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“We still find scooters in our fountains,” Goodwin, executive director of the Indiana War Memorials in Indianapolis, told 【 - Free Join Group 】 Business. “We find them in the canal. We find them strewn all over the sidewalks.”

In the Wild West of transportation, no one knows what to do about scooters. Theyappeared suddenly in many cities, triggering complaints of clutter and blocked sidewalks. When ridden, scooters emerged as sidewalk bullies — fast enough to unsettle pedestrians and create safety issues. But force scooters into the streets and they are slow and vulnerable amid two-ton vehicles, not to mention potholes that can swallow small tires.

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“It’s definitely a learning experience,” said Noelle LeVeaux, executive director of Uptown Dallas, a business improvement organization that manages the neighborhood’s public spaces. “We don’t have a lot of good data. So much is anecdotal, that’s the biggest issue.”

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LeVeaux’s group initially welcomed scooter riding on its sidewalks. They seemed like a safe place for new riders to use the scooters, LeVeaux said. But Uptown Dallas soon saw the pedestrian safety issues of sidewalk riding and flipped its position. Now it’s reconsidering if scooters, which can reach speeds as fast as 15 mph, should be ridden at night.Atlanta banned nighttime ridingthis summer following a string of scooter deaths.

Other cities have totally banned scooters, with lingering memories of how Uber stormed onto their streets and created long-lasting challenges for local governments.

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Earlier this year, Scoot, a San Francisco-based subsidiary of Bird, restricted parking in Chinatown and the Tenderloin, a neighborhood with a significant homeless population. It said the decision resulted from narrow sidewalks, and concerns raised by the local community groups.

Groups were divided over a ban. Fernando Pujals, spokesperson for the Tenderloin Community Benefit District, said he reached out to Scoot about crowded sidewalk concerns, but didn’t want a ban.

“People should be given just as much access as somebody in an affluent neighborhood,” he said. “Our recommendation was how to bring scooters into the neighborhood in a thoughtful way that would encourage ridership.”

Charlotte, North Carolina’s government has tried to juggle promoting scooters as a complement to transit, while making sure scooters don’t end up clogging stations full of pedestrians — or falling on tracks. It’s had scooter companies use GPS to block off the stations. Some have gone further, including blockingnearby streets. Bird has even restricted parking around the city’s downtown transportation center, which takes up an entire block and is adjacent to a light rail stop. Bird declined to explain the policy.

Just because there are restrictions, doesn’t mean they’re actually enforced. Bird’s app warns riders when they’re in a no parking zone, and urges them to move out of it. But a rider can override the suggestion and still end the trip.

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One question in managing scooters is whether to treat them like bicycles or regulate them more strictly. Increasingly, distinctions are being drawn in response to more complaints and concerns about scooters than bicycles.

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In classic scooter regulation form, company responses vary widely. Some have taken no action. Others have placed no-parking and no-riding bans over the entire Wharf, and nearby streets.

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Either companies find fixes that win over investors and the public, or history may remember shared scooters as a fad.

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