In 2013, CaBi set a record of 11,368 trips during the CBF and then broke that a few days later for a record of 11,372. Last year, they broke the record on Friday with 11,551 and then on Saurday with 15,746.
[City officials] agreed [January 14th] to help pay for the Downtown Bicycle Network, a $1.2 million grid of routes.
The network will include what is expected to be the city's best bike lane: a 2.6-mile stretch of Maryland Avenue called a "cycle track," [a.ka. a Protected Bike Lane (PBL)] in which bicyclists will be protected from traffic by a buffer of parked cars.
On Wednesday, the Board of Estimates approved spending about $300,000 to help pay for the project. Money from a federal program will cover the rest.
[City Transportation Director William Johnson] expects construction to begin as soon as winter is over, with completion by the end of the year.
The spending approved Wednesday includes $240,000 for Toole Design Group LLC to help to create the Maryland Avenue Cycle Track, a north-south bike lane, and five connecting east-west lanes on Centre, Monument, Madison, Preston and Biddle streets. The project was initially slated for completion last year, but was delayed while city officials did additional traffic analysis.
The board also approved $52,000 for McCormick Taylor Inc. to do other work on the network.
Baltimore has 100 miles of on-street bike lanes, though few are protected by buffers and many stretches are not connected. The city also has 39 miles of off-road trails. The city is working to create another cycle track on Mount Royal Avenue and to launch a bike-sharing program.
Capital Bikeshare station ridership was found significantly associated with Metrorail ridership. Results show that a 10% increase in bicycle sharing ridership will lead to 2.8% increase in transit ridership. This result is crucial for the current TOD development. With easier access to transit station, bikeshare program will provide higher access to “first mile” and “last mile” of transit.
The resulting conclusions are that
Adding bicycle sharing stations in TOD areas and densify station network are strategies for cultivating successful program in urban areas.
The O-D analysis demonstrated the success of adding new stations in Alexander and Arlington, VA, thus the demand in suburbia for bicycle sharing.
Bing proximate to transit stations is the key role for the CaBi program’s success in these two areas. Therefore, the co-location of major transit stations and Cabi stations should be prioritized when considering expanding CaBi program to suburbs in the future.
in terms of analysis framework for modeling and predicting bicycling/bicycle sharing use, transit usage shouldn’t be neglected (though, the authors note that it often is).
The regression results show that the bikeshare program has begun to alter people’s travel behavior by providing options to access public transit.
Additionally, on seasonal impacts the study adds numbers to things we probably would've guessed to be true.
It is observed that the summer season, despite the hot weather, the number of trips are higher, making the second and third quarters the seasons with highest trips. This could be a result of many factors, such as increased number of tourists in the region in summer months, preference to be outdoors in the summer time. The significant increase in bicycle sharing trips in the Tidal Basin and the National Mall in the third quarter to more than 1,000 trips while it remained lower in the rest of year suggests that recreational trips has a role in the increase.
One exception to this finding that the warmer weather induces more bikeshare ridership is universities. American University, located in the Northeast D.C., has been an important origin/destination for bicycle sharing trips between Van Ness-UDC Metro and Dupont Circle stations. In each of the first and fourth quarters, more than 100 trips were generated. However, the number of bikeshare trips dropped below 100 trips in the second and third quarters. One explanation could be that university students are major users of Capital Bicycle\ sharing program and during the summer, the ridership dramatically decreases since students leave the city for the summer
It’s official: Alta Bicycle Share, the company that runs Citi Bike, has a new owner, an infusion of cash, and a fresh face at the top — longtime transit executive Jay Walder.
What about the other Alta bike-share cities? “Look, it’s the first day for me. We don’t have all the answers,” Walder said. “Arrangements in each city are a little bit different.” Walder said he will be traveling to each of the cities where Alta does business to work out a plan for each system with local transportation officials.
But for Capital Bikeshare, the deal can probably only be good news. Bikeshare's expansion ground to a halt this year after Alta's main equipment supplier filed for bankruptcy, leaving D.C. without a way to procure new bikes and docks.
Janessa Graves, the author of the bikeshare helmet study showing that the percentage of injuries that were head injuries for cyclists went up in bikeshare cities, responded to criticism of the study. That criticism focused on the fact that the study's raw data showed that total head injuries and total injuries both went down in bike share cities, even though the rate of head injuries went down less than other injuries.
The study’s lead researcher, Janessa Graves of Washington State University’s College of Nursing, said in an email that these numbers don’t tell the whole story, which is why the researchers focused on proportion.
“Evaluating crude numbers alone, without considering the underlying population or denominator (e.g. number of riders in each city), is not entirely appropriate, even when we assume ridership increased,” she writes. “We did not have those numbers for this study, so could not evaluate the NUMBER or RATE [emphasis hers] of injuries. That is why we looked at proportions and risk.”
Graves adds that because her team did not know whether ridership increased, decreased or stayed the same in cities with bike-shares, they were reluctant to extrapolate. The total number of injuries may have gone down, but what of the total biker population?
Some critics of the study, she states “assume that the number of cyclists increased in bike-share cities and likely stayed the same in non-bike-share cities, however, we do not know this for certain. That is why we could not look at this outcome.”
Rachel Dovey concludes that
Shares would be wise to implement policies based on the higher proportion of brain injuries reported.
I'm not sure that is true, because looking at only the percentage without considering the denominator is just as bad (if not worse) as looking at the numerator without considering the denominator.
Shares should be interested in ways to improve safety. I'm just not sure what the most cost-effective way is to do that, and I don't think this study gives any direction on that.
According to the terms of that still-tentative agreement, REQX Ventures, a company run by individuals affiliated with Equinox and Related Companies (the real estate company that owns Equinox) would buy at least 51-percent of the Portland-based company.
That would effectively give REQX control over bike-share operations not only in New York City, but also in Toronto, Chicago, Columbus, Chattanooga, Boston, the Bay Area, Washington and Melbourne, Australia.
As a result, cities have to "rebalance" bikes by, well, truck. Someone must come along periodically and rearrange the supply to meet the shifting demand. This is a significant expense for bikeshare systems (not to mention an asterisk against their reputation for low-carbon transportation).
But rebalancing is not that big an asterisk. Capital Bikeshare in 2011-2012 had 3 Sprinter vans and some SUVs, which for Cabi's 2nd year [September 2011-September 2012] wracked up just above 320mi/day for rebalancing vehicles, or around 117,000 miles for the year (thanks to Josh Moskowitz for running the numbers for me, which I have been sitting on for nearly two years now). In addition they drove their tech vehicles about 30,000 miles for the year. The Sprinters get about 16 mpg (and the other vehicles probably better mileage) which means that CaBi burned about 9,187 gallons of gasoline in year two.
According to the EPA calculator, that's the equivalent amount of CO2 (81.2 metric tons) produced by 17.2 average passenger cars in a year. Meanwhile, CaBi reduced driving enough to cut 3.7 million pounds of CO2 (1678 metric tons). Meaning that the rebalancing only gives back about 5% of the savings.
Alternative fuel and even human-powered redistribution vehicles are deployed elsewhere, and especially if operations are used to substitute for additional capacity, it is important that CaBi ensure that it minimize its environmental impact....CaBi should purchase and operate a varied fleet of redistribution vehicles, with the goal of deploying the lowest impact vehicle necessary to adequately service a particular node of the system
"We wouldn’t have a viable business if cellphone penetration wasn’t approaching 100 percent in the United States," Corey Owens, [Company's] head of global public policy, recently told me in response to criticism that the company can only serve those with a credit card and a smartphone. "And credit cards – that’s an arc-of-history problem, where eventually we will get to a place where, regardless of payment method, anyone can use the service. You’ll have more and more people who are banked, and [we] will figure out other payment options."
The Post has a couple of helmet articles today, one about why you should wear a helmet and the other about why bikeshare doesn't provide them.
The first article argues that since an overwhelming majority of cyclist deaths between 1994 and 2010 involved cyclists who were not helmets, that is all you need to know to know that you should always wear a helmet. There is a case to be made for wearing a helmet (I usually do and I think you're probably better off doing so), but this isn't it. Rather than write a reply, I'll just point you to Crikey's excellent comment:
While I do recommend wearing helmets, this pie chart proves nothing. The pertinent fact would be the percent who wear helmets and their relative survival rate, not the overall relative survival rate. What's more, a more rigorous look at the actual research shows a statistically significant but fairly modest, and overall somewhat unclear, impact on head injuries. Finally, helmet design is done in accordance with federal standards that have not kept up with the findings of more recent studies. It's possible that helmets could be much better, but there is no incentive, and some disincentive, to making them so.
this data is based on Police Accident Reports and many of these do not include a separate entry for bike helmet use. So the FARS data is based on the crash narrative. If no information is given, it should be listed as unknown.
Unfortunately, it appears that nearly all of these cases that should have been coded as "unknown" (including a considerable number where the bicyclist actually was using a helmet, but such usage was either never noted or overlooked in the narrative) were instead coded as "not used"
One strong indicator that the FARS bicycle helmet use data should not be fully trusted is the fact that the "unknowns" are so few in number. It is simply not credible that a low priority data element such as bicycle helmet use would have a precision associated with it that is a factor of 20 better than that seen for much higher priority data elements such as seat belt or motorcycle helmet use (0.5% "unknowns" vs. 11% or 10%)
The second article, by child-of-rabid-R.E.M.-fans Leonard Bernstein, is a pretty alarmist article about not wearing helmets on Capital Bikeshare. He relies largely on the stat debunked above and the somewhat discredited, but widely repeated 1989 study. You can read about the criticism of that study here. Even the NHTSA has admitted that the study isn't robust enough to meet the standards of the Data Quality Act.
Though he starts with the claim that the stats on bicycle helmets are abundantly clear, he undermines his whole case that bikeshare riders need helmets later on.
In four years, there have been no reports of a major injury to a Nice Ride Minnesota cyclist, Dossett said, and no head injuries at all. Much the same is true for Washington’s Capital Bikeshare program, which has had fewer than 100 reported crashes since 2010, despite 6.8 million bike trips, said Kim Lucas, the program manager.
And his claim that "Seattle and Boston have found ways around" the problems related to providing bikeshare users with helmets is not accurate. They have programs they are going to try. They have not shown that they will solve the problem, or that the helmet vending business is worth the expense.
Holly Houser, executive director of Pronto Cycle Share in Seattle, said the helmet vending machines added about $850,000 to the $4.4 million that will be spent on bicycles, docking stations and other equipment.
“It would be much easier if we did not have the mandatory helmet law,” she said. “We all know that.”
Seattle's bike share system will be the first in the US to go into place in a city with a mandatory helmet law. We'll see how much that impacts ridership.
The answer to the question raised by the second article "Why don't bikeshare programs provide helmets?" is pretty clearly that, since injuries are so rare, it isn't worth the price.
If you missed today's interview of Gabe Klein, you can listen to it online or read the transcript. It's really a very good interview and Klein knows as much as anyone about the issues. There's not much that's new in there about bikesharing, but it's a pretty good recap of everything from SmartBike through the start of Capital Bikeshare, with discussions of Divvy, Citibike and the future of bikesharing.