Posts about Rockville
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.
In the past five years, DC and Arlington have dramatically expanded their bicycle infrastructure, becoming national leaders in cycling. Meanwhile, a quieter transformation has been taking place in Rockville, which has built a 68-mile bike network and is looking to expand it.
As one of the few incorporated cities in Montgomery County, Rockville is in a unique position to plan its transportation. Since 1999, volunteers on the Rockville Bicycle Advisory Committee (RBAC) have worked with the city to expand infrastructure and develop bicycle-friendly policies. Today, the city has 34.3 miles of separated bikeways and 33.5 miles of shared lane designations.
Through the group's advocacy and the city's efforts, Rockville built the Millennium Trail in 2000, since renamed the Carl Henn Millennium Trail after its biggest advocate. A "bicycle beltway," the multi-use path connects together a number of neighborhoods and parallels several major roads that would scare off all but the most experienced cyclists.
Rockville makes bicycling a priority
Rockville has also developed Maryland's first Safe Routes to School curriculum, built the Sister Cities bridge over I-270, and added bicycle safety classes to Montgomery College's course offerings. Recently, the city has made even more significant investments in cycling as a mode of transportation.
With encouragement from RBAC, the city hired a full-time pedestrian and bicycle coordinator in 2011. While previous bicycle-related work was located in the Department of Recreation and Parks, the coordinator's position is in the Department of Public Works, showing how the city is recognizing non-motorized transportation's role in the larger system.
The bicycle and pedestrian coordinator has played a key role in system-level activities such as analyzing crash data, developing heat maps, running bicycle counts, and coordinating activities across the city government.
Most recently, Rockville collaborated with Montgomery County on the Job Access Reverse Commute (JARC) grant for Capital Bikeshare. Because of the matching grant funds from the City, as well as its site development work, Rockville has 13 stations. Because the grant is designed to increase transportation access for low-income citizens, the county is offering free memberships, helmets, and cycling classes to residents who qualify.
Showing that it's safe to bike
RBAC works to complement the city's work by organizing activities that educate and encourage citizens to ride. The RBAC booth is a reliable presence at the Rockville's farmers' market throughout the spring and summer. Volunteers hand out bike maps, answer questions, and carry out bicycle safety checks.
Through weekly community rides, RBAC members introduce participants to routes and demonstrate safety techniques. Past rides have included trips around the Millennium Trail, rides to local landmarks like Lake Needwood, and a "progressive dinner" ride to local restaurants. This summer, RBAC is launching a series of Kidical Mass rides geared towards families with young children. By showing parents that it's safe to ride on the street, these rides will set the stage for the next generation of cyclists who can be less reliant on cars.
The efforts of the city government and RBAC are paying off. In 2012, the League of American Bicyclists recognized the city as a bronze level Bicycle-Friendly Community, a step up from its previous Honorable Mention status. Results from yearly bicycle counts show an increasing number of cyclists, with more than 300 people a day riding through one of the busiest intersections in Rockville.
Last year, more riders signed up for Rockville's Bike to Work Day than ever, with a 48% increase in participants from 2012 to 2013. Attitudes are changing as well. Bicycling has become so mainstream that major developer JBG is using bicycle-friendliness as a selling point for its new development at the Twinbrook Metro station.
Rockville considers expanding its bike network
As encouraging as these changes are, Rockville still has substantial room for improvement. The update of the city's Bikeway Master Plan, the first one in 10 years, sets a long-term vision. Based on extensive research and analysis, the draft plan proposes 24.5 miles of new dedicated bikeway facilities, including 15 miles of traditional bike lanes, 4.3 miles of shared-use paths, and 5.2 miles of cycletracks. In addition, it also proposes 18.1 miles of shared lane designations, including sharrows.
The plan maps these proposed locations, as well as new north-south and east-west crosstown priority bicycle routes. It also recommends updating zoning ordinances, improving maintenance of existing bikeways, increasing signage, and adding two-way cycletracks to both sides of Rockville Pike, which would be Montgomery County's first protected bicycle lanes. The draft master plan is currently on the city's website, and the city is accepting public comments through April 30.
While there are many improvements yet to be made, Rockville holds this vision: that it may be a city where bicycling is for all types of trips, for all types of people, and for all parts of the city.
Under Montgomery County's newly-approved Bus Rapid Transit plan, two BRT lines would converge in the heart of Rockville. How can the city fit them into its space-constrained downtown?
BRT lines would run along Route 355 between Clarksburg and Friendship Heights and on Veirs Mill Road from Wheaton to Rockville, meeting at the Rockville Metro station. Both lines are currently under study: the State Highway Administration expects to have a preferred alternative for Veirs Mill later this year, while Montgomery County has received state transportation funds to begin studying 355 this year.
But BRT will have to contend with busy roadways, a major transit hub, and a town center still being built out. "[BRT] would provide our residents with more travel options, so that would conceptually be a good thing," Rockville planner Andrew Gunning told the Gazette, "but we have challenges, too." We asked GGW contributors how they would approach this problem, and these were the principles and ideas they suggested.
Make walking safer and more comfortable
One key issue will be creating an inviting and safe environment for pedestrians trying to access BRT stations. Both 355 and Veirs Mill are currently dangerous environments with multiple lanes of traffic that alternate between congested and high-speed, depending on the time of day. It's a long way across 355 even with surface-level pedestrian improvements, and sidewalks are typically narrow and right against the roadway.
How Route 355 (Rockville Pike) in White Flint could become a boulevard. Image from the White Flint Partnership.
Wider sidewalks with buffers, shorter crossings for pedestrians, more time to cross at lights, and protection around crossings for median stations would be excellent first steps to creating a more welcoming environment for pedestrians, and could create more of a boulevard, as is planned for White Flint further south.
Rockville could also consider working with WMATA to improve the at-grade pedestrian entrance to the Metro station, which currently features a fence and two narrow, inconvenient walking routes.
Accept lane repurposing
To avoid creating an even more unsafe pedestrian environment, it's critical that Rockville repurpose street space for transit. Widening 355 to add bus lanes runs the risk of making it even more inaccessible to people on foot.
Last year, Montgomery County planners found that there's more than enough forecasted ridership to justify dedicating an existing lane for transit on both Veirs Mill and 355. Already, Ride On's 55 bus, serving 355 from Germantown to Rockville, carries an average of 8,000 passengers each weekday, making it one of the busiest bus routes in Montgomery County.
A broad study of cities that reduced street space for cars, even in congested areas, showed that traffic stays the same, or even disappears. With Los Angeles, New York City, Seattle and other cities moving to repurpose lanes for transit, Rockville would be in distinguished company.
Balance local convenience with corridor function
One of the central questions facing planners will be whether to stay on 355 or deviate onto local streets to better serve Rockville Town Center. Having a stop at the Metro station to facilitate transfers seems obvious, but all of Rockville's main destinations, including the county government, shops, and restaurants, are closer to East Middle Lane and North Washington Street.
Keeping BRT on 355 would speed up running times and provide an impetus to make it more of a pedestrian friendly boulevard, but deviating could pick up more riders by serving the popular town center. On the other hand, existing local bus service could connect the town center to a BRT stop at the Metro station, particularly for those that have limited mobility.
Serving Montgomery College, many of whose 60,000+ students are transit dependent, will also be critical, but it's not yet clear where the best station location might be. Currently, buses deviate from 355 onto Mannakee Street to serve the college. However, it is not a far walk to the corner of 355 and Mannakee, and an improved walking path could make it desirable to keep BRT on 355 to save time. An alternative could be a BRT station between Mannakee Street and North Campus Drive, where a new path could provide a shorter connection to classroom buildings.
Planners should consider how underutilized spaces could play a role in accommodating BRT. One example is Metro's parking lot just north of the Rockville station across Park Road. This area could become a BRT station, or have buses rerouted there to make room for BRT directly in the existing bus bay.
Alternatively, a station at the Rockville Metro could utilize an existing vertical asset: the pedestrian bridge crossing Route 355. A station in the median of the road directly below the bridge with staircases or elevators going up could provide a direct, covered connection to the Metro.
While we're dreaming, a really ambitious overhaul of the area from the intersection with Viers Mill to the Metro station would create a Dupont Circle-like intersection that carries express traffic on 355 under Route 28 and continues underground past the Metro station. With through traffic passing underground in a tunnel, the city could extend the local Rockville street grid to reunite its town center with the Metro, creating a much more connected and attractive access to Metro, MARC, and BRT.
Ben Ross, David Versel, Dan Reed, Ethan Goffman, and Dan Malouff all contributed to this post. What do you think? Let us know in the comments.
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.
Wednesday marks the start of 2014, but what about further into the future? We asked our contributors what they hope to be writing and reading about on Greater Greater Washington in 10 years.
Dan Reed: I'd like to write about how the region's ethnic enclaves, from Langley Park to Annandale, have become the new hot spots, drawing investment from around the globe as the cool kids finally realize there's a big world outside DC, and it's got much better food. Meanwhile, the Rockville Metro station gets renamed "Chinatown."
Jim Titus: I hope to read that that Metropolitan AME complains about DDOT's insensitivity to churches, while the city makes excuses. Church officials complain that CaBi needs to completely empty its 60-bike dock early on Sundays, to prevent the dock from exceeding capacity at the 11:00 AM service.
But DDOT says the real problem is that the new "trikeshare" three-wheelers used by most elderly parishioners each take up two spaces. Church officials concede that the dock never fills at the 7:45 service, which is generally attended by younger members.
Michael Perkins: Goal for the next five years is for DC to take the experience in San Francisco to heart and get serious about managing their curbside parking. Adjust hours and prices to ensure people can find a space if they're willing to pay what it's worth.
Ben Ross: Construction of a new Metro line through downtown DC, and new rail lines in the suburbs. And a reorientation of the Montgomery and Prince George's transportation departments, like DC and Arlington, to operate urban complete streets rather than suburban highways.
Canaan Merchant: 1) Hopefully I'll be reading about construction on a number of new transit lines. 2) Hopefully we'll see so many people on bikes that we'll need to discuss how to handle bicycle congestion. 3) How the city has adapted under new buildings that have broken the current height limit. 4) What the city has planned for an RFK site that is now focused on providing new housing/retail for the city and not more stadiums and parking lots. 5) How the Columbia Pike streetcar has aided in transforming the corridor and led to calls for streetcar expansion throughout Northern Virginia.
Chad Maddox: How the region has successfully absorbed many more residents while simultaneously managing to keep housing relatively affordable. Also, how the District has become a national model for its efforts to eliminate concentrated poverty and residential segregation in its borders.
Tracey Johnstone: That better coordination among local transit agencies, combined with the implementation of free transfer among subway, light rail, bus, and streetcar increased transit usage by over 25%.
Adam Froehlig: In a controversial effort to address chronic bike congestion on the MVT and the 14th St Bridge path, NPS and DDOT implement all-electronic bicycle tolls. A local bike commuter is quoted in the news as saying it will force him to switch to driving while another complains that the revenues will go to the private collector and WMATA instead of to path and bridge repairs.
And after years of false starts, the District finally implements a mileage tax. The effort is seen as a colossal failure as non-DC-registered cars are exempt and the elimination of the gas tax prompts Maryland drivers to suddenly flood DC streets such as Benning Road and Georgia Ave to take advantage of the cheaper DC gas.
Neil Flanagan: I'd like to hear Montgomery officials getting anxious about how successful Prince George's Smart Growth program has been. That it's putting pressure on DC to drop rents, but won't someone think about the historic Greenbelt gas station that's going under?
Also, "Daddy, what's a Millenial?"
If you're a pedestrian who uses a state road in upper Montgomery County, don't expect much help from the State Highway Administration (SHA).
That's the message in highway planners' response to a letter from the Action Committee for Transit (ACT) about pedestrian safety in the upcounty. ACT's letter asked SHA to look at 4 problem areas for pedestrians on state roads designed to prioritize driving over everything else.
At one location, SHA agreed to conduct a pedestrian audit, but did not agree to actually use its audit's recommendations. At 2 others, SHA declined to mark a crosswalk because not enough people use the unmarked crosswalk. And at the fourth, SHA declined to mark a crosswalk because it would inconvenience people in cars.
The first problem area is Germantown Road (Route 118) between Wisteria Drive and the I-270 interchange in Germantown. This stretch of road has up to 9 lanes of high-speed commuter traffic. At least 5 pedestrians have died there in recent years, including a student at Seneca Valley High School.
ACT asked for a pedestrian road safety audit, and SHA agreed to conduct one. This is a good start. But will SHA then do what its own audit recommends? SHA says only that they will evaluate "which suggestions [from the SHA audit] are warranted and feasible".
The second problem area is the intersection of Great Seneca Highway and Dairymaid Drive in Germantown. People who live in the townhouses and apartments east of Great Seneca cross here and then follow a desire path to the Kingsview Village shopping center. ACT asked for signs, pavement markings, and engineering so that people can cross safely and conveniently.
SHA responded that too few people cross this intersection on foot to warrant a marked crosswalk. In addition, they explained that a marked crosswalk would be more dangerous, because people might then feel safe crossing there, even though crossing there is not safe. How could SHA make crossing there safe? SHA's letter does not say.
The third problem area is the intersection of Clopper Road (Route 117) and Mateny Road in Germantown. Both drivers and pedestrians have died along this stretch of road in recent years. ACT asked for walk signals and high-visibility pavement markings for all 4 legs of this intersection, as well as signs to alert drivers about people crossing the street on foot.
SHA responded that there are plans (it's not clear whose) for improving the intersection for pedestrians, including marking the crosswalks across Mateny north and south of Clopper. Thus, 3 of the 4 legs will have marked crosswalks, instead of just one. This is good news. However, the fourth leg will still not have a marked crosswalk. SHA explained that a marked crosswalk is unnecessary because not enough people cross there.
The last problem area is the intersection of Route 355 (Frederick Road) and Shady Grove Road, between Gaithersburg and Rockville. A pedestrian needs eight and a half minutes to cross the street here. ACT asked for high-visibility pavement markings, signs, signals, and appropriate walk intervals for all 4 legs of the intersection, in conformance with the Shady Grove Sector Plan.
SHA explained that they can't mark the crosswalk in the south leg of the intersection, for 2 reasons. First, if drivers turn from northbound Shady Grove onto southbound 355 using the combined right-turn/through lane, they cannot see people in the crosswalk well. Second, the amount of car traffic makes a separate pedestrian-only signal phase impractical.
7 of the 11 pedestrian deaths in Montgomery County in 2013 so far occurred on state roads. The Montgomery County government says that "crossing the street [should not be] a death defying act" and that engineers should design and operate roads so that people on foot can use them safely and conveniently. Wouldn't it be great if SHA learned this lesson too?
In 2007, the Maryland Transit Administration proposed adding a third track to the MARC Brunswick Line, which could make it possible to have all-day, two-way service. With a recent plan update proposing less third track, it's unlikely that this will ever happen.
The 2007 MARC Growth and Investment Plan proposed a third track from Georgetown Junction in Silver Spring, to Point of Rocks in Frederick County. It would have been built in three stages between now and 2035. In contrast, the 2013 draft update proposes one small portion of third track in Montgomery County and at unspecified locations elsewhere.
This reduces the chance that there will ever be all-day, two-way service. CSX owns the tracks that MARC trains use, and the agency will not allow MARC to run more service if there isn't a third track. If MARC doesn't say where they plan to put a third track, Montgomery County can't reserve the right-of-way for it, making it harder to build the third track later.
Current service on the Brunswick Line consists of 18 daily trains, peak-service headways of 40-75 minutes, one off-peak train on Fridays only, no reverse-peak service, and no weekend service. The Maryland Transit Administration's original plan for MARC called for bringing all-day, two-way service to the Brunswick Line in three stages.
In 2015, there were to be at least 6 additional peak-service trains, or 3 round trips. By 2020, there were to be shorter peak-service headways, plus some reverse-peak and off-peak service. And in 2035, there were to be reverse-commute and weekend service, as well as service to L'Enfant Plaza and Northern Virginia.
As for the third track, first, MTA would build near Rockville and along the Frederick branch of the Old Main Line. In 2020, there would be a third track on Barnesville Hill, roughly between the Monocacy River, west of Dickerson, and the Bucklodge interlocking, west of Boyds. In the long term, MTA would build the remaining sections of track between Georgetown Junction and Point of Rocks.
In comparison, the 3-stage expansion in the 2013 draft update builds up to only marginally more service. There would be no additional trains in the short term. During the 2020s, MARC would add 3 additional trains, including one reverse-peak train.
Between 2030 and 2050, there would be 6 additional peak-service trains (3 round trips), plus some off-peak service and some more reverse-peak service. The draft update only proposes building a short section of third track on Barnesville Hill in the 2020s, with "additional triple tracking" at unspecified locations in the long term.
Why is MTA's 2013 draft update so much less ambitious than its 2007 plan? Perhaps MTA is trying to hold down the costs of the plan. But unlike the 2007 plan, the 2013 draft update does not provide cost estimates for the long-term plans. So reducing the scope of the long-term plans does not affect the total cost in the 2013 draft update.
Or maybe MTA now believes that there will be insufficient demand for all-day, two-way service and weekend service on the Brunswick Line in the future. But this seems inconsistent with MTA's explicit recognition of transit-oriented development (TOD) in the 2013 draft update, including the creation of high-density, mixed-use TOD on existing surface parking lots within walking distance of MARC stations.
In Montgomery County, there are plans for MARC-related TOD at Kensington and White Flint, and construction is already underway at Gaithersburg, Germantown, and Metropolitan Grove. But will there be enough transit to support TOD at these stations, if even MARC's own Growth and Expansion Plan does not call for eventual all-day, two-way service?
And will these plans leave room for an eventual third track, if MARC's Growth and Expansion Plan does not call for one? Montgomery County's draft Countywide Transit Corridors Functional Master Plan, which proposes a countywide Bus Rapid Transit network, also covers right-of-way for MARC. But it only includes a third track northwest of Metropolitan Grove.
All of these projects should maintain a reserved right-of-way for the third track that will make it easier to provide all-day, two-way service on the Brunswick Line. And for this to happen, MTA's final update of the Growth and Investment Plan must restore both all-day, two-way service and a third track between Georgetown Junction and Point of Rocks as long-term plans.
If you support all-day, two-way service on the Brunswick Line, please e-mail MTA at MGIP@mta.maryland.gov. MTA will accept public comments on the draft update through mid-November.
Late this summer, Capital Bikeshare will expand into Montgomery County with 51 stations and 500 bikes. County officials have released maps of where they hope to put the stations, and they will hold meetings later this month to talk about the new service.
30 stations will go in the downcounty area, including Silver Spring, Takoma Park, Bethesda and Friendship Heights. In conjunction with the City of Rockville, the county will also place 21 stations in Rockville and the Shady Grove Life Sciences Center as part of a pilot program to see whether bikesharing can work in suburban areas, especially for carless low-income residents and reverse commuters.
County Department of Transportation officials will hold 3 meetings later this month where residents can learn how Capital Bikeshare works and offer feedback on the proposed stations. For more information, visit the county's new bikesharing website.
All 3 areas where Capital Bikeshare will go already have higher-than-average bicycling rates, like downtown Bethesda, Takoma Park, and even Rockville Town Center. That's not surprising, as these communities have an older, urban built form that easily lends itself to bicycling.
Bikeshare stations will also serve major employment centers, like NIH and the Shady Grove Life Sciences Center, along with local schools, like Washington Adventist University in Takoma Park and both the Rockville and Silver Spring campuses of Montgomery College. This will make bikesharing a real option for residents who live too far to walk, while helping students who either can't or don't drive.
However, the maps also show the need for improved bike infrastructure. The Washington Area Bicyclist Association and MoBike have proposed a network of new bike lanes to compliment the CaBi stations, but it'll be a while before the county actually builds some.
In addition, it looks like some of the stations are spaced too far apart to be useful. The station at Flower and Piney Branch in Silver Spring, for example, is over a mile from any other station and at the top of a hill. That means users are likely to bike from there and not come back, creating a rebalancing problem.
What do you think of the station locations?
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