College Station council hears push for safer micromobility rules, more coordination with Texas A&M

Jesse Damola, planner with the city's Planning and Development Services department, told the City Council on June 11 that micromobility devices — electric scooters, e-bikes and similar lightweight electric conveyances — have become more common around the university and are producing more crashes concentrated at intersections and near campus.

Damola said the Texas Transportation Code separates micro‑mobility into categories (bicycles, three e‑bike classes, e‑scooters and other “personal assistive devices”) and that local governments can prohibit sidewalk operation only if they provide an alternate facility, such as a bike path. He presented five design and policy approaches the city could pursue: protected or wider bike lanes, pedestrian signal phasing and leading‑pedestrian intervals at busy crossings, dismount zones for congested campus areas, education and encouragement programs (brand example: “20 is plenty”) and targeted enforcement.

“Many of these crashes are occurring at or near intersections,” Damola said, citing local crash data compiled for the city’s Active Transportation Master Plan. He recommended a mix of low‑cost, immediate actions — education campaigns, signage and selective signal adjustments — together with longer‑term infrastructure work.

Councilmembers pressed staff on enforceability and coordination. Councilmember [Miss Yansy] suggested a joint framework with Texas A&M so students and residents see one set of expectations when they move between city streets and campus; Damola confirmed the university has given presentations to city staff and that the city and campus are talking about shared goals and shared funding for near‑campus improvements.

Police and public‑safety representatives urged caution about new enforcement rules. Sergeant Hy (Traffic Sergeant, College Station Police Department) told the council that state law already requires lights on motor‑assisted scooters at night. But officers said enforcement challenges remain for behavioral issues such as distracted riding (headphones) and helmet use, which staff said are best addressed through education and selective enforcement rather than broad new ordinances.

Councilmembers said they favored quick, lower‑cost pilots — public education, targeted signal timing, and dismount zones in Northgate during peak hours — and asked staff to return with prioritized, fundable steps. City staff emphasized the need to align any curbside or sidewalk restrictions with viable alternative routes (bike lanes or multi‑use paths) and to ensure consistent signage and messaging with the university and campus enforcement partners.

What happens next: staff will use the Active Transportation Master Plan to select near‑term demonstration projects and return to Council with cost estimates and draft regulations or education materials for approval.