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Posts about Capital Bikeshare


The biggest and the smallest Capital Bikeshare stations

Capital Bikeshare stations range in size, from nine docks to 47 docks. Here are photos of the smallest station (a secret station!) and the five biggest.

First, the smallest station: the White House secret station. It's got nine docks, and sits behind a fence at 17th Street and State Place NW, just south of the Old Executive Office building.

Photo by the author.

The station is not open to the public and does not appear in Capital Bikeshare's data feed. It's also an anomaly for its size: 81 stations, each with 11 docks, are tied as the second-smallest stations in the system.

Now, the biggest stations, starting with a three-way tie for third place:

3rd-biggest (tie): 12th Street & Independence Avenue SW, next to the USDA buiding (39 docks)

Photo by the author.

This station sits close to the Smithsonian Metro station's south exit and is likely popular among tourists and office workers alike.

3rd-biggest (tie): Maryland & Independence Avenues SW (39 docks)

Photo by the author.

Farther east on Independence Avenue is this 39-dock station, placed in the median of Maryland Avenue SW, which is slated to become the future Eisenhower Memorial. This station is the closest one to the Smithsonian Air and Space Museum, the third most-visited museum on the planet.

3rd-biggest (tie): Nationals Park / 1st & N Streets SE (39 docks)

Photo by the author.

It's no surprise Nationals Park is a huge trip generator. This station likely saw even higher demand than usual when WMATA decided to keep with its early closing schedule during the Nationals' playoff games.

2nd-biggest: Massachusetts Avenue & Dupont Circle NW (45 docks)

Photo by the author.

The second-biggest station sits at Massachusetts Avenue and Dupont Circle NW. The docks are split between two parallel rows. Located in a neighborhood populous with both residences and offices, it's no surprise this station is the system's second-busiest.

Biggest station: Union Station (47 docks)

Photo by the author.

Capital Bikeshare's biggest and busiest station resides at Union Station, a multimodal transportation hub serving 40 million visitors a year. The 47-dock station stretches along Columbus Circle NE near the east faÁade of the station and lies at the end of a contraflow bike lane that runs on F Street NE.


In a week, Reston and Tysons will have Capital Bikeshare!

Capital Bikeshare is coming to Fairfax County. On October 21st, 15 stations will open in Reston and 14 will open in Tysons Corner. Between the two areas, there will be about 200 bikes.

Photo by James Schwartz on Flickr.

An announcement that these stations were coming came out last fall, and in January, Fairfax County finalized the necessary funding to move forward.

Installation has begun already with many stations installed already and waiting for bikes.

CaBi started in DC and Arlington in 2010 and has become a transportation success story across the country. The system has consistently grown since it's initial roll-out of around 50 stations in central Washington and Arlington. Fairfax joins Montgomery County and the city of Alexandria as local governments who have helped expand the system through the region.

Reston is a natural spot for bike sharing in Fairfax. The community is one of the more bike-friendly areas of the county, with an extensive network of paths. The anchor is the W&OD Trail, which by the Wiehle Metro Station and the popular (and growing) Reston Town Center.

A map of the stations coming to Reston. Click for a larger version. Map from Capital Bikeshare.

Tysons is the county's business hub (it's even got a rush hour at lunch time!), and CaBi's arrival will be another step in making the area less car-dependent and more like a bustling downtown with lots of transportation options. The hope is that CaBi can help bolster the county's pedestrian and bicycle improvements coming to the area.

A map of the stations coming to Tysons. Click for a larger version. Map from Capital Bikeshare.

Fairfax County officials plan on holding a ribbon cutting event for the system at both Reston and Tysons on October 21. They will dedicate the stations at Reston and then at Tysons a few hours later.

While these stations will be the farthest afield from the system's core, there are connections coming: Falls Church wants its first stations ready to go sometime in 2017, and the system has been steadily growing outward since its inception.

Who knows; maybe in a few years it will be possible to ride from one end of the W&OD trail to other and avoid the extra time charge by switching bikes along the length of the route.


Whether you're traveling from Virginia or Maryland, Capital Bikeshare isn't just for short trips

People often rely on Capital Bikeshare for short, local trips. But not always; lots of times, they use the system to travel a little farther. These graphs show how often people use Capital Bikeshare to go between different groups of stations in the region and where exactly they travel to and from.

A Capital Bikeshare station in Montgomery County. Photo by author.

When Capital Bikeshare first came to our region, the vast majority of stations were in DC and a few were in Arlington. As the system has expanded, so have options for traveling between places.

I wanted to analyze bikeshare trips between counties, cities, and the District, as well as trips within different parts of the same county but still outside of DC. To do this, I divided Montgomery County and Arlington County into what I'm calling geographic clusters: Rockville, Silver Spring/Takoma Park, and Bethesda/Chevy Chase/Friendship Heights for Montgomery County, and North and South Arlington County, with Arlington Boulevard being the dividing line. Then I looked at CaBi trips from between September 2013 and May 2016.

This graph shows how many trips from each of those clusters ended in another one:

All graphs by the author. Click for a larger version.

As you can see, the places closest to DC are the ones from which people take the most trips between clusters; about 36% of trips in North Arlington and 35% of trips in Bethesda/Chevy Chase/Friendship Heights end somewhere else, while only 1% of trips in Rockville end outside of Rockville. Among all the clusters outside of DC, approximately 30% of trips go from one to another.

A closer look shows that most of the trips from one cluster to another are trips to DC, but not all. For instance, 9% of the trips that begin in South Arlington are between clusters but do not end in DC.

Click for a larger version.

This graph shows where, exactly, most bikeshare users go from various clusters:

Click for a larger version.

Further examination of South Arlington shows that approximately 71% of the trips there are local, 20% end in DC, 4.5% end in Alexandria, and 4.5% end in North Arlington. Also notice that nearly 8% of trips starting in Alexandria and 4% of trips in North Arlington end in South Arlington. As an area that is adjacent to clusters that use bicycle share, South Arlington sees more bikeshare activity.

Similar to the dense bikeshare system in DC, bikeshare outside of DC serves mostly local trips. But that doesn't mean bikeshare doesn't have a regional value, as nearly a third of trips system-wide are between clusters. As bikeshare continues to expand in the region, municipalities, especially those near other places with bikeshare, like Mount Rainier, Hyattsville, or Langley Park, would see an increase in ridership if bikeshare users could access the regional system.

This data only shows individual trips and doesn't show the length of time of trips or whether the user has a causal or annual membership. Exploring this information, as well as specific bikeshare travel patterns in more suburban areas, would tell us more about how bikeshare fits in both the local and regional transportation system.


I don't care what some people say: DC has great transportation options.

SafeTrack is pretty much Exhibit A when it comes to how frustrating the transportation options in the Washington region can sometimes be. But as my recent move to Orlando reminded me, problems like SafeTrack are somewhat of a luxury—you have to have a rail network to even have them. My message to the DC region: it's really not so bad!

X2 Bus. Photo by Elvert Barnes.

In the Orlando region, there's a fixed route bus system and new commuter rail line that provides reliable service for millions in Central Florida. And I just happen to live and work in a more transit-accessible area than I did in DC. But that is uncommon. Wait times between buses and trains are often an hour, and real-time traveler information isn't available throughout the entire system.

I recently spoke to some Greater Greater Washington contributors about my newfound appreciation for what DC does so well, asking if there's anything here that they're particularly thankful for. I really liked what Alex Baca had to say:

Metrobus arrives on time, consistently, and the frequency on the notable crosstown lines (90, X2, S buses, 50s) blows many, many other systems out of the water. I left DC for San Francisco and am now in Cleveland (car-free!). In both cities, it is a struggle to find a bus that arrives when it's scheduled. I know that the switch from NextBus has caused some consternation as far as real-time arrivals, but at least DC's buses arrive when their paper schedules say they will.

I was in New York recently and a friend warned me that "the buses aren't like DC here," so I would have to give myself a 15-minute window for my bus from Prospect Heights to Williamsburg, in case it was early or late. In Cleveland, the bus that stops outside of my apartment (a "high-frequency" line on a major route to downtown) is routinely four (four!) minutes early and only runs every 15 minutes—when I first moved here, I missed the bus several times and waited a whole headway for another, which, of course, was often late.

I left DC in 2014 but am back as often as I can be. I always, always take Metro from National or MARC from BWI, then Metro and Metrobus as needed. Often, I'm lucky to have a bike, but sometimes I don't. I don't want to undercut WMATA's problems with Metro, but even as a hot mess it's a better system than most other cities in America have to offer, and I will say that I was utterly miserable biking for both transportation and recreation in San Francisco, a city that is ostensibly one of the country's most bike-friendly. BART's role as a commuter system is even starker than Metro's. I rarely used it to get around the city in the way that I used Metro, just to get to the airport and the East Bay.

DC's transportation is comparatively incredible across the board. This is a great thing. It's also a depressing indicator of the state of transportation in the US.

In a word, Alex is right.

The Washington region has tons of options, from bikeshare to trails. Wait times between buses aren't bad when you compare them to other cities, and we've got apps that give us real time information. We've also got good wayfinding.

Capital Bikeshare in action. Photo by fromcaliw/love.

Capital Bikeshare adds to its 370 stations monthly, it seems. In just a few years, the system could have nearly 500 stations.

The Metropolitan Branch Trail. Photo by TrailVoice.

Bike commuting is easier with the region's extensive trail network, linking downtown to the suburbs. When Metro closed for a day in March, the MBT experienced a 65% increase in cyclists. That's a testament to how easy it is to bike in the area.

Wayfinding. Photo by Dylan Passmore.

Across the District, blue signs point you towards neighborhoods, Metro stations, and other points of interest. A person new or unfamiliar to an area can find their way to the Smithsonian museums or the zoo pretty easily.

Tell us your thoughts: what have you seen or experienced while traveling or living elsewhere that made you particularly thankful for the region's transportation network?


We asked and you answered. Here's a summary of the 1,380 ideas you submitted to MetroGreater.

Between June 22 and July 15, people across the region and beyond shared nearly 1,400 ideas for small, quick fixes to make riding Metro better. Below is a summary of the most popular ideas and a rundown of where they came from. We'll announce the finalists on August 8!

Photo by Beau Finley on Flickr.

Most ideas focused on Metrorail

Ideas for Metrorail topped the list with 1,042 suggestions. These ranged from small ideas like more "train ends here" stickers on platforms to huge investments in infrastructure like building a new "beltway" rail line that loops around the perimeter of the city.

Next, were 176 ideas related to multiple modes of transportation, such as improvements to transfers between bus and rail or integration with non-Metro modes like Capital Bikeshare.

More than 80 ideas focused on bus service, ranging from specific route recommendations to suggestions for making ingress and egress smoother to speed up service.

There was only one entry that specifically addressed MetroAccess. The idea: use technology similar to uberPOOL so MetroAccess can provide more efficient service by picking up people traveling in the same direction. However, there were several ideas that proposed small changes to Metrorail to make it more accessible to riders with disabilities.

Lastly, there was one idea for enhancing the streetcar: Megan recommended removing parking and replacing it with a bike lane along the streetcar route on H Street. Got that, DDOT?

Top 10 categories

There were A LOT of similar ideas for improving Metro. More than half of all ideas submitted fell into these ten categories.

Where did the ideas come from?

1,061 people proposed small changes to make Metrorail, Metrobus, MetroAccess and the WMATA organization better through MetroGreater.

Unsurprisingly, the majority of people who submitted ideas (97%) live in the region. Regional participation was quite evenly distributed across DC, Maryland, and Virginia, with roughly one third of all submitted ideas coming from each.

Check out the heat map below to see which places across the region generated the most ideas. This map was created using the zip codes people entered when submitting their idea.

There were also 42 ideas from people outside the region from places like California, New York, and North and South Carolina. One idea, from Rachel, came all the way from Tokyo. Tyrion Lannister also snuck in an idea in from Meereen on the continent of Essos. Well played, sir.

What's next?

This week, WMATA will review de-duplicated ideas and eliminate those that can't be implemented in under six months for less than $100,000. We hope they'll be able to give us insights into why some ideas, which seem simple and easy to carry out, actually fall outside the scope of these criteria. We'll share these in subsequent posts.

Once we have a list of feasible ideas, a jury of transportation leaders from across the region will meet to identify up to 10 finalist ideas. Starting on August 9, each finalist idea will be featured on the blog and you will be able to vote on your favorite.

The finalist idea with the most votes when voting ends on August 19th is the winner. The winner will not only have their idea implemented by WMATA, they will walk away with some great prizes.

Although the submission period has ended, you can still comment on ideas at


A new bikeshare station could be a side benefit to this housing redevelopment

Plans to redevelop Park Morton, a public housing development in Park View just south of Petworth, are taking shape. Aside from adding housing options to the area for both low and middle-income residents, the project could be a chance to expand Capital Bikeshare in a place where demand for the service often outpaces supply.

An empty Capital Bikeshare station at Georgia and Columbia NW. Image from Google Maps.

The existing Park Morton housing site is centrally located in Park View, to the east of Georgia Avenue on Morton Street. The site has a total of 12 three-story walkup apartment buildings for a total of 174 public housing units. The redevelopment plan is to replaces the current structures with approximately 456 units of mixed income housing spread across both the Park Morton site and the former Bruce Monroe School site at Georgia Avenue and Columbia Road.

To accomplish this, both sites will be developed through the Planned Unit Development (PUD) process, which permits zoning flexibility—usually including taller buildings—if the project includes benefits for the surrounding community. One benefit this project will include are two new parks—one on Columbia Road and one on Morton Street (see the map below for locations).

More CaBi stations could be another benefit included in the PUD. At the existing stations, at Georgia Avenue and Columbia Road and Georgia and New Hampshire Avenue, there's often a shortage of bikes after the morning rush, and stations don't always get replenished in the evenings.

A review of this CaBi crowdsourcing map below shows that residents feel that both of these stations need to be larger because they're often out of bikes:

Capital Bikeshare's map of stations in the area, with comments from users.

"Park View needs more stations!," says voicevote, a commenter on the map. "The one at Georgia and NH is always empty

Furthermore, there has been a significant push for a new station in the area, near Georgia Avenue and Park Road. However, today there is no space that can accommodate a new station at that location

"This area needs a station!," says heckalopter, another commenter. "It's a long walk to the other stations, which are usually empty by very early in the morning. Many residents in this area are using the too-few stations further away."

A review of available bike availability at Bikeshare stations supports comments on the crowdsourcing map. In reviewing the Bikeshare station map shortly after noon on Monday, June 20, many of the stations in the area had fewer that two bikes, and many had no available bikes.

The significant exception here is the station at the hospital center, which is a commuter destination rather than a point of departure.

Image from Capital Bikeshare.

Because the Park Morton development effort includes new dedicated open spaces, new sidewalks, new streets, and other improvements as part of its master plan, it creates an opportunity to enlarge the Bikeshare station on Columbia Road and establish a new station on Morton Street as part of that plan. These stations ideally would be located near the new parks and could be established with minimal impact to either the design or overall budget.


Capital Bikeshare members ride here, bike lanes or not

Over half of the miles that Capital Bikeshare members ride are on streets without any sort of bike lanes. This map shows you which of those streets are the most popular:

Heat map of where Cabi members ride when there aren't bike lanes. Image from Mobility Lab.

Jon Wergin, of Arlington's Mobility Lab, put together the map after checking out data from GPS trackers on a number of CaBi Bikes, which showed what specific routes riders actually took between taking and returning a bike.

Wergin then separated data from riders who were regular CaBi members and those who were casual, less frequent users. Wergin's map focuses on the regular users, as the more casual ones overwhelmingly stuck to off-road paths close to the Mall and Monuments.

Only about 10% of DC's roadways have some sort of cycling infrastructure, but those routes still got about 1/3 of the bike traffic from regular CaBi members. Even more frequently, though, regular riders took the most direct route possible, which is why the long state avenues seem to have some of heaviest usage. Thick bands dominate Massachussetts, Florida, Louisiana, and Pennsylvania Avenues. M Street in Georgetown, K street near NOMA, and 14th in Columbia Heights also see heavy usage.

Some of these streets are due for new bike infrastructure in the next few years. Louisiana Avenue is slated for protected lanes that would connect existing protected lanes on Pennsylvania Avenue and First Street NE, and new bike lanes might also go in west of the White House.

But plans for Massachussetts and Florida Avenues are more vague. This map shows that DDOT may want to think about more specific plans for these and other roads since they're proving popular with cyclists, even without bike lanes.

What do you notice about the map? Tell us in the comments.


$2 will now buy you a Capital Bikeshare trip

Starting Saturday, Capital Bikeshare will allow users to buy a single trip for $2. The move will help a lot of people get around during SafeTrack in the short term, and it's likely to encourage more riders well after Metro service is back to normal.

Photo by DDOT DC on Flickr.

Until now, Bikeshare has only been available on a membership basis. You "join" the system for a set period of time (as short as 24 hours or as long as a year), and get unlimited access to bikes during your membership. Provided all of your rides are under 30 minutes, you'll never pay more than the cost of your membership.

If you're a year-round daily Bikeshare commuter, this works great. If you're a tourist who wants to take multiple trips while sightseeing for a day on the Mall, this works great. But if you're someone who's just been dumped off a broken train at Cleveland Park and want to make it downtown for a meeting, and you're not a CaBi member, you're unlikely to spend $8 (the cost of a 24 hour membership) to take just one ride.

The $2 fare, however, which is only slightly more than the cost of a bus ride, makes Bikeshare a much more compelling option.

Bikeshare does have a daily key option, where $10 gets you both a key and a 24-hour pass. After you use that first pass, 24-hour passes cost another $7 each time you use the key (which you pay for with your credit card, which CaBi files after that initial purchase).

That $7 charge, though, is pretty steep. The new single-trip fare makes much more sense if you're using Bikeshare for just one ride or two.

Ideally, Bikeshare will one day find a way to incorporate single-fare pricing into the Day Key option and users could load money onto their keys, much in the same way they might with their SmarTrip cards.

Bikeshare isn't always the answer for every commuter. But more pricing options are better than fewer and during SafeTrack, when regional Metro woes will prove disruptive for so many people. Bikeshare's willingness to make its fleet available to as many potential riders as possible is laudable.

Bikeshare has indicated that this is a pilot program, but incorporating the single-trip fare as a permanent option has the potential to woo even more riders to the system.

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