Bicycling
Bikeshare intensity maps can inform expansion choices
Tomorrow evening, DDOT is holding their public meeting on Capital Bikeshare expansion. Where should new stations go? Maps showing the current usage patterns can help us think about how to expand the system.
Photo by jaymallinphotos on Flickr.
To what extent should CaBi add stations in the core, where current usage is heaviest and stations are most often empty or full? What about at the periphery, where usage is light today, but where the low density of stations might be the cause and more stations could bring in more users?
What about expanding stations versus adding more? This morning, Capital Bikeshare announced they'd moved the station at 17th and L to 17th and K, right near another station at the same corner. That let the station grow by 4 docks, but some people will have to walk one more block to reach a station. Several people aren't happy about the change. Others debated whether it's better to have more stations spread out evenly or more super-nodes with large numbers of bikes and docks?
Last month, Lydia DePillis posted data data for Capital Bikeshare usage. I created some maps grouping stations by how often they're used.
I used Bikeshare station names to place the map markers, so they may not be exact. The first map shows all the stations that get an average of 50 trips (a trip is an origination or termination) or more per day. Dupont Circle is in blue, because it gets more than 100.
What's interesting about this map is that near Dupont Circle, there is a tight cluster of 10 heavily used stations. While there were many caveats to SmartBike, it makes me wonder if that system, with its mere 10 stations, would have succeeded if it had served this area The next map shows all stations with 25 trips per day:
This includes one station in Arlington, and might be considered the core of the system. Because there are few trips between Arlington and DC, it might make sense to treat the two areas as two systems. But clearly, where CaBi is concerned, the Crystal City Metro station is the Dupont Circle of Arlington.
Next are stations getting at least 12.5 trips per day:
These stations are, as you'd expect, all located farther from the CBD than the heavier used ones, with the possible exception of the one at 19th Street and E Street.
The next map is all stations that see 6.25 trips per day or more:
This really fills out Crystal City and upper Northwest.
Next are stations with at least 3.125 trips per day.
These stations finish out Crystal City and account for the stations near Catholic University, among a few others.
Finally, here are all of the stations. The ones used fewer than 3 times a day are light purple. I left two off the map, at Foggy Bottom Metro and Nannie Helen Burroughs & Minnesota Ave NE, because they were either not installed or not operable most of the time.
With the exception of the White House station, which is behind a security perimeter and one station in Edgewood, the light purple stations are all east of the Anacostia River.
Of course we'd expect the stations in the middle to be used the most. Likewise is true of Metro. That doesn't mean that the peripheral bikeshare stations or Metro stations aren't useful.
Additionally, much of this data has changed or will change as new stations are installed. However, this visualization should help demonstrate what Capital Bikeshare stations see the most and least usage.
What priorities should DDOT use to expand the system? You can weigh in at the meeting, Wednesday May 25, 6-8 pm at 441 4th Street NW (One Judiciary Square), room 1107, or email ddot.bikeshare@dc.gov.
Crossposted at the Washcycle.
David C is an operations engineer with NASA. A former Peace Corps Volunteer and former Texan (where he wrote for the Daily Texan), he's lived in the DC area since 1997. David is a cycling advocate and also writes the WashCycle. 
Comments
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I've been harping on this for a while, but the maps do point out:
1. The utter failure of bikeshare E-O-T-R. Pull those stations and use them where more needed. Or at least pull the bikes.
2. The challenge Arlington will face going forward. Most of the CC stations are being used between 3 and 6 times a day. Will R-B be better. I suspect a little, but how many will be used 25 times a day?
3. Just to reinforce point 1, I calculated that the secret WH station was being more used than all of the E-O-T-R stations combined,
by charlie on May 24, 2011 2:47 pm
1. The utter failure of bikeshare E-O-T-R. Pull those stations and use them where more needed. Or at least pull the bikes.
agreed
by charlie chaplin on May 24, 2011 2:55 pm
by Redline SOS on May 24, 2011 2:55 pm
I have noticed that it seems the Edgewood station is busier over the last month and I wonder if that is actually true. And if the same may be true for EOTR.
by Sally on May 24, 2011 2:55 pm
by Shipsa01 on May 24, 2011 3:00 pm
There are already 2 stations close to Federal Triangle, a giant one on 10th st, and one at the Wilson Building.
by James on May 24, 2011 3:04 pm
by James on May 24, 2011 3:06 pm
We can also use some fuzzy math to figure out how much revenue each trip generates for the system. That wouldn't be a bad thing to figure out -- if we guess $1/trip, the Dupont station will pay for itself fairly quickly, while EOTR will be a money-drain forever.
by andrew on May 24, 2011 3:08 pm
by jeff on May 24, 2011 3:13 pm
To address your point 1: it makes technical sense, but not political sense. I'd love for residents EOTR to use the stations, but they need to be there for people to ask questions. In addition, they should be there at the very least to ensure their CMs feel as though their communities are being served and to build some political support for the system's expansion in areas of currently-heavy use.
by OctaviusIII on May 24, 2011 3:14 pm
Why not double up a Cabi station at a Metro entrance/federal agency building? Two birds, one stone.
by Redline SOS on May 24, 2011 3:15 pm
by SJE on May 24, 2011 3:16 pm
Imagine a round trip from Stadium-Armory to Union Station and back. This map will show 1 trip at Stadium, and 1 trip at Union Station. But both trips only exist because there was a station at Stadium-Armory. Remove the Stadium station, and you'll also see a loss at Union Station too.
by JDAntos on May 24, 2011 3:17 pm
As for expansion, I'd suggest to add stations near places where stations get full or empty a lot, as well as expanding at the borders. Go more north in DC, and follow the orange and blue lines in VA.
I suspect that 'outer' stations are less used because there are less places you can go from there. Every trip has to end at another station.
by Jasper on May 24, 2011 3:22 pm
@James; it will be very interesting to see the Rosslyn data. I'd ridden in several times. It is quite doable for me (rosslyn to 21 and m, or rosslyn to farragut west). What isn't fun is the other way -- not really sure I want to climb the Rosslyn hill in a cabi bike.
@ OctaviusIII; so, it is worth spending $400,000 to let black people know they can use bikeshare? That seems like a waste.
by charlie on May 24, 2011 3:29 pm
I understand that it's a bikesharing system and that you can't expect there to be bikes available all the time. But what, then, is a reasonable expectation that a bike be available? 50% of the time? 25%? Right now, I'm at zero.
by Adam L on May 24, 2011 3:32 pm
The 14th & R station is too small for it's heavy usage. I always check online for bike availability before I go as it's empty or full way too much.
by Tom Coumaris on May 24, 2011 4:03 pm
Locations: I'm working with DDOT to see if we can address some of the issues that are under their control. Mainly identifying who are the potential users of Cabi & is there a station near them. For example, trying to get a station closer to Fairfax Village/Ft Davis and Benning Heights areas where there is a higher density of people AND a higher concentration of middle income 20-30 somethings. This has been the more vocal groups advocating for stations (and bike lanes/racks).
We have destination stations, but we don't have origination stations. For example, a few of us in Fairfax Village/Ft Davis want to hang out at Ft Dupont Park where there is a Cabi Station, but we don't have a Cabi by us, so the station at Ft Dupont does us no good. There are people in Benning Heights who want to CaBi to Benning Library. There is a station at the library, but not the Benning metro where they live.
Membership: I would be interested to see the membership numbers EOTR post the Living Social CaBi membership deal. I knew a few neighbors that purchased memberships, but I don't know if they activated. I would also like to see memberships by EOTR neighborhood (or census tract) than by zip code. Are the members concentrated in a neighborhood and does that neighborhood have a CaBi?
by Veronica O. Davis (Ms V) on May 24, 2011 4:13 pm
by jj on May 24, 2011 4:21 pm
Has there been any attempt at correlation like this?
by Larchie on May 24, 2011 4:39 pm
It's worth spending $600,000 for the stations, advertising, and EOTR location optimization. It's not just bikeshare, mind you, but biking in general. It's excersise in a community with poor nutrition; it's cheap freedom of movement in a community with poor transit coverage and tight budgets. Bikes are most assuredly not a panacea, but there are a number of positive indirect benefits. The fact that bikeshare isn't getting used is definitely not a reason to give up. At the very least, we should at least try to push the culture. Aren't we always talking about "encouraging people" to use XYZ mode anyway?
by OctaviusIII on May 24, 2011 4:50 pm
It's suffering from the Smartbike problem: useful if you have a station exactly at your origin, and exactly at your destination, but not that useful if you have to walk a long way out of your way to get to the stations.
But it's fun to have charlie be the first comment on every CaBi article with "rip out bikeshare EOTR!!!!"
by MLD on May 24, 2011 5:02 pm
EOTR zip codes:
20019
20020
20032
bikeshare members (before Living Social)
20019: 5
20020: 29
20032: 4
My own zip (22209) in Rosslyn: 29 members, and there wasn't even a station there.
by charlie on May 24, 2011 5:21 pm
by charlie on May 24, 2011 5:26 pm
by Dean on May 24, 2011 6:20 pm
Around where I live (Adams Morgan), the bike stations get cleaned out by commuters early on, limiting the number of bikes available. If you increased the number of bikes available, you would increase the number of trips from stations in Adams Morgan (and similar inner city residential areas), but I don't think it would help, because the bikes are never going to 'naturally' circulate back to these neighborhoods because of the commuter effect.
by renegade09 on May 24, 2011 6:31 pm
1. The utter failure of bikeshare E-O-T-R. Pull those stations and use them where more needed. Or at least pull the bikes.
I starting to agree. Crossing the Anacostia may have been a bridge to far for Cabi at this time. I think maybe they need to reassess and perhaps put a deadline on that experiment.
The beauty of the system is that it is highly configurable. Dud station locations are to be expected as part of the learning experience.
Perhaps when better bike access has been established EOTR and the street car is in operation the system and naturally expand in that direction.
P.S. - to GGW folks: Your Captcha is hte most annoying one I have every come across. I sometimes have to ask for a dozen of so challenges before finding one I'm willing to try!
by JeffB on May 24, 2011 9:14 pm
by Veronica O. Davis (Ms V) on May 24, 2011 9:19 pm
There's always going to be a commuter effect. The good thing is that commuters follow relatively predictable patterns. The problem is that the way the bike re-balancing currently works where Alta's vans crisscross the city playing a cat-and-mouse game to keep stations balanced. Some recommendations:
1. Immediately implement a rewards system or other contest to encourage CaBi members to balance bikes on their own. I have a feeling that this could be highly effective.
2. Do not re-balance outer stations during rush hour. During the morning and evening, Alta's vans should service only the most frequently used stations. This is just a logical allocation of limited resources.
3. An effort should be made to put in very large stations (most likely near neighborhood Metro stations) to act as localized distribution hubs. Then, use one or more vans to move bikes only between downtown and the outer hub stations while the other vans redistribute from those hubs to the smaller stations within that hub's area. This eliminates the need for every van to do the odd cat-and-mouse re-balancing game that forces the crews back-and-forth across the city.
by Adam L on May 24, 2011 9:57 pm
If you add additional stations EOTR I guarantee you will see increased usage of both current stations and new ones. Plus if stations are taken out of those type of areas you could see a significant, worthwhile, backlash.
by H Street Landlord on May 24, 2011 10:38 pm
This data is also limited by weather - winter usage may be different than summer usage when tourists increase; and start-up changes - there have been days with more trips than the entire month of September.
Larchie, I think what you're looking for is here
by David C on May 24, 2011 10:41 pm
bikesharebubbles.appspot.com/cabi.html
I abandoned it quickly and never made a key or included an explanation, so here it goes:
Location of each bubble is the location of a bikeshare station. The diameter of each bubble is the total ridership over the course of the recorded data. The interior number indicates the difference between originating trips and terminating trips. The color indicates the same value. Deep red means that a great many more trips originated from that stations while blue indicates that many more trips arrived than left that station. As the bubble turns yellow, this means that the difference between types of trips is almost zero and the station has a balance of originating and terminating trips.
A few observations:
It is pretty easy to see that people regularly ride out of the upper northwest and not back. I can come up with a couple of theories as to why. Turn on the terrain view and you will see that these stations are higher in elevation than most of the other stations. Maybe people ride downhill but choose to take other modes of transportation back.
A theory from a friend is that people choose to ride to work in the morning, but don't ride back the opposite direction in the afternoon when they are tired.
What I can't determine is whether ridership is higher where stations are highly concentrated (as the graph seems to suggest) or whether the areas where there is high ridership simply have higher density than areas with low ridership. I think that using a visualization that adjusts for station size might reveal more on this subject.
Maybe my visualization will add something to the discussion about how and where to place bikeshare stations.
by Gilbert W on May 24, 2011 11:37 pm
by Lucy on May 25, 2011 8:03 am
I agree a more granular approach to the data would reveal an interesting pattern in 20020. But here the thing: bikeshare isn't about just where you live -- it is also about where you work. Out of the 150,000 people who live EOTR, you'd expect more than 40 to sign up.
One larger point: those 8 station could be use more effectively elsewhere.
by charlie on May 25, 2011 8:05 am
It appears their methods rely on census data only for population density and employment density. According to that page they don't try to break down demographic groups any further. The rest is weighted by availability of other bike infrastructure (lanes and trails) and transit availability.
by Larchie on May 25, 2011 8:14 am
Dean's idea of why aren't bikestations being dropped on 15th is key. That's where bikeshare can really scale up. I don't like the idea of losing parking spots -- and I hate bikeshare on the street -- but on 15th you might not have a choice.
by charlie on May 25, 2011 8:17 am
To adapt the words of Remy Munsafi (Arlington Rap Guy)
"Rosslyn... I hate [biking] up these hills"
Shift down to first gear, hop out of the saddle, and POWER! It does take a bit to get a 50 LB bike up the big hills but that is some pretty low gearing in the CaBi.
by James on May 25, 2011 8:33 am
Low usage on the periphery of any transportation network is not rationale, in of itself, to abandon the edges. These stations should be evaluated in terms of their contribution to the network.
by JDAntos on May 25, 2011 9:36 am
by David C on May 25, 2011 9:47 am
I certainly see your point in terms of future Arlington stations. What will be the "core" station in R-B? You've got the Rosslyn-Courthouse hill to climb, and I don't see many users going from Clarendon to Georgetown. Rosslyn to Crystal City?
Off the top of my head, based on the data, there were something like 600+ times the stations EOTR were used. That's isn't a a core/peripheral issue. That is just NOT being used.
Again, I don't think you should be expected to use the stations where you live (as oppose to where you work) but that means the 40 cabi users EOTR used their "home stations" about than 15 times each.
Or, if Ms. V is a regular user, and used it one way for two months, that is one user generating about 10% of the usage EOTR. (40 trips, 2 stations = 80 station uses = 7.5% of all EOTR usage)
by charlie on May 25, 2011 9:49 am
by Melissa on May 25, 2011 10:13 am
You're not required (though you are encouraged) to wear a helmet while on CaBi. I've seen some interesting discussions on this topic on the DCist comment threads. Some say that since the bikes aren't that fast the only real danger is getting hit by a car, and a helmet will only help you so much there, and since you don't put on a helmet when crossing the street, why would you feel the need to when biking? There's also a school of thought that the best thing for biker safety is more bikers, and requiring helmets would discourage biking, thus defeating the safety goal. Personally speaking, if I know I'm going to be riding I take my helmet, but not having a helmet won't stop me from riding.
by Steven Yates on May 25, 2011 10:32 am
I'm curious as to what your gut tells you what kind of ridership EotR would have with more stations (assuming optimal placement). Say, if they put in the same number of stations they have in Crystal City, would you get half the ridership?
by Steven Yates on May 25, 2011 10:39 am
Why would you compare EotR to Crystal City? They are completely different places - EotR is mostly residential, medium to low density, etc. Crystal City is much higher density, mixed use, etc.
A better comparison would be other CaBi stations on the fringe of the existing network, such as those in Ward 4 or those in northern Ward 3. And the EotR stations have significant disadvantages to those stations - namely, poor cycling connections across the river. Once the local portion of the 11th Street bridge is open, I think that will make biking across the river much easier. None of the other connections across the river are all that pleasant to do on a bike, either.
Likewise, the solution is more stations, not fewer. Charlie's suggestion to remove the EotR stations is a non-starter and he knows it.
by Alex B. on May 25, 2011 10:50 am
I have found that while my commuting usage of CaBi has gone down, I'm using it as much (if not more) now for short trips in the middle of the workday/on weekends, to zip to happy hours, etc.
by Jacques on May 25, 2011 10:54 am
The major source of helmet-related safety data has been Australia - looking at injury rates before and after mandatory helmet laws were enacted.
Here's one example: http://www.cycle-helmets.com/helmet_analysis.html
The main consensus from these studies is that 1) bicycling declined a lot (30+%) due to the laws and 2) injury rates did not decrease. Why? Bicycling declined because people hate wearing helmets, and injury rates stayed the same probably for a few reasons: fewer cyclists on the roads (less visible/apparent to cars), people may ride more dangerously when wearing a helmet, and helmets may not really be that effective in preventing injuries (especially head rotation that results in concussions).
There are much better ways to "be safe" than wearing a helmet. Choose routes with less and slower car traffic, pay attention to your surroundings at all times, ride defensively, etc etc.
by MLD on May 25, 2011 11:09 am
I just used Crystal City as an example. I wouldn't expect it EotR to have the same ridership for the reasons you mentioned and also because EotR doesn't have the same bicycling infrastructure that CC does. I agree that removing the EotR stations is a political nonstarter, I was just trying to get a feel of what we can reasonably expect from further expansion EotR and decide whether it's worth it.
by Steven Yates on May 25, 2011 11:45 am
It's certainly worth trying - Veronica has identified several key locations EotR that would make sense in building out the network.
Combine that with, say, a station at the soon to be streetcar terminus at Oklahoma and Benning so that you can continue a trip via bike across the river (until the Benning Road portion is up and running), and with more stations you'll have a much better shot at achieving critical mass where you both have enough users and enough logical trip links/combinations to make it worthwhile.
by Alex B. on May 25, 2011 11:51 am
While I'm sure more stations will equal more ridership EotR, I think the salient question is whether those stations would increase ridership more somewhere else. I guess on some level the decision depends on what the goal of CaBi is. If it's to increase ridership as efficiently as possible, you'd probably want to add capacity in the Dupont circle area. If you are trying to increase the geographic reach, maybe you add them EotR, or maybe you add them in Upper Northwest or out from Brookland. That was sort of the point of my original question, to gauge how successful CaBi can be EotR. But right now the I think the data would suggest that further expansion EotR would not be the most efficient use of resources.
by Steven Yates on May 25, 2011 12:26 pm
For one of the locations we are trying to get the station that was located at Penn-Branch (but temporary out of order) relocated to Fairfax Village/Ft Davis. If we are successful that would be a zero-sum. Benning Metro would be an additional station.
Like Alex said, I'd expect our numbers to be more comparable to the fringe neighborhoods in Ward 3 and 4. If we can get the station at Fairfax Village/Fort Davis, my ANC Commissioner and I have committed going door-to-door to get residents to sign-up.
by Veronica O. Davis (Ms V) on May 25, 2011 1:05 pm
Wow. Now that is political blackmail. Let EOTR have bikeshare or we knife the baby?
" program a fighting change by location stations in area where there is a market?"
CABI gave it a fighting chance. It isn't wanted there, and use the stations (and bikes) where they are needed.
I suggest a rescue trip over to EOTR to remove all the bikes and bring them to safe, loving home back in DC.
"Like Alex said, I'd expect our numbers to be more comparable to the fringe neighborhoods in Ward 3 and 4."
Except they are not. They are just NOT being used.
Penn and Minn: 222 total trips
Anacostia: 201
MLK: 167
Good hope : 130
Minn Ave. metro: 62
Benning : 56
Nannie Helen Burroughs: 14
That is running about a third of the usage in the ward 3 and 4 spots:
Michigan ave: 850
12th and Newton: 653
As I said, the secret White House station gets used more than everything EOTR. Combined.
Based on those numbers, Ms. V may be the ONLY regular user of the MLK good hope station.
by charlie on May 25, 2011 1:25 pm
CABI gave it a fighting chance. It isn't wanted there, and use the stations (and bikes) where they are needed.
Not really.
The challenge here is being east of the river - not culturally, but physically. That physical barrier means that the EotR stations are essentially a system on their own, unlike any other part of the system within DC.
by Alex B. on May 25, 2011 1:29 pm
But by any standard, bikeshare EOTR is a waste and a failure. I'm not sure exactly when that data was generated, but eyeballing it (assuming 180 days of data) that is about 3 station usages a day -- or a little more than 1 bike a day being used.
by charlie on May 25, 2011 1:34 pm
I live and work EOTR. I would use the system a lot more if there was a station by my house. Many of the higher income, bike lovers do not have a station near them.
I've only used Good Hope station once. My regular station is Minn-Penn Ave SE.
A note about the stations.... Nannie Helen Burroughs has been out of commission since the fall. Benning Library & Minn Ave Metro are across the street from each other.
by Veronica O. Davis (Ms V) on May 25, 2011 1:37 pm
I assume by saying Benning and Minn ave metro are "close" they should be counted as one. Fair enough. And sorry about the nannie burroughs -- cut and pasting.
So, for the record, based on that data, we've got:
Penn and Minn: 222 total trips
Anacostia: 201
MLK: 167
Good hope : 130
Anacosita Library: 156 (I forgot this one)
Randle and Minn: 60
Minn Ave. metro + benning road: 118
There were 389 times the stations at MLK good hope and Minn ave stations were used in this period. IN all honestly, how much of that traffic was just you? And remember, that is counting both when you take a bike out and return it -- so 2 hits every trip. If you did 30 trips, that is almost 10% of the entire traffic for those two stations.
At a minimum, moving the Randle and one of the (minn ave metro or bening road) station out of EOTR would be a good idea.
by charlie on May 25, 2011 1:57 pm
Quick clarification: The station is at Benning Library (across the street from Minn Ave Metro Station) not Benning Road Metro Station. We are trying to get one at Benning Rd Metro station to create a connect b/w Minn Ave metro station (orange line) & Benning station (blue line), without having to go across the river to Armory. Plus there are progressive young professionals that live near Benning Metro.
I only bike one way, so my trips are only Minn-Penn to MLK. I take the bus home.
All that to say, as a concession, I could see relocating the station from Benning Library to the Metro, which would make it another zero-sum
by Veronica O. Davis (Ms V) on May 25, 2011 2:11 pm
I don't use CaBi for commuting. I use it for my errands or one way trips within 1.5 miles of my residence at offpeak hours. I could see how supernodes might be beneficial to commuters. They are traveling further distances and would be willing to walk/bike further to have more certainty about whether a bike or dock will be available. You don't want to be 20 minutes late to a meeting because all the docks were full.
But for my purposes supernodes are much less useful. I don't want to walk 2 to 3 blocks further out of my way to get a bike. That negates much of the time savings of biking over walking for local trips.
What kind of system do we want? I don't think a system that caters overwhelmingly to commuting is the answer. The system in the long run is not scalable to the commuting level. I prefer one that connects residents to retail corridors.
by Paul S on May 25, 2011 2:26 pm
I think it depends on what the final configuration of the Rosslyn-Ballston corridor looks like.
My understanding is that the expansion (10 stations, perhaps?) is going to first string along the Wilson-Clarendon corridor, which I agree won't have a huge impact, other than providing a retread of the Orange Line and the 38B. (I think the hill will be less of a constraint from Courthouse-to-Ballston than it is from Rosslyn-to-Courthouse).
But if the next 10-15 stations provide a true expansion, covering places like Quincy Park/Washington & Lee HS, the YMCA, Lyon Park, Lyon Village, Cherrydale, etc., that are a 15-minute walk from the nearest Metro station, then I think you'll see a big increase in the utility (and the usage stats).
by Jacques on May 25, 2011 2:30 pm
I agree your idea would work better. Getting from Rosslyn to Lyon Park (eat bar!) is a bit too far too walk, but would be a nice bike trip. BIkestations along Key would also be good.
by charlie on May 25, 2011 2:37 pm
Previous data was as of April 9.
Now, it includes all of April:
Penn Ave and Inn: 6 total
Anacostia Metro: 58
1800 MLK: 0
Anacostia Lib: 50
Good Hope Road: 46
Minn Ave Metro: 15
Randle Circle: 5
Benning Branch: 5
For a grand total of 185 times in the month of April that someone checked in - or check out -- a bike EOTR. Again, about 6 a day, or maybe 3 bikes. So, that is Ms V and TWO OTHER PEOPLE.
For comparison, Rosslyn Metro station was used about 400 times. Lynn and 19th was used about 500. Pierce and Rhodes was used about 200 times -- or about what the entire EOTR network was being used.
Pull those stations.
by charlie on May 25, 2011 3:10 pm
Personally, I think the system EOTR is too duplicitous and considering the area, a waste of money. IMO, the area isn't built up enough to warrant renting a bike @anacostia to dock it @ the library. Nice concept but considering "where" you must ride in order to get from destination A to B, who is going to ride it? Certainly not many women I know.
Also, this is something that I've been thinking about. I read here and other places about "who" uses Cabi and wonder, do most Cabi users already have their own bikes?
by HogWash on May 25, 2011 4:18 pm
by David C on May 25, 2011 4:36 pm
@Hogwash... I have a bike, but I prefer bikeshare for trips 1)there are no bike racks EOTR 2)I don't have to worry about locking my bike up and 3) gives me the freedom to use other modes for different legs of the trip. I use my personal bike for recreation.
by Veronica O. Davis (Ms V) on May 25, 2011 4:37 pm
That how little it is used: You can track people
by Charlie on May 25, 2011 4:46 pm
So, with 20 stations (because 5 go in the ballpark district) here is my list:
Thomas Circle, Scott Circle, Mt. Vernon Square, Marie H. Reed, 18th and Riggs, 21st and O, 16th and H, 4th and Independence SW, Maryland and 1st NE, 1st and D, Wisconsin and Q, 8th and Mass NE, Seward Square, Georgia and Kansas, the Zoo and then five more that I can't decide on.
by David C on May 25, 2011 4:55 pm
by Veronica O. Davis (Ms V) on May 25, 2011 5:01 pm
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