Posts about Capital Bikeshare
Regular riders of Capital Bikeshare have cut down on their use of rail and bus transit, a new study shows. This is particularly strong for those in neighborhoods a short bike ride from downtown DC.
In these maps, each circle represents one zip code in which researchers Elliot Martin and Susan Shaheen surveyed CaBi users. The number shows how many responses they got in that zip code. Red is the percentage of those people who used that mode of transit less (rail for the map above, bus below). Green is for those who used it more, while yellow is those who didn't change.
It's not only transit which riders are using less. CaBi users also have cut down on car trips and probably even replaced some walk trips with bikeshare.
This isn't necessarily bad for transit. The places where this effect are strongest also happen to be the places where transit is most congested. On the busy Metro lines at rush hour, the trains are full into downtown DC; it's just as well if fewer people are hopping onto an already-packed train at, say, Foggy Bottom.
And many of the people who ride Bikeshare still use transit some of the time. They might still ride it in bad weather, but at other times avoid it at its most congested, or at times of poor service, like the very long waits on weekends during track work.
One potential danger, though, is that if there is lower demand for service on weekends (thanks to a bicycle alternative), that could make it less likely local jurisdictions want to pay for more frequent transit service at off times, even though not everyone can substitute a bikeshare trip for a transit trip.
Meanwhile, in Minneapolis (which has much less rail transit), the study found that many people increased their usage of rail, perhaps because the bikeshare system helps them access transit much more easily.
Eric Jaffe writes in Citylab,
Overall, the maps suggest that bike-share, at least in Minneapolis and Washington, is making the entire multimodal transit network more efficient. For short trips in dense settings, bike-share just makes more sense than waiting for the subway
— it's "substitutive of public transit," in the words of Martin and Shaheen. For longer trips from the outskirts, bike-share access might act as a nudge out of a car — it's "complementary to public transit."
Honestly, once I started bicycling (first with Capital Bikeshare, and then more and more with my own bike) I personally cut down significantly on using transit. But I live in a downtown-adjacent area where it's a fast bike ride to many destinations; for others, that's not the case, and transit is best for their trips. I also still ride transit some of the time.
Some people in the survey also increased their use of transit. The more transportation options people have, the more they can choose the one that best matches their needs. The road network is already quite comprehensive (though often crowded). We need to offer everyone high-quality transit and bicycling as alternatives so that they can use each when it's the best choice at that time.
The latest neat mashup using Capital Bikeshare data tells you how often a station has a bike or a free dock available:
Hackers from Code for DC created this tool using publicly available data on CaBi availability.
As you might expect, it becomes hard to get a bike at stations in residential areas outside the core toward the end of rush hour, and hard to get a dock downtown at the same time. The pattern reverses itself in the evening.
It looks like some of the data might need cleanup in some way. For example, the station at Pennsylvania Avenue and Branch Avenue SE, in Ward 7, is almost always red (unavailable) but lime green if you select just "summer." I suspect that means the station was just offline for a while during this period.
At the edges of the system, like in Alexandria, there are always bikes and docks.
What do you notice?
Gaithersburg is considering joining Capital Bikeshare with up to 21 additional stations. But with turbulent bikeshare rollouts in College Park and Rockville, it may not be easy.
The Gaithersburg City Council is mulling whether or not to join Capital Bikeshare, and how to fund the program if they join. At a meeting on Monday, the council worked out preliminary plans for 8 initial stations, to be followed by around a dozen more later.
Gaithersburg has a growing collection of mixed-use neighborhoods that will someday be connected by the Corridor Cities Transitway. Adding bikesharing to that mix makes sense, and can help Gaithersburg transition to be a less car-dependent community.
But is expansion even possible right now? And if it is, does Gaithersburg have the right plan?
Trouble in College Park and Rockville
Theoretically the next expansion of Capital Bikeshare in suburban Maryland should be underway in College Park right now. But with Capital Bikeshare's
parent supplier company in bankruptcy and reorganization, no new bikes or bike stations are rolling off the assembly line. As a result, College Park's expansion is on indefinite hold.
Eventually the assembly line will start rolling again. But how long will it take, and how huge will be the backlog of existing orders? It may be some time before anybody can accept new orders.
Meanwhile, nearby Rockville has its bikeshare stations already, but they're poorly used.
One big problem appears to be that Rockville's stations are spread too far apart. Instead of placing stations every couple of blocks, Rockville only put one or two stations in each neighborhood. Cyclists have to commit to a long ride to use the system.
Based on the map of proposed stations, it looks like Gaithersburg is shaping up to make the same mistake. It might be better for both cities to rethink their stations, and cluster them together in a smaller part of town.
But implementation details aside, it's great news to see more and more communities looking to progressive transportation options.
Cross-posted at BeyondDC.
Since launching in September, the Capital Bikeshare stations in Montgomery County have been slow to draw riders, with some stations being used less than once per day on average. This may change over time, but it'll take a more complete bike network to increase ridership.
I reviewed Capital Bikeshare's trip history data to find lessons from the first few months after the September 27 launch through December 31. Of the 50 stations in Montgomery County, the highest-performing ones were those in Friendship Heights and Bethesda, and those near Metro stations.
To count each station's number of trips, I included any trip that started or ended at the station. Trips that both started and ended at the same station counted only once, but if those trips lasted less than 30 seconds, I decided not to count them at all. To find the trips-per-day averages, I made sure to account for the fact that some stations were installed after the initial launch.
On the maps, blue dots are stations which averaged 10 or more trips a day; green dots at least 5 trips but less than 10; yellow at least 2 trips but less than 5; orange at least 1 trip but less than 2; and red dots were stations with less than one trip per day. Black dots represent stations that weren't installed until this year.
Bethesda and Friendship Heights
The most popular bikeshare station in Montgomery County so far is the one at the Friendship Heights Metro station, which was involved in about 11 trips per day. It has several things going for it. Metro stations are a popular place for bikeshare trips, as we'll see throughout this analysis. The location is also right on the border with DC, which has its own bikeshare stations nearby and, presumably, residents who were already members before the Montgomery launch.
The next most popular station was at Bethesda Avenue & Arlington Boulevard, in the dense, mixed-use Bethesda Row area. The third most popular was the station at Montgomery Avenue & East Lane, close to the Bethesda Metro stop. Those two each saw between 7 and 8 trips per day.
The most common trip involving a Montgomery station went from Battery Lane & the Bethesda Trolley Trail to Norfolk Avenue & Fairmont Avenue. But this trip only happened 70 times last year, meaning a handful of users could easily be responsible for all the trips. As a result, I'm hesitant to draw any broad conclusions from the popularity of certain trips.
Bike sharing in Rockville started very slowly. The only station involved in more than two trips per day was East Montgomery Avenue & Maryland Avenue, which averaged 2.5 trips per day. It's the closest station to Rockville Town Center, and also less than a half-mile from the Rockville Metro stop.
The most glaring omission in Rockville is the lack of a bikeshare station at the Shady Grove Metro stop. Capital Bikeshare put stations in the King Farm and Fallsgrove neighborhoods, both of which have bike-friendly routes to the Shady Grove Metro.
The lack of a bikeshare station at the Shady Grove Metro seems like a missed opportunity to connect residents to a major destination. Throughout the system, Metro stations are among the most popular sites for bikeshare stations. The two most popular stations in the whole system were the one near the Dupont Circle Metro stop's north entrance and the one near Union Station. Each was involved in more than 300 trips per day from September 27 to December 31 last year.
Silver Spring and Takoma Park
Like Bethesda, Silver Spring has some of the highest rates of bicycle commuting in the county. But the most popular station in eastern Montgomery County was the one near the Silver Spring Metro station, at Colesville Road and Wayne Avenue. It saw just 4.3 trips per day.
There's no bikeshare station right near the Takoma Metro station. The closest one is at Carroll Avenue & Westmoreland Avenue. It was Takoma Park's most popular, averaging 4.1 trips per day after it was installed in late October.
Comparing Montgomery County to Alexandria
Alexandria was the first jurisdiction outside of DC and Arlington that Capital Bikeshare expanded to. The cluster of stations there is geographically isolated from other parts of the system in a similar way to the Montgomery County clusters.
The growth of ridership in Alexandria since its stations launched on August 31, 2012 could offer a clue for what to expect going forward in Montgomery.
There were 4,736 trips involving at least one of Alexandria's stations during the fourth quarter of 2012. In the fourth quarter of 2013, that number went up to 5,345, an increase of 13% from the previous year.
All eight stations in Alexandria launched on the same day, and there have been no additional stations since then, so it's easy to compare them from year to year.
Notably, and not surprisingly, the bikeshare station near the King Street Metro station was Alexandria's most popular.
Montgomery County can expect bike sharing to grow over time, but it shouldn't assume that such a slow start is normal.
In DC, the station at North Capitol Street & G Place NE opened in mid-December and managed 14 trips per day during the final few weeks of the year, even during a relatively cold month. The 10th Street & Florida Ave NW station, added in October, saw 25 trips per day for the rest of the year.
No station in Montgomery County really came close to those numbers, let alone those of the most popular stations in DC.
If the county wants its investment in bike sharing to pay off, it should fill in key gaps, especially at the Shady Grove Metro. Providing bike lanes or paths to connect neighborhoods to Metro stations would also encourage the kind of trips that have proven popular everywhere else in the system.
Barracks Row Main Street recently presented two design alternatives for a new plaza at the Eastern Market Metro station. Both concepts go a long way to uniting the plaza, which is currently broken up into six pieces, while making it greener, cleaner, easier to traverse, and more inviting.
Last month, architect Amy Weinstein of Esocoff & Associates and landscape architect Lisa Delplace of Oehme van Sweden revealed the two concepts at a public meeting. Both designs bring life to the unkempt, desolate green space that's there today by adding fountains, play areas for children and adults, and public art. Barracks Row Main Street is accepting public comments on the two designs through the end of this week.
Proposals include a mini-Capitol Hill, shady forest
Each design addresses each of the plaza's six pieces, which are divided by Pennsylvania Avenue and 8th Street SE, and include the two median strips on Penn.
Parcel 1 is the northeast corner of the plaza and one of the two largest parcels. Both concepts turn it into a pair of "play" areas, one fenced in for children, and another open area for adults, which are separated by a diagonal path between Pennsylvania and South Carolina avenues.
In Concept A, the children's area would be larger and have two themed "playscapes," including a miniature Capitol Hill with the Capitol building, and a tiny Anacostia Watershed with rubber berms for climbing and rolling and a river with playable pumps and water wheels. In Concept B, there would be a smaller children's area themed after the Navy Yard, without any miniature buildings.
On the adjacent lawn, people can sun, do yoga, read, and socialize. This area would be larger in Concept B and have hedges along the north and west sides to create more separation from the street and homes.
Parcel 4 is the other large parcel in the southwest corner, where the Metro entrance is located. Both concepts include another lawn, as well as an interactive fountain, an "infohub," a busking area, and a redesigned Capital Bikeshare station and parking area. In Concept A, the space becomes a "shade tree bosque" with trees, tables, and chairs in a bed of gravel.
Meanwhile, Concept B proposes an extension of the Southeast Neighborhood Library in a pavilion in the plaza, which would connect to the rest of the library in a tunnel under 7th Street SE.
Parcels 2 & 5 are the medians. While community members are interested in turning them into usable park space or adding bike lanes, DDOT asked the design team not to consider these options until the agency does its own corridor-wide study of the area.
Instead, the design team proposed new landscaping with barriers to discourage jaywalking. Concept A would add fenced-in bioswales that collect and filter stormwater, while Concept B adds raised, planted medians, like those on Connecticut Avenue.
Parcels 3 & 6 are the small islands on the northwest and southeast corners of the plaza. In both concepts, they would become bioswales surrounded by a continuous bench.
The design team took time to discuss additional issues important to the community. They talked about preserving existing trees, which many residents wanted, as well as which other trees might be appropriate for planting there. The designers also talked about ways to solve the plaza's rat problem, such as solar-powered trash cans, trees that repel rats, and eliminating standing water.
The designers also looked at ways to increase pedestrian safety with refuge islands and curb extensions. To improve traffic flow, they considered removing D Street on the south side, east of 8th, and reversing the direction of D Street on the north and south sides of the plazas. Finally, they proposed some moving bus stops, taxi stands, and car sharing spaces.
No one will love every one of these ideas, and there are some desirable amenities that neither design includes, like a dog park. But there are some really interesting ideas in these plans, and either concept would go far in making the plaza more of a park, rather than a place you just walk through to get somewhere else.
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