people aware of it and reach them where they are. We also do a number of community programs. One of my favorites was a two year long partnership with LeBron James partnered with Lyft to bring bike access to youth in cities. We did that through mostly through the YMCA and so we would have LeBron come in, do an event where youth oftentimes ages 16 to 20 associated with the YMCA could come in, meet LeBron, they would get a helmet, they would get a free annual pass to the bike share system and they had to be enrolled in a youth transition program which is often aimed at about 18 year olds who are exiting high school, going on to college or entering the workforce and this became then a way for them to get around their cities. We also, during when COVID hit, this was a very difficult time I think for a lot of us operators. We, Lyft never stopped operating any of our programs, kept them up and we launched a critical workforce program so we'd partner with hospitals, large employers, front line workers, give them free access to the bikes and that program we just recently wind down. We also work with a number of community organizations here in Oakland, we did a large Lyft Up program and so worked with groups such as the Oakland Collective or sorry, East Oakland Collective and a number of the bike advocacy groups. Those are all ways that we use the community connections that those groups have to kind of reach folks and that folks who come from traditionally underserved neighborhoods and communities and help them access our program. And so those are a couple of things we've been doing. How's it now I'm talking about how it's going. This is what we, Lyft does do a demographic study every year of everybody who rides the system. We ask about race, income, a number of other socioeconomic factors. This is all available online for every market that we're in scooter or bike. And so this is what it looks like on Bay Wheels. 58% of our riders identify as a racial or ethnic minority. That is about right in the entire Bay area, 59% of the population identifies as such. This is about right equal within our service area. We are actually probably seeing over representation of ethnic and racial minorities on the system. So we think that's a positive thing that that is helping make the mobility system more equitable. We still see a little, we still see an under representation of women using the system. Our member base is about 38% female. So that is something that we still try to work on. Another I think key point is the median household income of our riders is 57,000. That's for the whole household per year. That is less than half of what the Bay area median household income is. So I think we oftentimes have a picture of bike share and micro-mobility users as predominantly probably folks that look like me, right? Like middle-aged, white professional using it. When we actually check the data, it's actually a little bit more complex than that. And we do see that the usership is more equitable than I think is oftentimes thought. And so now talking a little bit about how we think we can still improve because we don't think it's perfect. We wanna improve. One of the things right now for Bay wheels and for many of our systems is Lyft completely subsidizes the low income program. But in a couple of cities like New York and Portland, the city actually subsidizes that membership. And I think what that does, you bring more funds in in Portland and allowed us to expand the system. So and Chicago as well, where we can instead of having to be on a public assistance program, there's a higher income threshold. So you can qualify even as like a lower middle class person per day making 300% of federal poverty limit, expanding the threshold to enter a low cost program and funding it with public funds, all incentivizes more folks to join it and more folks to then use the system and ride it and enjoy those benefits of bike share being even more affordable. So public funds is a big one. Operational subsidies is again, another major subsidy. Operational subsidies is what allows if you've been to Paris, Valib is absolutely everywhere in the city and even in the lower income banlieu suburbs around the city, they have the operational funding to go into all of those neighborhoods, even the ones that are not profitable. And so that's another way that that system is made more equitable. And then system expansion as well. In Boston, the city has paid before the expansion of the system that's allowed it to quintuple in growth over that period. So a lot of this is the private sector, I think, as a private organization, we understand that if we don't have an equitable solution, we're not gonna be around the city isn't gonna see value in us. So we are doing our best, but when we can partner in both invest public and private funds towards equity, that's where we definitely see across the world much bigger returns in terms of equitable micro mobility. Just one more thing that we've been doing lately is I think, I know we have a lot of advocates in the room. We did a resilient streets program where Lyft worked with some of the best streetscape designers around the country and advocates in Minneapolis, in Washington DC, here in Oakland, a couple other cities. And we asked the advocates to say, what street do you really wanna see redesigned? And then we funded the streetscape designers to go in and make these mock-ups of what streets could look like with a better design. So here's a handful of those where they have the latest and greatest kind of crossings and bike lane infrastructure treatments. And this is one that we did. Bike East Bay advised us on this one. This is 9th and East 15th here in Oakland. So this is what it looks like currently. And then we funded some of the planning around what it could look like with some more creative and safe bike infrastructure. So those are some of the ways that we're working towards this. And I think one of the reasons we're doing work like this is because we as a company are really invested in seeing the safe infrastructure in the same way advocates are. It's one place where we really have overlapping goals. We need the safe infrastructure for the business. Cities need it for proper mobility. Citizens need it to be safe. It's I think an area where we can really work together. And so this is some of the work we're trying to do towards that end. So with that, I'll wrap it up. We're doing questions at the end, right? Yeah, okay, great. Thanks everybody. Not sure. I have to follow that. Great job, Collin. You said you're middle-aged. I'm middle-aged. You're young. Hello, everyone. Great to be with you. Paul White, I ran a group in New York City for many years called transportation alternatives. You hope you've heard of it. And I've also been involved with an organization that Collin has been involved with called the Institute for Transportation and Development Policy, ITDP. It's a mouthful. But UC Davis, what a tremendous institution. I remember when I was an intern in 1997 at ITDP, I was packing up copies of Sustainable Transport Magazine to send to Dan Sperling and his class. And what an honor that was that stuff I wrote would be shared there, but still such a fountain of wisdom. And in speaking of wisdom, there's a number of folks here in the room that I adore, but Regina couldn't be with us today, which is a bummer because populous is just doing tremendous work. One of the things we're working with populous, and I should say, so super pedestrian, we do shared e-scooters, we're in like 60 cities. We operate a fleet here in Oakland. How many folks have maybe ridden our scooters? All right. You know, I'm a biker too, and I really didn't come to the scooter world until after it had already gotten going. But like, if I have one message for you today, it's just how the question and a message, the question is really how can micro mobility and shared e-scooter companies learn from the great work that the bike movement has done? And I'm just so inspired when leaders like Dave Snyder and many others are embracing micro mobility scooters and figuring out how to grow the movement, because right now it might be a little bit similar to 1973, right, when gas prices were going through the roof and people were looking for alternatives and groups like transportation alternatives and SFBC were getting founded. And so if we're doing our job as micro mobility companies, we are activating all of these new people who are coming to share micro mobility and maybe never even ridden a bike before, right? So like that's what I wanna talk about. I was gonna tell you about this cold bear show thing that they did last night, but I'll skip it. It's kind of funny. You can check it out. Well, he was making fun of our name super pedestrian. So he was like, he was talking about this new safety feature that we have that keeps scooters off sidewalks, and keeps riders, new riders in particular from like endangering themselves. And he said, super pedestrian, that's like the Marvel character that no one cares about or. And so we were having a little fun with that. And I know my former colleagues at Bird have no stranger to being pilloried in the media, but I think scooters have sort of had their hard knocks and maybe we've gone through some hazing. And I think like there's now really, I think a focus on how can we better serve cities? How can we raise the bar for safety for everyone? And so I'm gonna talk about my survey here in a second and then I'll shut up. But first I just wanted to say one more thing about a gentleman who's in the audience, Peter Jacobson. So when I started at Transparency Alternatives in 2004, Charlie Comanoff and I did a bike ride up to the Curtin Reservoir. We went through the Rockefeller estate and we were sitting there by the banks of the Curtin Reservoir. If any of you have ridden around there, it's beautiful. And I had a lot to learn as a youngish advocate and Charlie's just legendary, right? I mean, he just like pretty much started the movement in New York City. And he was like giving me some advice and he said, the one thing you should really focus on don't get too defensive when you're trying to advocate, just get the numbers up, do whatever you can to just grow the number of people who are out there on two wheels. And he's like, do you know about PJ's law? And I'm like, what's PJ's law? I did take college physics, but I never learned PJ's law. And Peter Jacobson's law is basically like every time you triple the ambient number of vulnerable people out there, you're having the crash rate. And it's a revelation. And once people start to get that, everything that makes more people bike is a safety intervention, right? And it's just, yes, helmet laws, for example. Yeah. Yes. Yeah, but what a beautiful thing. And we really took that as far as we could, I think, in New York, but speaking of helmet laws, Seattle just repealed theirs, which is awesome. And we're very proud. We've served Seattle for, gosh, over a year now. We have, I think, 2,000 scooters in Seattle doing very well there, you know, it's hilly and our scooters are really good on the hills. And our demographics are pretty similar to yours, Colin. And I'll talk about that in a second and what we can do to change that. But so we did this great big writer survey recently. We gave people $5 of wallet bonus to encourage them to take the survey in Seattle. And we did this survey for a number of reasons. I mean, we do it for like self-interested reasons as a company trying to make a profit. We're trying to uncover insights that we can use in further RFP applications for other cities, things that might, you know, help us understand why people are choosing our scooter. But really my interest is primarily in like how can we activate scooter riders, right? Because they're having that experience that we've all had of like substandard infrastructure and why should I be risking my life just to like, you know, get to work, you know? And people don't understand advocacy inherently. We all understand it, but a lot of people who are new to being out there on car-oriented streets just don't get that it can be better. You know, it's like this is just the way it is. And so turning people on in that regard has a lot to do with interacting with them and like meeting them where they are in terms of their own advocacy journey, I guess. You know, we as operators have a responsibility for rider safety first and foremost. And so, you know, Super Pedestrian was spun out of MIT and we, you know, engineer and design our own scooters to be super safe. But this is what I wanted to talk about because we're seeing just tremendous demand in Seattle right now. Like our numbers are just through the roof. And people are telling us that it's largely because what they're seeing with gas prices and just everything being more expensive. And so, you know, our equity program in Seattle is actually really popular. I think we do like, I don't want to tell you the absolute number, but something like 30% of our trips are beginning or ending in one of the equity zones. And so we're very proud of that, but we have a long way to go. And also just thinking about how we can leverage for this gas price moment to win even more people over to micro mobility. Already we're serving. This is actually from San Diego where most of our riders are below median income in San Diego. So Colin, you talked about exploding some of the myths about, you know, our ridership. And in terms of trip purpose, I think too, there's this sense that people are riding scooters just for fun. And there's, you know, there's some of that going on. But, you know, there's a lot of work commutation. There's a lot of like meeting up with friends and social networking, which is, of course, as important as anything else in life and shopping, of course. And this is interesting. So 17.8% are taking that trip primarily to get to a bus or a train station. So this is like the first and last mile, but for low income riders in San Diego, this is twice as much. So it's like 34, if I'm doing my math right, 35% of trips among low income riders, Brian's like, you're close, not quite. So I think that's really telling. And on equity, I think the most important thing is if we run our service like a transit service and we're integrating with transit services as we are with BART and others through like in-app integrations and like physically putting our scooters near transit stops, we'll be doing a much better job. So this is what people want to see in terms of safety. And if you add up, you know, more bike lanes, protected bike lanes, wider bike lanes, far and away people understand scooter riders, of course, that infrastructure improvements are the name of the game. And this is what I'll end on. We're very proud of our partnership in Los Angeles with the LACBC. And if you were on the earlier panel, you saw me talk about this a little bit in Alejandra, certainly knows much more about it. And I think Alejandra is actually in this photograph. But the fixed sunset campaign is really reminds me of some of the campaigns back in the day in New York City, like the Queens Boulevard campaign and some of our first protected bike lane campaigns. And it's just a beautiful thing to see more of our riders getting turned on, getting politicized, joining LACBC. And that's really what I'm focused on and super pedestrian, like how can we get these riders joining their local advocacy groups, showing up for meetings, writing letters, doing all the things that we know is the only way to change the streetscape. So looking forward to the Q&A. And with that, I'll turn it over to Lee. Wow, you guys. So if you guys are middle-aged, that must make me like, I don't know, much older. Okay. And hopefully a little bit wiser, but I did stay on a holiday on the last night. So on that note. Okay. I know it's a little bit warm in here. So I thought we'd start off with a little picture from my hometown, which is back in Waterloo, Wisconsin. This is actually, Dave. This is where your brother's bike was built back in 1976. So what's unique about my being up here within this great panel is we're the only true bike share company on the panel. Everybody else is kind of a blend of bikes, scooters, or your scooters themselves. So just a little bit of perspective. We are part of Track Bicycle Corporation, which was founded back at 76. And I can't wait to see pictures of that bike and always harkens back to kind of our humble roots and the like. So B-Cycle, we've been around since 2010, which is a lot of years in this space. And many of you may know us from some of the systems we launched back in Denver, Colorado, all the way back in April of 2010, and then shortly thereafter in Boulder, Colorado. And we were a kiosk-based station, a dock-based platform that really, we set out to change the world. And here we are in 2022. And micro-mobility is like a really, really important thing in all of our communities. I'm going to keep the real high level in terms of the types of things that we've done. We've been at this since 2010, and we've had a number of different types of approaches to how do we engage with our individual communities. What's unique about B-Cycle is most of our communities are independent operators to bike-share programs. So the data that they capture, the programs that they set up, those kind of, that's their property. But we do share, we're unique in having what we call B-Cycle world where we bring our operators in. And we're sharing peer-to-peer examples of what different programs have been doing. So back in 2010, we actually did a program with the Housing Authority in Denver to allow access to the program. And that moved the needle a little bit. And every time we do something, it advances things. But I'm going to lead into two things that have really changed the landscape over the last couple of years. We got looped into finding different ways to access the program in Milwaukee and actually in Fargo, North Dakota, if you can believe it, was the first time we actually had a university student access card as the means of access to bike-share. At one time, Fargo was generating over 10 rides per bike per day on big, heavy, acoustic B-Cycle bikes. And it was just awesome. 2015, we launched in Philadelphia, and that's when we launched with the first cash-based program to provide access to a program for those that were unbanked in the city of Philadelphia. And then more recently down in LA, the tap card integration, providing access to a transit pass. And then most recently working with Transit App. Now in Las Vegas, you can actually use their software platform to access their light rail, their bus system, and their bike-share program. In the last 12 months, this really came out of the last couple of years, starting in Omaha, working with a better bike-share partnership. They actually funded the ability to check out a B-Cycle membership card at your local library and have access to the program again. So we're always looking for new and different ways to leverage access to the program and the like. We are and continue to be a station-based program. And as you'll see here, we've really shrunk the footprint. We've gone from these very large stations down to a small, individual docks. We feel that this provides security in the neighborhood for the bikes, but it also provides more important for the user predictability and access to a system and the like. Today, we are in a number of different programs, but as you see with the red dots, those are the ones. And this is really where we're seeing something that's moving the needle, and that's electrification. So the red dots are those communities that have gone 100% e-bike. And with that over the last couple of years, we all saw, I think speaking for everyone on the group here, we all did see kind of a drop in ridership back in March of 2020. And then within six weeks, we saw just a huge increase in ridership. And I think one of the points I want to leave you to say is the fact that electrification is really what is making a huge difference in our communities. And if we can provide easier means of access to these programs, meet the riders in their individual communities with a program that gives them access to that, it will change their lives and it'll change all of our businesses and the like. The other thing that's really happening is the move to mobile apps. And I'm going to just kind of take you right to the key point, going into COVID, we had about 20% of our access through the mobile app. Last year it was over 70% and actually a year to date in 2022, this is now up to 84%. So we're betting big on continuing to do kind of touchless access to our programs. So again, I wanted to keep it really high level and I can go back to the picture of the snowy barn if we want. But thank you so much. Hello everybody, thanks for your time today. Yeah, I definitely didn't dress right, did I? Woof. But anyhow, what I wanted to do is introduce you all to Burt a bit, just tell you a little bit more about Burt because a lot of people don't realize that we're not just a micromobility shared service company. We also do offer consumer products. So we're selling e-bikes today. You can find them at bike shops all around the world as well as we operate bike share and e-scooters. But walking through today, we're gonna talk a bit about our vehicle evolution, what safety features we have, a bit about accessible vehicles. That's something that sometimes gets overlooked but it's something that I'm pretty passionate about. I think micromobility and just rideshare in general isn't always a one size fits all solution. It takes different products for different people. And then I'm gonna talk a bit about some of the partnerships we have globally. That being said, this is just our mission statement but really what it's talking about is removing car traffic and reducing carbon emissions. And it's something that Burt has been doing since 2018. And for myself, I've been in micromobility Gs now about 20 years, did a startup called T3. I used to run Segway in North America for six years. So that last mile of transportation has always been near and dear to my heart. So joining Burt, it was a way to continue that mission. From that perspective and that mission, we started in 2018, we did a bit of road launching. I think people know that, but at the same time, we really disrupted the industry in terms of how people thought about micromobility and transportation in general. But from that perspective, what we really leaned in on is developing in-house technology. And like super pedestrian, we've developed in-house we have over a hundred engineers on staff from aerospace companies to automotive companies. But by developing scooters and bicycles, what we've been able to do is bring that tech and really implement new safety standards. Well, if I talk a bit about our Burt 3 and I'm not gonna make this too technical, but what a lot of people don't know is there's over 200 sensors in our scooter and six accelerometers. So what that allows you to do is do really cool things like sidewalk detection. So imagine now with really accurate GPS, you can detect where a sidewalk is, slow vehicle down, stop it. It just really creates a better safe environment for riders as well as bicycle riders. Really, it's about the pedestrian at the end of the day. That being said, we also have very redundant systems. So imagine now we have a three brake system on our scooters and our bicycles. So you have a front and rear brake and then with our throttle, just giving you a small example to do a wiper blade. So if it fails and the brakes fail, the engine brake will kick in and it actually slows you down. So we're trying to do things to really create a safer rider experience in terms of the way we implement technology. But the neat thing is, when you start looking innovation around technology, imagine our GPS now is accurate within 10 centimeters. Well, the way we do this is with sensor fusion technology. So by introducing the sensor fusion microchip that we developed with Ublox, we can now monitor our fleets at geofences. And really how it works is we take GPS preloads. We take a sensor fusion chip and then we take the GPS data and combine them all. So something that's called dead reckoning. So imagine when you're driving your car, I think people get frustrated sometimes because your GPS isn't exactly accurate. You're off by a street. Well, with this, it has something called dead reckoning. So you can preload maps. It takes like the position of the scooter. Earlier I talked about the sensors in the vehicle. Imagine now it knows the direction you're moving, the distance, the speed, and it can combine that data with the last known GPS coordinates and it's accurate within 10 centimeters. Well, that allows us to have very safe detection around sidewalks, set geofences, things to that nature. So earlier I talked about accessible vehicles. This panel, your panel is as good as the companies that are here. And I also really think associations are the same way. Well, with Bird, it's no different. I wanted to make sure we had one of the best in class accessible vehicle programs in the industry. And the way to do that is take companies that are already operating in the space and take their learnings. So this company scoot around, they're owned by a company named Will. They have 750 dealers across the United States. But now imagine if you're traveling to a city and somebody needs a power chair or a wheelchair, it's a white glove service. You can go into our app. You can select a rental. Now the device will get delivered to that person. They'll give training, explain how it works. They'll actually deliver it. And then when they're done, they'll come pick it up. Well, even the better thing is we talked about equity a bit and Bird actually subsidizes this service. So we cap it in each market to a daily amount, but you can rent a power chair for $5. So if somebody needs it, they have access to it. We also have equity programs for our scooters. I mean, healthcare workers pay zero when they ride a bird, college students, 50% discount. So we do a lot in communities to make sure that we have equitable offers. That being said, we talk about what types of transit partnerships we have in Nashville. I thought this was pretty cool because we were able to work with local transportation companies and define where to drop our scooters. And by analyzing that data, we're able to create what we call NEST. Everything's got a bird pun, sorry. It's really where our parking crowds are. But by putting that, we were able to integrate that last mile of transportation quite well. And we're also offering for students, again, discounts and really trying to create a way that it's a very affordable transportation system. So imagine with discounts in Nashville, you can take a bus ride for like $1.60 and a scooter ride for like $1.50. So your full trip is under $5. That being said, we've also incorporated quite a bit in bike share. A lot of people think about bird and they think just scooters, but if you're in San Diego or Rome, we have alternatives. So if you look on the map, you'll notice the bicycle. Well, these are again, incorporated bike infrastructure companies that are on our app. So it's a one location. Again, too, we subsidize some of the rentals. So by using bird as like a one-stop shop in certain markets, you can have access to e-bikes, bikes, accessible vehicles, scooters, whatever the need may be. That being said, I kind of blew through this, but it's late, hot. And if you have any questions, be happy to take them at the end. Thanks. There we go. Hi, everyone. I realized I didn't introduce myself earlier, but I get the chance to do that now. My name is Yaoca. I'm here as a graduate student from UC Davis. I'm also here partially because I'm working with Cal Bike. We found a partnership while I was working on my thesis and they're very excited to work on creating an environment that allows for equitable micro-mobility. So I'm here on behalf of UC Davis, but we're also working with, very closely with California Bicycle Coalition. I wanted to start with this image. It's very heavy, but I think it's a very good image to start with when we're talking about things like equity in transportation, right? So when we talk about active transportation, I'm also an active transportation advocate. We tend to talk about the fun things and the things that get us excited, but it's also good to realize that people very much rely on biking and on active transportation. In this case, this is a photo of the current situation north of the capital, Kiev in Ukraine, where people are literally biking through the rubble of the war on their bicycles. Just to realize, you know, we're not just talking about recreation here, we're also talking about very serious things. I'm not gonna go into this too much. I used to be an engineer, found my way into the social sciences. I'm currently at UC Davis. I'm originally Dutch, you can probably hear that from my accent, but I won't get into that too much. We don't have a lot of time and have a lot of slides. And I do want to give you guys time to get into the Q and A. I think this slide for me is very important. It's also something that Colin mentioned a little bit earlier. We're talking about social equity in micro mobility. And as you can see, there's a lot of men sitting here and a lot of white men sitting here. I think it's good to acknowledge, you know, some of our positionalities and biases when we're talking about these topics, right? And this is not something we typically do. We do that in research. We do acknowledge our positionality when we do research on these types of topics. But I think it would be great if we do these presentations that we include these types of slides to acknowledge this when we're talking about this. So I'm going to talk a little bit about the complexity of social equity. And with that, I highlighted intersectionality, which basically means that we are not one thing or another, right? We're not men or women. Some of us are also identifying as non-binary, but we are also other things, right? We are also people from different places in the world. We are people with different experiences. Some people have experienced trauma. And I think something very important and very challenging when we're addressing equity issues in micro-mobility is that it's very hard to distinguish these things when we're doing things like surveys. And I think I'm going to talk about that a little bit as well, standardization of surveying is something that's very complicated, right? And there's a lot of different operators here sitting in this panel, and some of these companies are doing surveys on social equity, but it's very hard to also compare data because we don't have a lot of standardization in the industry, and that's something that we're going to look at as well. But intersectionality so far, a lot of things that I've been looking at are off the record. I'm still pending IRB review, but seems to be one of the most important things when we're talking about equity because it's not mentioned in the publications. It's not mentioned when we talk about social equity. So keeping in mind, things are not that simple when we're talking about social equity. It's a lot more complex, and intersectionality is going to play a very important role in the future looking at social equity. So what I'm doing is a thesis on bridging the gap between government and the private sector to better serve disadvantaged communities. And I started out with Dave and Kelbaik talking about, can we do something for people in terms of social equity within micro-bility, looking at shared scooter and shared bike services in California? And we basically discovered that there are a lot of things we need to look at prior to starting with a pilot program or starting with providing another economic center for people to enroll into these types of systems. So that's what our research is really going to focus on. And I think to really quickly mention this, my first understanding when I got into micro-ability being Dutch was slightly different. I was familiar with a system that started in 2003 called the Oveefeet, which stands for open bar for four feets and that literally means in Dutch, translated to English, public transportation bicycle. So that was my knowledge of micro-ability. When I got into this field, I found out that we're not really talking about public transportation when we're talking about shared bikes and shared scooter services. So that's where I needed to reevaluate a little bit where we're currently at with micro-ability. I also referred to the operators a lot as TNCs. And I found out I cannot do that. TNCs, so for those of you who don't know what that is, it's the Transportation Network Corporations. Currently in the legislation or the way it's written, when we're talking about transportation network corporations, we're really looking at automobile-focused operators and industries. And I think that's something where these operators we're sitting here at this panel should be included when we're talking about transportation network corporations, because currently we're just saying service providers. But they're doing a lot more than that. They're really involved in the entire operation of these systems. So that's something that I had to reevaluate as well and kind of take a step back. I put some images here of the trolley systems back in the 1930s. Those transitions from being private to public. I'm not going to compare the current state of micro-ability to doing the same thing. I'm not saying we're going to transform all these bike and scooter systems into something that's government-owned. But I do think we're at a very interesting point right now, where the collaboration between government and the private sector is getting complex. But it's also getting very interesting. And that's why we're doing this research. I'll go through this really quick, because I'm taking too much time. But currently the responsibilities of these service providers are quite a lot. They're addressing social equity issues, but they are having to spend a lot of money on that as well. And that's where I've talked to some of the service providers also off-record. I'm still pending IRB review. And they're saying we need more funding. We need more money to be able to do some of these things and to actually address some of these issues. And in some cases, they're saying we need more help from government. But of course, that gets very complicated as well. I think something that's really important to recognize is that these service providers are not the solution to solving all of our problems in the built environment. They have not created them. They have existed prior to these micro-ability service providers being here, being at the table. But they are a tool or means to an end. And that's where we can embrace the partnerships with the operators and service providers, work better with them to undo some of the injustice and some of the issues we've created when it comes to being equitable in the built environment. Some deliberate and some not deliberate. Lots of issues to solve there. So I put this quote here. I won't read it out loud. You guys can see it. I think what's really important here is that we could recognize these micro-ability services as a form of public transportation or at least have some kind of conversation around this because we are talking about a lot of issues in the built environment and we're trying to address these, but we probably would need public money to address those which comes with a lot of public responsibilities as well. These are some of the things that the operators are currently already doing. I won't name all of them because there's a lot. But it includes reducing the risk, providing universal basic transportation services. There's a lot of pilot programs. There's a lot of rethinking enforcement. A lot of these companies are providing GPS data and we are really in the transportation industry, the pioneer in providing open data. And I think that's a very important point as well, right? Sharing data and being transparent is also a part of being equitable. And these are some of the things that could still change or where we have more opportunity to do a little bit more. So using the data to reshape our cities, linking these to social programs, Colin talked about things like food stamps, you know, making it easier for people to enroll into these systems, I think is a huge key point of providing equitable programs. And I think that's where we also need to have those conversations. And it's not always that easy, right? It's, we all know that these processes can be very slow, but these are conversations that we need to continue to have. I had some images for some conversation, but I won't go through all of them also for sake of time. Sorry that Link was the one that ended up, we have fall here from super pedestrian with all the fallen scooters. But at least they did have a lot of scooters which allows people to ride in groups, which a car could have served there or somebody deliberately knocked them over. But the point is there are still some, you know, some obvious issues, some issues that you can recognize in the streets, right? With scooters laying around, bicycles not being in their, in their docks if they're docked systems, but there's also a lot of issues that we don't see. And that's the one that we want to focus on who is not using these systems, who's not benefiting from these systems. And I think I just want to show off my photograph skills on this image right here. You know, people can create their own ways to make public transportation or micro-mobility services cheaper, right? Standing with two people on one scooters is maybe not the way we're supposed to ride these scooters, but it is cheaper than riding with one person. So only focusing on economic incentives, you know, is something that we don't necessarily need to do. There's a lot of other things we can do. And I think listening to the community is one thing. These are my own photos, just wanted to highlight that. And then just an overview. This is what we're doing. We're doing some empirical literature analysis and we're also doing expert interviews. And that's where I would like to invite any of you if you feel very strongly about this topic, feel free to send me an email, feel free to contact Cal Bike. Of course, there's some things that we have to comply with since this is gonna be IRB approved. It's gonna be anonymous. But I would love to have your input on how we can make micro-mobility more equitable. And then I'll end with this quote. I used a quote from one of my favorite urban planners. My background is in urban planning. An endless number of green buildings don't make a sustainable city. And in our case, an endless number of equitable solutions don't make shared micro-mobility necessarily equitable. And that was a funny thought. We don't want these scooters to end up behind dumpsters because then nobody can use them, right? So these are some things that we need to work on. Thank you so much. So and that said, we'll go into the Q and A. I'm sure you guys have lots of questions. I also realized it's very hot. So if you guys wanna take a breather, feel free to do so. I think, do we have, shall we start with the online questions if we have any of those? No, not yet? Okay, let's do the in-person questions first. Thank you. Thanks. Hi, I'm Michelle. I don't know how to phrase this question, but oh, I don't like seeing myself up there. Weird, okay. I'm curious and all of you can answer this and it's also kind of a funny question because I'm asking a panel of men about this thing. But Colin, you mentioned that you have low ridership or I guess slightly low ridership for female or women riding lifts. I don't know if you have others have data on that. I'm curious if you know why. I'm also gonna make a small assumption and so this is like a multi-fold question, I'm sorry. And I'm not here to start a helmet debate but I'm curious if any of the ride shares provide helmets. I don't typically use the scooters so I don't know if they do. And if not, why not? And do you think that contributes? And just I'm asking that as a woman who likes to wear a bike helmet. So curious just about all your thoughts about female ridership, about safety, about providing safety precautions, any thoughts? Thanks. Second, there we go. Yeah, awkward question since our female panelist wasn't able to make it and would in many ways be more qualified answer. So yeah, I think our slide show, we have about 40% of our ridership is female. Obviously it'd be about 50% if it was fully equitable, gender-wise. I do know that that is observed both through shared bikes and I believe actually the proportion of women riding like if you just went out and did a count anywhere in the country, it'd be a little bit lower than that. So in some cases, bike share has improved. You could say bike share has improved the gender gap in cycling. I think we've probably seen that in all of these shared technologies because again, you don't need to identify as a cyclist and own a bike for that. But there's still obviously a gap to make up why. I've read lots of different things about it I don't know if there's like, if there's like, I'd be curious to hear other, your thoughts, other people's thoughts. I think oftentimes there's, I can tell you like a couple of issues I've heard and one is physical security, like safety perceptions are different from men and women both for the practice of cycling but also just for being in public space. So that's I think one part of it. I think I've also heard that there's different norms around like can you show up at work sweaty or dress and things like that for commuting that might affect some people. So I think there's a, and then actually another one is women I think are oftentimes tasked with trip chaining or the types of trips, like many women don't just go to work. They drop kids off or run women often I think make more trip chain trips. That's like a data point. And if you're doing that, a bike share might be more difficult, might not carry the things you need to carry. And so, those could all be factors there. And then your question about helmets. I bike shared here, brought my own helmet. I often do that. I think bike, and it gets to actually the point that Paul raised and Peter's rule where the bike share rules, I'm sorry, helmet laws can really discourage people. They make you feel like they position, I think the act of cycling as an inherently unsafe activity. And it's also like one more piece of gear you need. So I think those things can dissuade cycling. And when you dissuade cycling, you actually make it less safe. So it's... But if you provided a helmet. Why we don't provide. Okay. Yeah, we don't. It's difficult. I've seen a couple of models where they've tried it in Seattle, which that bike share system ultimately went under. And I think Australia also has helmet laws and bike share there has, I don't think there's any bike shares in Australia that have kind of anywhere near the ridership. We would need to keep on going here. So I'll pass it on. Sorry, just to clarify. It's just that people don't want to wear a helmet or if there's a helmet provided, they don't want to use bike share. Or it's just not, it doesn't make sense. Like people aren't using them no matter what. Yes, you know. Right. So we have a couple of programs at Bird. We give away a free helmet to anybody that wants one. So you can go in the app and just register and get them. We also have a lot of community engagement in every city that we work in. We, I think just in San Diego alone last year, we gave away 10,000 helmets just to give you a reference. When you talk about making the helmet, like attached to the scooter, there are some cities that do it. In Tel Aviv, we have a flourishing ride share business and we actually have a lock on it and a helmet. So it's all Bluetooth connected. When you start your ride, it requires the helmet. Every city's different. Regs are different all around the world. The other thing that has been happening lately that we've noticed is like in the city of Miami, we have what's called the helmet selfie. So we've actually written AI into our app. So in order to start the ride, you have to hold up your phone. It looks at you. It actually knows if you have a helmet on or not and it will not start the ride without it. So there's certain things cities are doing to include it. I know that's around scooters. Bicycles is a little bit different, but regulations are different in every market. That's what we've noticed. But I guess maybe just to give the bicycle perspective, there's been a number of different attempts of providing helmets over the years, probably the most famous is the one up in Seattle where you picked up a clean helmet and one basket. And when you got done with your ride, you dropped it in another basket. And it was a significant operational challenge. And when you've got a big head like mine, those helmets didn't fit. So it sat up on the top of my head. Being with a bike company, we do a lot of messaging on our bikes, on our apps. Like Brian was saying, we also, in a lot of our programs, we will have an activation program where if you sign up for access, you get a free helmet and the likes. We definitely encourage ridership. Messaging that we have been putting out has people in photos with helmets, but having a helmet at each bike, if I've come off that bike, I've been riding for half an hour. I'm a pretty lathered up. You're probably not gonna wanna grab my helmet and put it on your head. So I'll leave it there. Paul? Oh, I guess I'll be the last white guy to comment on that question. Thank you. I think maybe the best thing I can say is to point you to Sarah Kaufman at NYU, who's been doing amazing research and just drawing more awareness to the pink tax, to the gender gap, just the whole intersection of gender and transportation. And I think it was her research, and we also did some of this at Transportation Alternatives where you see what happens when you build a proper bike facility and you get gender parity like you might see in Amsterdam or other places where, and it may also be true, I'm just gonna take a leap of faith here and utter what might be a gross stereotype, but it might be true that men are more prone to disregard their own safety or maybe not be as susceptible to other kinds of dangers as, and so yeah, I think infrastructure, I think to call on to your point about trip chaining and the dual role that women often play as heads of household and red winners in having to do a lot of trips, we're finding that our past programs, like so if we give people ride all you want for like a day or whatever, you see more gender parity there. And then I think too, just hiring women, elevating women in positions of leadership, I report to this amazing woman, Haya, who I actually used to work with at Bird and now we're both at Super Pedestrian and there's a cultural shift. And Jeanette Sadekhan, who I work with a lot in New York City, has I think done a lot to change the culture and transportation, which is a very male dominated field. And now if you look at the women in positions of power, like in Jersey City, Barca Patel is doing amazing protected bike lanes throughout Jersey City and you see parity, we're getting closer. Thank you for that question. Any other questions? Right here, yeah. There's two over here. All right, I'll start over here. Just have a question for Bird, which is I don't think you mentioned why, but I'm curious why you guys are adding bikes to the fleet when you guys were basically the genesis of scooters. Great question. So imagine like last mile transportation is a bullseye chart and you look at the very middle of it, it's that last mile. Well, there's needs for different distances. So when you start looking at the next ring, it's like three to five miles. So you look at the next ring, it might be five to 25 miles, whatever it is. But what we looked at is one, yeah, we operate in over 400 cities around the world, but we realized that there's a definite need for greater distances. And in addition to that, we realized we couldn't operate everywhere, but how do we bring our mission forward? So we started developing products we can sell and we developed consumer products and sold those. And then in terms of bicycles, we realized with our user base, we just in the US, we have about 20 million subscribers. And we realized that there was, in surveying them, there was a request to go to greater distances and we started introducing bicycles as a result. But now we have bicycles in multiple cities in the US and Europe and Tel Aviv, quite a few different places now. Quick follow up is, do you see a difference in the rider profiles between your scooters and your bikes? Yeah, I didn't really comment on the gender differences. We're about 46% female now in terms of a ridership on e-scooters. Maybe something has to do with their helmet giveaways, I don't know, but we do market quite heavily to all genders. And on the bicycle side, it's still early data, but it's definitely more male than female. What about income level? On the income side, I actually haven't seen the data on the bicycles yet, but on the scooter side, the average medium income was below 50,000, is what we noticed. Good questions. First of all, yeah, I see what you mean about being on the screen, it's a weird feeling. It was a great exchange about the gender piece a minute ago and it made me think to last night's short film, Biking While Black, and just particularly the fear of being profiled and overpoliced, keeping black people in the context of the film from biking as widely or as much as they otherwise want to. And it just made me think, I know this may not feel like a natural fit, but do your companies or do you think they will have any kind of role in the advocacy space around police trainings about profiling? Cause I can see it indirectly feeding into larger ridership, which is for sort of like the business case or what's a pretty social like and kind of the human rights issue. But like, is that any kind of internal talking of your companies? Cause I could see it being a link, yeah. Yeah, maybe I'll start and then add around. So with operating permits, as you start setting up, bike share and ride share in general, there's usually a commercial offer element. And a lot of what we do is offer the city's options in terms of what we're going to do in community engagement. And a lot of the things you just mentioned, we do offer, but we also want to be meaningful to the community and make sure that, not only are we giving free rides, but we're building infrastructure. So we do do that. We also are, we have very good guidelines at Bird in terms of diversity hiring. That's something that we practice. And we talk about inclusivity in terms of our company. You need different voices and different points of view and when you're making decisions. And that's something that we practice quite well, like from hiring to making financial decisions to what cities we're going to roll out, to what investments we're going to make in equity or community involvement. But that's a little bit from Bird, maybe I'll pass it. Sure. Yeah, I mean, I think good question and it's a difficult topic. I think the lift, I can say, understands kind of the space that it's in in terms of putting these vehicles on the street, trying to both reach communities of color as well as other underserved communities and both to improve the equity of who uses the scooter, also how the face of the company is and who we're hiring. I think like as we saw many events of the last year, Lyft has tried to activate around convey messages of support to communities of color. In terms of policing, which I think your question got to, it's not something that I think we are, we have very like direct interaction with. But for instance, when micromobility often faces issues of theft, for instance, we work very closely with police departments when we can to, we're kind of wary of using enforcement strategies. That's been like something that we've tried to be very mindful of. When we do have a theft problem that there wouldn't, we wouldn't see enforcement in that, we wouldn't want there to be heavy enforcement by police there because we understand some of the trip ups that happen and some of the unfairness in the way that police enforce. Yeah, I'm not sure, I'm kind of not really sure what else to add there. Did you mean like, are you thinking of when people ride, whether they're pulled over by police more often? Yeah, I mean, that was more worth from talking about. It's great to have a five to $5 a year fee, but if I'm afraid I want to stop at a police, the dollar amount doesn't matter, you know? And is that kind of a different, yeah. So that's what I... Yeah, right, like the phenomenon of biking while black. I don't think we found a great way, I think we understand that as an issue. I don't think we found a great way to interact or improve on it, but it's something we're aware of and something that I think as a community, I'm not sure we can fully solve that, but I think as a community, it's something that we have to be aware of and mindful of. Anybody else? I'll just take a quick couple of minutes, just a little bit about what we're doing. So, B-Cycle got started in 2010. I think I was employee number two and three at that time. And in a lot of ways we're remaking our company. Like Paul said, I actually report to a lady named Morgan Raymaker who came out of our operations team there in Madison. And she's now tasked with basically developing the future of B-Cycle. So as an organization, Trekk has a very active focus on doing more. I think the key thing, every one of our systems really reflects the communities that they're in, whether these are owned by B-Cycle or local organizations, there's always close neighborhood contact that those systems have. And we try and reinforce that from kind of a head office standpoint. But again, it's all about getting as much of the community involved, interacting with local law enforcement, the like, as much as we can. And again, it is a challenging area, but we're doing our very, very best to try and understand what the headwinds are and hopefully develop some really positive tailwinds. Paul? Yeah, so I don't know if I have much more to add. It's work in progress. There have been a couple of really high profile scooting while black incidents. There was one in the UK and I think one in Hartford a couple of years ago. We're trying to be honest about how we engage with the issue and try to translate that into our hiring practices. The decision we made early on to be a company that would only hire W-2 employees and not use gig, I think was a good one in terms of like showing communities that we're having a meaningful presence and we actually wanna be here for the long-term and we wanna like, provide meaningful long-term employment and that's made a difference in a lot of our cities. But yeah, it's ongoing. Yeah, I certainly appreciate the complexity and no one can solve it fully but everyone has a role in their own space. So thank you. Oh, that was a great question. Yeah, question over there. And I saw we also have online questions. Oh, okay. So one of the biggest groups of users of micro-mobility outside of the shared space is commercial cyclists and we saw that in New York in a huge way and you see that to a lesser extent here but people using scooters and electric bikes and there's some companies like Zoom-O and other things that are sort of on the edge of being shared and I'm wondering if, I mean, I know also that the communities doing that are generally people coming from marginalized communities or people of color very often, almost never women but then I'm wondering if that's some demographic that your companies have at all engaged with or have plans to engage with or if there's just too many barriers there for working with commercial delivery people. No, we actively engage in that now. We're constantly looking at ways to like give people an opportunity to make us a very livable wage. So in that regard, we like in Europe we have a very big practice of that right now in terms of the delivery community. In the United States, it hasn't taken off as much but it's really about the differences in infrastructure in cities too. And if you're operating these scooters we talked about, you know, why bikes? Well, one of the reasons that we don't see it in scooters is it's kind of difficult to go five miles away on a scooter with a backpack of food and deliver it if you're talking food delivery where in Europe everything's very centralized and six blocks is not a big deal. But that's what we've noticed maybe. I don't have any metrics but I do know we operate the city of Philadelphia and again, without a lot of detail I do know that food delivery, many delivery people found it easier to get around on e-bikes. So the pretty high percentage of our initial rentals there were people actually checking an e-bike out and using it for food delivery. But we have had a couple of interesting approaches in terms of maybe utilizing our equipment in that market but nothing is, you know, substantial in the end. So at Lyft we know that food delivery workers are using the bikes. I think especially some of our equity members actually where that's a lower rate and so they're able to take the bike out and use it. We don't have a program that specifically works with them. We've looked at it and it didn't seem to really work super well with our vehicle or like our current service plan just because we're trying to keep the bikes also available to the users. But I did San Francisco, the city of San Francisco is doing an e-bike delivery driver pilot program. They are going to be supplying bikes to drivers and I've been kind of like consulting with them just because we have like obviously e-bike operations experience. So letting them know like, okay, how are you going to handle battery swaps? Like how long do you think a shift is? And so I'm excited to see how that turns out. And I think they're going to offer free or very low cost rentals of the e-bikes of a city owned e-bike fleet. So it's SF Department of Environment that's doing it. Thank you so much. And we still have some time. Yeah, question in the back. And then we'll then we'll jump to the online questions. Thank you all. I want to acknowledge that no doubt you're all aware of a lot of the original controversies and problems with all of the services and the equipment you've had. I've been following it for many years, having worked 20 years directly in San Francisco and witnessed it. I don't appreciate what you all have been trying to do to eliminate some of that. But it's been brought up already. I think I didn't quite hear exactly what the answer was, but will you or do you encourage nonprofits and city agencies to utilize your particular apps and equipment, software, et cetera, perhaps even in a franchise model so that they can actually offer e-bike scooters, et cetera, micro-mobility solutions to their communities directly through them. And it was brought up libraries, et cetera. I was specifically asked about that from my community. And I'm wondering if you have some sort of a franchisee where the nonprofit slash public agency can operate your systems. Yeah, I can start out. Lyft does do that. So obviously Lyft operates. So there's different operating models. Many of the systems we operate are under a city name and under different types of public-private partnerships. So Bay Wheels here is obviously operated by Lyft on Lyft equipment. And in that case Lyft owns the equipment and operates it. And we have an agreement with the five cities, five of the cities in the Bay area. Maybe one that's a little bit more like what you're thinking of would be Washington, D.C. where the city actually, we obviously developed the equipment but we sell it to the city. So the city owns the stations, they own the bikes and then we operate it. And that system, the city is carrying most of the financial risk. So for instance, COVID hits, revenue goes way down. In Washington, D.C., the city is carrying that risk. In San Francisco, the operator is. So in Washington, D.C., they've invested more in the system. They're carrying more risk in the system but that also gives them a higher degree of control over the system. They can make the decisions because they're carrying that risk. In a model where, you know, Lyft as an operator in the Bay area carries all the risk, you know, we can't, we have to, we have more control over how the system's operated because, you know, you generally want, whoever carrying the risk gets kind of control over the operations, right? No business could sign on to operate a system if they didn't have control over how it would be operated. So, you know, there's all these different public-private models from, you know, there's only a couple of systems in the world that are actually publicly owned and operated. Montreal, you could kind of argue as one, although it's not as clear-cut as that. There's a couple in China. Most are different types of public-private partnerships and I think now I'll pass the mic, but you know, some of the other models are just permits where we just have a permit to operate. You know, we could come or go as we please, you know, in the Bay area, we have control over the operations, but we are here until 2027 and we, you know, we have a contract that requires that and requires certain levels of like 11 different KPIs and service levels that we have to adhere to. So just different tiers of like investment, control, risk. I think just to kind of echo what Colin shared with you, that kind of applies to the B-Cycle program. We are kind of breaking some of the rules in terms of what we're doing. We actually are currently working with a group down in the San Gabriel Valley, down near Los Angeles and they, the Council of Governments, their SGV cog was able to obtain some funding from Sacramento, which has allowed them to bring in an inventory of over 800 B bikes and 40 cargo bikes that are going to be deployed to residents of the San Gabriel Valley, El Monte, Alhambra, those types of cities where people will be able to get access to these bikes at a reduced cost for an extended period of time. So it is in a way shared micro mobility, but their objective is to hopefully change behavior by getting people onto electrically assisted vehicles and the like. So we're going to be, we're really excited about this opportunity because it's kind of different from what we've done and we believe there's a huge upside with this. Okay, thank you. I think we have time for two or so more quick questions. Now we got one right here. One thing I find cycling is the danger because the roads are kind of dangerous. I mean, I've crashed on bike lanes because there are potholes or ruts in there. That's one. And the other one, these e-bikes are difficult to carry large, medium side packages or children. And that might discourage people. Yeah, so the quick slide I showed on what our riders care about in terms of traffic safety, bike lanes far and away, biggest thing. Second biggest is smooth pavement, right? Which is also an issue for cyclists. The kinds of new generation, next generation sensor fusion, you know, GPS more granular understanding of where that vehicle is, how it's moving. It really allows some really interesting insights into helping cities target infrastructure improvement. For example, if we see that only a few of our riders are swerving at a particular location, we could attribute that to like, you know, another motorist or, you know, some things are random. But if a lot of our riders are swerving at a particular location, that probably points to some kind of infrastructure, you know, problem that needs to be solved. Similarly with sidewalk riding, as has been pointed out, sometimes in most of the time, probably it's a survival strategy, right? There isn't proper infrastructure there. And so if we're seeing a preponderance of riders behaving a certain way, that's really a great clue for the city. So looking forward to like helping cities like zero in on sort of where their infrastructure dollars can make the most difference for improving that experience. All right, let's do a last question. And then we'll, after this, there's a rooftop. I was quickly checking the schedule. There's a rooftop reception. And then after that, the California Bicycle Summit after party. And it was really hot. Yeah, we did. So there was a question over here somewhere. Oh, so do we have in-person questions? No. Okay, we'll do the last question. It'll be the online question. And then we'll call it a day and then we grab some beers or whatever is after this and cool down a little bit. A warning from municipalities or public agencies contracting for bike sharing facility studies based on Monterey County Mount County's experience out of town contracts entirely left out the largest city Salinas, which is well over one-third of the county's population even though the goal was to serve needs of residents as well as visitors. Instead, contracts that's focused on Monterey and the Tulsa tourist areas. Be sure contracting agency of the municipality. That's a really long question. Yeah, be sure to contact this window. I think we go towards the end. There will be the question, yeah. Be sure to contracting agency municipality is wasting money by failing to emphasize to the contractors what the local needs are. So I guess it's the difference between tourist and local needs. Let's just start on that one. Yeah. So I think I get where the question's going. It's saying like, you know, some there are plenty of bike share systems like the old system in Miami for instance was only along the coast, wasn't really set up for commuters or for residents. It was kind of like a vacation. It was very much like a tourist bike share system not utilitarian. And we've seen other cities, you know, adopt bike share systems like that. I think the reason they often do that is because they can find an operator who says, yeah, I'll set up just in the most profitable tourist, popular tourist area. And it doesn't cost the city or municipality or county or whoever the contracting agent is any money. And so they're willing to go along with that. And I think I would agree with what the comment that was in there, which is essentially like, you know, I think advocates cities should be looking out and saying, you know, hey, we don't just want a system that serves tourists or oftentimes we don't just want it to be downtown. We want this to be broad and we want it to serve the city and community more equitably. And you know, from the, and then the operator perspective is that's a, you know, great. Sometimes depends how big you want it. Sometimes that then might also require public investment. And so that's I think the two sides of the coin. All right, thank you so much. Thank you all. Big round of applause for the speakers and thank you for the people online. Feel free to contact us if you have any questions. Thank you.