Posts about Bike Sharing
Since it opened in the 1960s, the University of Maryland Baltimore County in Catonsville has been known as a commuter school. But university officials are giving students alternatives to driving to campus, starting with a new bikeshare program.
Sitting at the intersection of interstate highways 695, 195, and 95, UMBC's campus just outside Baltimore was designed for drivers. A loop of heavy vehicular traffic encircles the campus, and most students live elsewhere. As a UMBC student, I frequently became frustrated by the amount of traffic, poor planning, and lack of parking on campus.
Recently, the university has made significant strides in becoming more sustainable. Its shuttle system now reaches nearby MARC and light rail stations, and officials have added carpool-designated parking, Zipcar services, and charging stations for electric cars. In late October, UMBC launched its first-ever on campus bikeshare program.
The bikeshare program is a partnership between UMBC's assistant athletic director, Mike D'Archangelo, and Scott Westcoat of C'Ville Bikes and The Hub in Catonsville. Any UMBC student can rent a bike free of charge with their student identification card. Students will be able to take out a bike for anywhere from a couple of hours to a week or more. This program is a little different from traditional bikesharing programs like Capital Bikeshare, which are intended for very short-term rentals.
Other area universities have expressed interest in giving their students alternatives to driving, citing the expense and harm to the environment. Towson University launched its first bikeshare program last spring, and runs shuttles to a nearby light rail station.
UMBC's future campus planning calls for additional bicycle and pedestrian paths to neighboring communities and nearby attractions, making it easier for students to travel to and from campus and explore the wider region. In 2012, Baltimore County announced plans to construct two new bike routes from UMBC to the Halethorpe MARC Station and Frederick Road in Catonsville's business district.
The UMBC bikeshare program will greatly enhance the transit opportunities available to students. The program will not only offer a free method of transport, but will also greatly improve connections to Catonsville and Arbutus. This interconnection will support the local economy in a sustainable way, and will encourage the thought process for advanced alternative modes of transportation for UMBC and southwestern Baltimore County in the long term.
Last week Capital Bikeshare installed its 300th station. Quite an accomplishment! With stations now spread from Shady Grove to Alexandria, I thought it would be interesting to map their distribution, to see which parts of town have the most.
Crossposted to BeyondDC.
Changes to our urban landscape can seem daunting at times. But reader thm points us to this TED talk in which New York City Department of Transportation Commissioner Janette Sadik-Khan shows how New York quickly and cheaply changed its streets, sometimes with only some paint, to improve the experience for all users.
Some of these changes we already have here, such as bike sharing and parking-protected bike lanes. Others, like BRT, are in the planning stages. But are there places in the DC area that could benefit from conversion into a pedestrian plaza?
How can you generate publicity for a new bikesharing system? Chicago's newly launched fleet of pale blue bikeshares includes one "unicorn bike": a bright red bike, dubbed #Divvyred, that Chicagoans are chasing all around the Windy City.
Chicago's bikesharing system, Divvy, launched this summer with a fleet of pale blue bikes. Except one. As a clever marketing tool, one of the Divvy's 3,000 bikes is painted bright red. Chicagoans who spot the bike can post photos of it on Twitter using the hashtag #DivvyRed to be eligible for daily prize drawings. In addition, the 25th, 50th, 75th, 100th, 200th, and 300th riders get free memberships.
Installing what Transportation Commissioner Gabe Klein calls a "unicorn bike" is an inexpensive and fun way to generate publicity for this new city service. Photos of the elusive #Divvyred are slowly appearing on Twitter, Instagram, and Facebook. The random node-to-node transfer path of bikesharing ensures the bike will eventually make its way all around the city, appearing at Wrigley Field one day and in Bronzeville the next.
If Capital Bikeshare added its own unicorn, what might it look like? As we've learned, bright red is a striking color. Few colors, except maybe gold, can outshine red in conspicuousness and mystique. Popular stories prize elusive golden items, from the golden ticket to the golden fleece, so why not add #theGoldenCaBi to the list?
When it opened on Memorial Day, New York's Citibike instantly became the nation's largest bikeshare system. But after an alternatingly fun and frustrating Saturday touring New York City on 2 wheels, I found that the system continues to struggle with crippling software glitches.
"Excuse me, do you know how this thing works?" I turned to see two middle-aged women fiddling with the bike beside me at the Citibike station in Midtown Manhattan. "Well, this is my first time using Citibike," I replied, "but I use the system in DC regularly, so hopefully this is similar." I must have looked competent, because this was already the third such inquiry I had received that morning.
It's important to note that Citibike is less than 2 months old and is already wildly successful. But the problems that plagued the system early on are still widespread and need to be resolved before it can be a legitimate transportation option for New Yorkers.
One of the system's biggest drawbacks is its unreliable software. Reports say it's the result of a corporate dispute between operator Alta and its partner that led to a switch in software.
Of the roughly 2 dozen interactions I had with docking stations over the course of a 24-hour membership, I experienced more software problems than I have in 2 years with Capital Bikeshare. The first 3 times I attempted to purchase a one-day pass, I made it to the last step of the cumbersome touchscreen process, only to receive an error message, forcing me to cancel the transaction and start over.
After the third time, the line of would-be cyclists behind me had grown so long that I decided to step aside. I walked a couple of blocks to the next station, where I repeated the process, finally succeeding on my second try. My friend, who encountered the same problem, succeeded on her third try, repeating the same steps on each attempt.
With memberships secured, the next hurdle was obtaining a bike. As with Capital Bikeshare, day and weekly pass users must insert their credit card at the kiosk each time they want a bike. There, they'll receive a new, 5-digit access code which they can enter at individual docks to unlock a bike.
However, on several occasions, I had to enter the same code at multiple docks before the dock let me remove a bike. After a night out with friends, I entered my code at each of 5 full docks nearby, only to be rejected each time. I waited a few minutes, got a new code, and tried again with no luck.
Determined, I walked the few blocks to a nearby station, where I repeated the same process several times, again with no success. After a circuitous conversation with a pleasant, but ultimately futile customer service rep, I threw in the towel and hailed a cab back to my hotel, deprived of a leisurely bike ride on a nice night.
There are even more issues, however. Even when it works, the registration process is slow and confusing, taking several minutes per person to complete and resulting in long lines. In tourist areas around Times Square and Central Park, these queues have become prime targets for bike rental hawkers, who pose as Good Samaritans to mislead prospective bikers about the fees associated with Citibike.
Citibike's mobile app was great for finding open docks and available bikes throughout the city, but its information on bike lanes was poor. Hoping to avoid the pedestrian chaos of Times Square as I headed south on Broadway, I followed a bike lane shown on the app. I made a left on 48th Street, then a right on 7th Avenue, and found myself in the middle of 5 lanes of fast-moving downtown traffic with no bike lane in sight.
As a regular bike commuter, I shrugged off the honks and yells from motorists that ensued, but I can imagine the tourists I met earlier being put off by the same experience.
Overall, the system functioned more often than it didn't, and allowed my friends and I the freedom to explore the city at our own pace, while enjoying the beautiful weather and getting some exercise along the way.
And while the glitches were frustrating, the quality and quantity of bicycle infrastructure, everything from protected on-street lanes to recreational paths and bike-specific traffic signals, was impressive, a part of the larger transformation of the city's streets led by Mayor Bloomberg and his transportation commissioner Janette Sadik-Khan.
And the Citibike system continues to expand; despite the problems, underserved neighborhoods are already clamoring for stations of their own. As it grows, it can become what Capital Bikeshare is for DC: an integral part of the city's larger transportation network. But for that to happen, the system's operators need to iron out the software problems and provide users more reliable information.
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