David Allen

December 7, 2011

Capital Bikeshare: The Growth, Success, and Challenges of Urban Bikesharing A year to the day after launching, Capital Bikeshare (CaBi) celebrated its one-millionth ride, far exceeding initial projections.1 The bicycle-sharing networks momentous success and the ubiquity of red bicycles around the Washington, DC region highlight an innovative development for moving residents, tourists, and commuters around major cities. As urban cycling in general and bikeshare programs in particular continue to expand throughout the nations major urban cores, decisions made by planners, communities, and businesses must be informed by a range of important considerations. What is Capital Bikeshare? Capital Bikeshare is a network of rentable bikes that can be unlocked, ridden, and docked at stations around Washington, DC and Arlington, Virginia (Appendix A)2. Each station comes equipped with several bicycle docking stations, a solar-powered automated kiosk for station information and rental transactions, and a map alerting users to other nearby stations (Appendix B). Users can purchase daily subscriptions for $7 (initially $5), three-day memberships for $15 (initially 5 days), monthly subscriptions for $25, and annual subscriptions for $75. While the first 30 minutes of any ride are
1Photo Credit: Capital Bikeshare. DC Department of Transportation. Capital Bikeshare Hits One Million Rides on First Anniversary. September 20, 2011. http://www.dc.gov/DC/DDOT/About+DDOT/News+Room/Press+Releases/Capital+Bi keshare+Hits+One+Million+Rides+on+First+Anniversary (accessed September 29, 2011). 2 DC Department of Transportation. Capital Bikeshare. http://www.dc.gov/DC/DDOT/On+Your+Street/Bicycles+and+Pedestrians/Bicycles/Bi cycle+Sharing (accessed September 29, 2011).

1 Allen PPOL 614

David Allen

December 7, 2011

included in the base price, additional fees accrue for longer rides (Appendix C). However the proximity of stations allows users to daisy-chain rides, meaning a user can dock a bike approaching the 30-minute mark and immediately unlock the bike again to restart the clock. If a rider returns a bike to a station without any available docks, they can check-in digitally for a 15-minute extension to eturn the bike to an empty dock at a nearby station. Daily and three-day users receive an access code from the station kiosk to unlock bikes around the region. Monthly and annual riders receive keys digitally linked to their credit-card and online user account. With the spread of smartphones and Internet-enabled devices, Capital Bikeshare promotes a downloadable application called Spotcycle that allows users to see their location relative to bike stations as well as the current dock openings and available bikes at any station in the network. In addition, DCs Department of Transportation (DDOT) integrates CaBi into its goDCgo online transit tool. Demonstrated Demand for Bikesharing On September 20, Washington, DC and Arlington, VA launched CaBi and in its first year of operation deployed more than 1100 bikes and 110 stations.3 The system gained substantial notoriety as the first of its scale in the country and experience overwhelming success in a short period of time. According to DDOT, program managers aimed for 8,000 members in the first year and hoped they would take 500,000 rides.4 Within eight months, the system recorded its 500,000th ride on June 1st.5 Four months later, that number doubled, reaching one million rides by more than 18,000 members

3Photo Credit: Bike Arlington DC Department of Transportation. Capital Bikeshare. http://www.dc.gov/DC/DDOT/On+Your+Street/Bicycles+and+Pedestrians/Bicycles/Bi cycle+Sharing (accessed September 29, 2011). 4 DC Department of Transportation. Capital Bikeshare Hits One Million Rides on First Anniversary. September 20, 2011. http://www.dc.gov/DC/DDOT/About+DDOT/News+Room/Press+Releases/Capital+Bi keshare+Hits+One+Million+Rides+on+First+Anniversary (Accessed September 29, 2011). 5 Hendel, John. Capital Bikeshare officially hits 500,000 trips. June 1, 2011. http://www.tbd.com/blogs/tbd-on-foot/2011/06/capital-bikeshare-officially-reacheshalf-a-million-trips-11173.html (Accessed November 15, 2011).

2 Allen PPOL 614

David Allen

December 7, 2011

and 70,000 casual riders (usually tourists). In the first year, riders pedaled approximately 1.79 million miles.6 At its one-year birthday, Chairman of the Arlington County Board and CaBi board member Jay Fisette, attributed part of the systems widespread success to the introduction of urban bicycling to average residents and riders. Its not about spandex shorts. Its not about thousands of dollars on the latest gadget. Its about every day on your way to work. Its about a basket with milk and other groceries.7 By locating numerous Capital Bikeshare stations in dense neighborhoods and near robust transit locations, CaBi helps solve the lastmile problem of commuters getting to their destination, according to Rich Baier, Alexandrias Director of the Department of Transportation and Environmental Services.8 In addition, CaBi effectively reduces several of the principal barriers to entry preventing people from buying and using bikes around the city, including the purchase and maintenance costs as well as concerns surrounding theft. For CaBi member Lauren Statman, it seems cool because you dont have to commitIt removes all the headaches of ownership, and people see that pretty clearly.9 Personally, Capital Bikeshare was the solution to a number of my transportation problems. I live in Adams Morgan but work in a business park in Alexandria. Right before my graduate school program started in the fall of 2010, I was at the annual Adams Morgan Day festival where I saw CaBi representatives soliciting information on the upcoming programs launch. After talking to them about how the program worked and the pricing structure, I tested out one of the bikes and signed up immediately.

6 C. David. Capital Bikeshares first year results exceed expectations. September

27, 2011. http://greatergreaterwashington.org/post/12176/capital-bikeshares-firstyear-results-exceed-expectations/ (Accessed November 15, 2011) 7 US Department of Transportation, Capital Bikeshare celebrates one remarkable year. September 23, 2011. http://fastlane.dot.gov/2011/09/capital-bikeshare.html (Accessed 13 October 2011).

8 Pope, Michael. BikeShare Under Consideration. May 12, 2011. http://www.connectionnewspapers.com/article.asp?article= %20350722&paper=59&cat=104 (Accessed November 15, 2011) 9 Goodman, J. David. Bike Sharing Expands in Washington. September 20, 2010.
http://green.blogs.nytimes.com/2010/09/20/bike-sharing-expands-in-washington/ (accessed November 12, 2011).

3 Allen PPOL 614

David Allen

December 7, 2011

For me, the ability to hop on a bike at one station and drop it off at another meant that I could metro to work in the morning (rather than driving) and metro at night to Dupont Circle or Rosslyn, using CaBi to get to class and back. For me, the BikeShare program in combination with Metro, DC Circulators, and ZipCar was the final step to relieving my car dependence. A month after signing up for CaBi and using the bikes to get comfortable with cycling in a major city, I sold my car and havent looked back. After several months using Capital Bikeshare to make quick jaunts around the city, I decided to buy my own bike for major excursions, casual rides on longer trails, and to alleviate worries about CaBi bike availability. I still use CaBi to get around different parts of the city and find it often takes less time than any other form of public transit. The program has been nothing short of transformative for me and without a car, I save thousands annually in loan, maintenance, and fuel costs as well as the invaluable health impacts of regular rigorous exercise. The programs continued success and network expansion is a good sign that many others find similar value in the program. Regional Expansion Within the current network, Washington and Arlington plan to install 60 more stations and hundreds of bikes over the next six months to meet user demand. Beyond that, other cities in the region are hoping to latch onto the success of the CaBi program by launching their own CaBi compatible systems including Alexandria, VA10 and Montgomery County, MD.11 With foresight of the programs likely success, Arlingtons Commuter Services Chief said the contract for CaBi was written specifically so other jurisdictions can easily be added.12

10 Sullivan, Patricia. Alexandria to join Capital Bikeshare. October 11, 2011.

http://www.washingtonpost.com/local/alexandria-to-join-capitalbikeshare/2011/10/11/gIQA4OOudL_story.html (accessed October 13, 2011). 11 Park, Kathy. Capital Bikeshare to expand to Montgomery County. August 15, 2011. http://www.tbd.com/articles/2011/08/capital-bikeshare-to-expand-tomontgomery-county-65171.html (Accessed October 13, 2011).

12 Goodman, Christy. Expanded bike-sharing program to link D.C., Arlington. May 23, 2010. http://www.washingtonpost.com/wpdyn/content/article/2010/05/21/AR2010052102745.html (Accessed October 13, 2011). 4 Allen PPOL 614

David Allen

December 7, 2011

Alexandrias City Council voted unanimously, 7-0, to join the regional network, advanced by the fact that Alexandria has the largest number of residents who bike to work every day of any area in the region, according to City Councilman Rob Krupicka.13 While the bikesharing initiative was identified as the second of nine priorities in its FY12-17 Congestion Mitigation and Air Quality Improvement (CMAQ) funding request, the city backed away from initial appropriations nearing $400,00 annually because of pressing demands to replace aging DASH busses. Instead, Alexandria will fund the network with $400,000 in the first year as a pilot demonstration of 6 stations and 108 bikes and re-evaluate expansion plans in subsequent years (Appendix G). Notably, however, the prominence of cycling initiatives in the CMAQ request (priorities 2 and 3) conflicts with funding levels below that of the citys lowest priority, Parking Technologies. It is unclear if this is a reflection of the relative costs of different systems or if the citys priorities are not effectively aligned to its resource allocation. Regardless, the Citys request demonstrates the value of the system as a practical, cost-effective and efficient way to move throughcompact, dense areas of mixed used development.14 Montgomery County similarly is also planning to place 200 bikes and 20 stations along Metro corridors in Rockville and Shady Grove. Despite the fact that they have been trying to launch a bikesharing initiative since 2008, the city has only recently been able to secure sufficient funding including a $1.3 million grant made available by the Federal Transit Administration and funds specifically carved out for bikesharing programs by Maryland Governor Martin O Malley.15

13 Ashe, Ari. Capital Bikeshare comes to Alexandria. October 12, 2011. http://www.wtop.com/?nid=41&sid=2588064 (Accessed October 13, 2011). 14 City of Alexandria, Virginia. Memorandum: CMAQ-RSTP Projects for FY2013-2017. March 2, 2011. http://alexandriava.gov/uploadedFiles/tes/info/2011-03-02%20Agenda %20Item%204%20FY2013-2017%20RSTP-CMAQ%20Schedule.pdf (Accessed October 13, 2011). 15 Tousignant, Kristi. Fifty bikeshare stations planned for stations along the Red Line. November 30, 2011. http://www.gazette.net/article/20111130/NEWS/711309033/1081/fiftybikeshare-stations-planned-for-stations-along-the-red-line&template=gazette (Accessed December 4th, 2011). 5 Allen PPOL 614

David Allen Vision for Capital Bikeshare

December 7, 2011

Its important to consider as cities surrounding Washington, DC build out the CaBi network that regional integration was a key component of the system from its initial design. Before the system launched in September 2010, the Metropolitan Washington Council of Governments (COG) submitted an application for US Department of Transportation TIGER II grant funding on behalf of Washington, DC and surrounding communities in Virginia and Maryland.16 In their application, COG highlighted the potential for Capital Bikeshare, which embodied a sustainable, affordable, and healthy transportation alternative that would enhance the livabilityand economic competitiveness of the region. COG explained the critical role Capital Bikeshare could play in linking connections to transit, employment centers, and residential centers. Then DDOT Director Gabe Klein heralded the programs launch as not only bikesharing, it is a new bike transportation network, that with Mayor Adrian Fentys focus on supporting bike lanes and signals would provide people with safer routes throughout the cityproviding more options and a more balanced approach to transportation. As the successor to the first government-sponsored bikesharing program in the country (also in Washington, DC), COG explained how the system reflected a growing national need: Innovative, sustainable forms of transit provision such as bikesharing are increasingly significant and needed as the existing surface transportation system continues to come under strain, economic inequity increasingly limits access and opportunity, and regional and global environmental problems worsen. With significant regional traffic congestion and projections for even worse conditions in the future (20% more vehicle miles travelled by 2030), the application represented the transit needs of many in the DC region: a relatively inexpensive option that could help ease congestion on already crowded roads, busses and trains; diminish the regions reliance on fossil 16 Metropolitan Washington Council of Governments. A Regional Bike-sharing
System for the National Capital Region. August 23, 2010. http://www.mwcog.org/uploads/committeedocuments/bV5YWlxe20100820155649.pdf

6 Allen PPOL 614

David Allen

December 7, 2011

fuels; and improve the health of riders through more physically active forms of transportation. Capital Bikeshare was designed to promote economic vitality, equal opportunity, and environmental quality by replacing other modes of transit for trips under three miles (17% of current commuter trips and 30% of all non-work trips) as well as the last mile of longer transit trips. According to COG, bikesharing maximizes existing infrastructure by extending the reach of rail and bus transit in an effective, innovative, and low cost-way. The COG request, if funded, would have accelerated the growth of Capital Bikeshare to more than three times the expected initial launch to include over 3500 bikes in 331 stations throughout DC, Maryland, and Northern Virginia. However, USDOT decided to fund other multimodal projects that better met the Recovery Act programs criteria.

Capital Bikeshares History It is also important to recognize that Capital Bikeshare, while successfully deployed as a regional entity, is not the first bikeshare program in the area. Washington, DC initially laid out plans for the countrys first bicycle-sharing program in 2005 as part of Mayor Anthony Williams Great Streets initiative. As part of the program, DDOT contracted with ClearChannel Adshel to build 800 bus shelters across the city, with ClearChannel paying more than $150 million to the city over 20 years for advertising rights in the shelters. Part of a $100M set-aside from the contract was for a computerized bicycle rental program.17 This followed the release of the District of Columbia Bicycle Master Plan in April of 2005 that made recommendations for better bicycle facilities, policies, and public education programs. At the time of its publication, only two full time positions within DDOT were focused on bicycles. However, there was recognition among local leadership that bicycling could be a vital mode of transportation for commuters and individuals, especially those

17 DC Department of Transportation. Mayor Williams Signs New Bus Shelter

Contract. September 26, 2005 http://newsroom.dc.gov/show.aspx/agency/ddot/section/2/release/9291/year/2005/ month/9/page/2 (Accessed October 13, 2011)

7 Allen PPOL 614

David Allen

December 7, 2011

without access to a car. In 2005, 37% of DC households did not own a vehicle almost four times the national average.18 When Mayor Adrian Fenty came into office in 2007, he continued the programs development and on August 13, 2008, Washington launched the SmartBike DC program with 120 bikes and 10 racks located mostly in the downtown area, including near the Gallery Place, Shaw and Judiciary Square Metrorail stations.19 According to Jim Sebastian, then bicycle and pedestrian program manager for the District's Department of Transportation, SmartBike DC would initially replace cab rides and car trips for a lot of folks looking to get around the city quickly. Plus they won't have to worry about parking. And it's fun. It's a great way to get around the city on a nice day." Different than Capital Bikeshare, SmartBike DC focused initially on experienced riders and discouraged casual and tourist use; no short-term memberships were made available. Sebastian explained the DDOT wanted to start small and start slowwere trying to keep this simple at first. To promote the program, bicycle stations were located by active WMATA Metro and Bus stations as well as new bicycle lanes. Despite the limited start, Steve Ginsburg of Clear Channel Outdoor, who managed the SmartBike DC program, noted that many cities around the country were excited at the prospect of the system, especially with increasing gas prices and traffic congestion. By implementing the program in select neighborhoods, DC hoped to build a pilot project that could be scaled throughout the city. Unfortunately, by targeting a small class of riders and a small geographic space, the program never met DDOTs expectations. A ClearChannel Outdoor report from June 2010 noted that average daily ridership for the program was around 133 riders per day (Appendix D) contrasted with daily Capital Bikeshare averages of well over 4,000 daily trips.20 18 DC Department of Transportation. District of Columbia Bicycle Master Plan. April
2005. http://www.dc.gov/DC/DDOT/On+Your+Street/Bicycles+and+Pedestrians/Bicycles/Bi cycle+Master+Plan (Accessed September 29, 2011). 19 Silverman, Elissa. D.C. Bike Sharing Kicks Into High Gear. August 13, 2008. http://www.washingtonpost.com/wpdyn/content/article/2008/08/12/AR2008081202907.html?sid=ST2008081300258 (accessed October 13, 2011). 20 DC Department of Transportation. Capital Bikeshare. http://www.dc.gov/DC/DDOT/On+Your+Street/Bicycles+and+Pedestrians/Bicycles/Bi cycle+Sharing (accessed September 29, 2011).

8 Allen PPOL 614

David Allen

December 7, 2011

DDOT bike program specialist Chris Holben explained that the limitations of SmartBike DC were three fold. First, and ironically, ClearChannel did little to advertise the program despite being primarily a company centered on building advertising revenues. Secondly, the absence of short-term memberships prevented their use by tourists, a major segment of individuals making short-distance trips to major areas around DC, estimated at between 25 and 30 percent of potential ridership at the time. Finally, the ten initial stations proved too geographically constraining for maximum utility. However, the limitations of SmartBike DC helped to inform the planning for Capital Bikeshare, a system that would be orders of magnitude larger. By the time SmartBike DC launched, neighboring Arlington, Virginia had similarly started working on its own bicycle-sharing program, although contracted through a different provider, Bixi, with Alta Bicycle Share contracted to operate the system. Expansion of the SmartBike DC program encountered hurdles with ClearChannel Outdoor, and ultimately Washington, DC decided to join with Arlington to expand their system for the launch of Capital Bikeshare in both cities despite the fact that the bikes and infrastructure were completely different from SmartBike DC.21 According to a DC news release, the $6M Capital Bikeshare system was funded mainly by the USDOT Federal Highway Administration through the Congestion, Mitigation, and Air Quality (CMAQ) program (80%) with Virginia state grants and local contributions from DC and Arlington covering the remainder. Local groups such as the Crystal City Business Improvement District (BID) and the Potomac Yard Transportation Management Association (covering both the new Washington Nationals park and the new USDOT headquarters) also contributed. 22

21 C. David. Capital Bikeshare, launching today, will change everything. September

20, 2010. http://greatergreaterwashington.org/post/7194/capital-bikesharelaunching-today-will-change-everything/ (Accessed October 13, 2011). 22 DC Government Press Release. Capital Bikeshare, Largest Bikeshare Program in the United States. 20 September 2011. http://www.dc.gov/DC/DDOT/About+DDOT/News+Room/ci.Capital+Bikeshare, +Largest+Bikeshare+Program+in+the+United+States.printhttp://www.dc.gov/DC/ DDOT/About+DDOT/News+Room/ci.Capital+Bikeshare, +Largest+Bikeshare+Program+in+the+United+States.print (Accessed September 29, 2011)

9 Allen PPOL 614

David Allen

December 7, 2011

Prior to Capital Bikeshares launch, the rise in bike lanes across the city at the behest of Mayor Fenty and DDOT Director Klein had helped to engender greater private use of bicycling to get around the city in rather large numbers. Across four different corridors, average ridership had increased both in peak and non-peak hours (Appendix E).23 Essentially, the rise in supporting infrastructure and private use primed many riders to take full advantage of a more institutionalized system, especially one more distributed throughout all wards of the city and with more flexible use and payment options. With active advertising campaigns across the district, Capital Bikeshare already had 1200 registered users by launch day ready to take advantage of the first available stations, with the system expecting to become fully operational little over a month later. The first two thousand annual registrants received t-shirts and marketing materials along with their Capital Bikeshare key (I was one of them I still have the shirt) an effort to use early adopters to further promote the system both on their physical person as well as through brand evangelization. Bikesharings Challenges and Critics One of the main challenges in rapid adoption of a new transit program is the management of rider expectations and ensuring the availability of the service. Many complain on public forums like Facebook and Twitter about Capital Bikeshares inability to keep bikes available at the busiest points of origination or provide open spaces to park at the busiest destinations, especially at peak rush-hour times. To correct the problem, Capital Bikeshare has implemented rebalancing efforts including specialized vehicles to move vehicles from full to empty stations and the establishment of a Reverse Rider Reward program that provides users with an incentive to move vehicles themselves during key times for potential prizes.24 Part of the problem is also cultural, requiring people to understand that the system is 23 DC Department of Transportation. District of Columbia Bike Lanes Fact Sheet.

July 4, 2011 http://www.dc.gov/DC/DDOT/Publication%20Files/On%20Your %20Street/Bicycles%20and %20Pedestrians/Bicycles/Bike_Lane_Count_Fact_Sheet_2011.pdf (Accessed 15 October 2011). 24 Miller, Stephen. Would you pay $1 for more reliable rush hour bikeshare? June 6, 2011. http://greatergreaterwashington.org/post/10666/would-you-pay-1-for-more-reliablerush-hour-bikeshare/ (Accessed 15 October 2011).

10 Allen PPOL 614

David Allen

December 7, 2011

focused on bike sharing rather than a guaranteed form of transportation just like metro trains and busses are often oversubscribed (Appendix I). Despite success, challenges remain for bikeshare programs in DC and elsewhere: Equitable Access. Especially as many of the stations are designed to support riders in busy, more affluent corridors, ensuring access to residents who live outside of downtown and across the Potomac presents a significant challenge. Initial ridership in the first three months of Capital Bikeshares implementation led many to question why usage of the system east of the Potomac was so low relative to other areas (Appendix F). While the geographic separation from the citys urban core by the river and the topography of the area may play a role, some speculate that the annual membership rate of $75 may be too much of an upfront cost for low- and middle-income families in the area. While DDOT did conduct public outreach the summer before the program launched, many of the events where DDOT hosted bikeshare information may have reached a larger proportion of middle-aged and elderly residents who are less likely to use the system. In addition, some have called for greater public education about the system and its potential benefits for residents in these areas.25 Capital Bikeshare has worked to revise station placement and gain input on future expansion through a range of transportation planning analyses and public outreach activities including interactive digital surveys26 and public town hall meetings in both Washington and Arlington. To ensure access to all residents, DDOT has also worked with local financial institutions to ensure that residents are able to open bank accounts with credit cards that can be used to join and rent from either Capital Bikeshares virtual storefront or directly at kiosks. 25 Davis, Veronica. Why is Capital Bikeshare usage low east of the river? January
31, 2011. http://greatergreaterwashington.org/post/9020/why-is-capital-bikeshare-usage-loweast-of-the-river/ (Accessed 15 October 2011). 26 Alpert, David. Tell DDOT where you want a Capital Bikeshare location. June 17, 2010. http://greatergreaterwashington.org/post/6215/tell-ddot-where-you-want-acapital-bikeshare-location/ (Accessed September 29, 2010).

11 Allen PPOL 614

David Allen

December 7, 2011

Program Costs. One of the biggest hurdles to continued regional expansion is the cost associated with buying, maintaining, and replacing CaBi components (bikes, docks) as well as overall system operations. Many have noted that despite overwhelming success, governments have yet to make a profit on the system. Federal and state grants have helped with much of the initial capital expenditures but rider dues and overage fees do not yet cover the full operations and maintenance (O&M) cost of the service. However, as with any new program, the initial cost of a pilot will be more than a fully developed system. According to Michael Farrell, a transportation planner with the Washington COG the operation is not at the break-even point yet, but theres an economy of scale that will take place as the program gets bigger.27 Especially as government funding at all levels becomes increasingly scarce, critics will continue to challenge public funding for bikeshare programs as a lower priority. With each station costing nearly $50,000, and an additional $23,000 in annual station O&M costs, the initial costs can be substantial (Appendix H), although relatively cheaper to other transit systems like busses and rail. Earlier in the year, Congressional Republicans including House Majority Leader Eric Cantor (VA) and Senator Rand Paul (KY) led a campaign targeting use of Highway Trust Fund money to support transportation enhancements that can include cycling infrastructure. In depicting the diminished availability of Highway Trust Fund resources, Cantor stated one reason for the [deficit] has been federal spending on projects that dont involve highways or transit systems at all, including federally funded bike sharing programs.28 In coming years, it will be crucial for programs like Capital Bikeshare to continue demonstrating that the system is not supporting urban cycling as a recreational hobby, but rather has become a central component of any citys public transit portfolio.

27 Pope, Michael. BikeShare Under Consideration. May 12, 2011. http://www.connectionnewspapers.com/article.asp?article= %20350722&paper=59&cat=104 (Accessed November 15, 2011) 28 Hendel, John. GOP House leader Eric Cantor doesnt like Capital Bikeshare. August 29, 2011. http://www.tbd.com/blogs/tbd-onfoot/2011/08/gop-house-leader-eric-cantor-doesn-t-like-capital-bikeshare12558.html (Accessed November 15, 2011) 12 Allen PPOL 614

David Allen

December 7, 2011

The first solution to ensuring a bikesharing programs financial viability is to promote adoption in dense urban areas; an issue Washington, DC has already had problems with when compared to international programs (Appendix J). To augment public resources, many cities are seeking innovative funding programs like sponsorships as well as advertising on bikes and stations. Its important to remember that Capital Bikeshares predecessor in DC, SmartBike DC, was paid for and operated completely by an advertising firm ClearChannel Adshel. Now, as a publicly funded organization, bikesharing programs like CaBi can still look to major companies to buy advertising or sponsorships much in the same way firms sponsor ballparks or in which Metro has considered selling naming rights to its stations. Similarly, as bikesharing programs advance, developers can pay to expand stations and bikes as part of the amenities they offer especially attractive to young urban professionals, who are increasingly more likely to rent bikes and car than they are to buy. According to Kevin R. Bendix, Executive Vice President of the development firm Boston Global Investors, bikesharing stations are becoming a mainstay of major residential and commercial properties because it gives the developer an anchor in the community and connects our property to the rest of the city.29 Walmart, in its negotiations to expand into Washington, D.C. with six major retail properties, agreed to set aside more than $2 million for Capital Bikeshare stations and other supporting infrastructure like bike lanes and parking racks.30 Arlington has already integrated bikeshare sponsorships directly into its zoning process as part of requirements for a transit-related improvements package. \ Montgomery Countys roll out of Capital Bikeshare stations includes an agreement from the Chevy Chase Land Company to pay for two 29 MacDonald, Christine. The Bike Share Station Sponsorship Dance. November 29, 2011. http://www.theatlanticcities.com/commute/2011/11/bike-share-stationsponsorship-dance/595/ (Accessed December 4, 2011). 30 Walmart. Washington, DC Community Partnership Initiative. http://www.walmartwashingtondc.com/assets/DC-Community-PartnershipInitiative-copy.pdf 13 Allen PPOL 614

David Allen

December 7, 2011

stations, one near the Bethesda metro stop and one in Friendship Heights. While the developer agreed to pay the upfront $56,000 station costs, Montgomery County is required to pay the annual operating costs at about $25,000 each. 31 Capital Bikeshare: Leading the Way By doubling ridership over initial projections during the programs first year, its clear the Capital Bikeshare program has been a phenomenal success. Other cities including Boston, Chicago, and New York City have similarly moved to establish larger bikeshare networks modeled on many of the lessons learned from Capital Bikeshare. When Mayor Rahm Emmanuel was elected in Chicago, he hired DDOT Director Gabe Klein to lead Chicagos Department of Transportation in the hopes that Klein could replicate Capital Bikeshares success directly. Since joining, Chicago has decided to move forward with a large campaign of supporting infrastructure like bike-lanes and safety upgrades before their bikeshare program rolls out in summer 2012. With demonstrated demand, cities around the United States are designing their own bikeshare programs in hopes of providing an alternate form of public transit that can help advance a range of public policy goals, from sustainability goals including easing traffic congestion to improving public health through from increased physical activity. The confluence of events leading to the launch of Capital Bikeshare as well as overwhelming user-demand demonstrate a range of opportunities and challenges that planners and operators must address going forward to provide adequate service and multi-modal flexibility while also ensuring public safety of riders, drivers, and pedestrians. By exploring the lessons learned in Capital Bikeshares first year, other city planners and bikeshare providers can further mature and tailor systems to the demographic and geographic contours of a given region. Ensuring a Place for Cycling in the City

31 Weir, Kytja. Developer offers to fund 2 MontCo bikeshare stations. November 30, 2011. http://washingtonexaminer.com/blogs/capitalland/2011/11/developer-offers-fund-2-moco-bikeshare-stations/1962276 14 Allen PPOL 614

David Allen

December 7, 2011

Kasey Klimes, an author for Next American City, remarked that most advocates are well-versed in the talking points for the benefits of urban cycling: improving health, easing congestion, saving money, using public space more efficiently, and providing sustainable transportation options that produce zero carbon emissions. However, to Klimes, the most vital element for the future of our cities is that the bicycle is an instrument of experiential understanding. 32 (Emphasis hers). As Klimes explains, traveling by car reduces the world to a simple question of how to quickly get from point A to B: Their environment, the neighborhoods that compose their communities, the beauty of architecture, the immense societal problems in distressed areas, the faces of neighborsall of this becomes a conceptually abstract blue from the drivers seat. In comparison, one cannot turn a blind eye on a bicycle they must acknowledge their community all of it. The Congress for New Urbanism makes a similar argument. By building Context Sensitive Solution companions for AASHTOs design-focused Green Book, CNU explains how design standards that promote driving over pedestrians and cyclists can literally narrow the view of drivers away from their surroundings, especially as speeds increase and environmental diversity diminishes.33 Klimes describes this effect as a cascade of freeway concrete flying by at incomprehensible speeds. In the derivative debates between the Moses and Jacobs camps, Klimes explains that cycling makes livability an experience, not an abstract conceptInvite a motorist for a bike ride through your city and youll be cycling with an urbanist by the end of the day. Ive seen this phenomena myself. David Dailey is one of my best friends who grew up with me in Hampton Roads, Virginia and moved to DC 32 Klimes, Kasey. The Real Reason why Bicycles are the Key to Better Cities. May
17, 2011. http://americancity.org/buzz/entry/2982/ (Accessed November 12th, 2011). 33 Garrick, Norman W. Context Sensitive Solutions for the Design of Major Urban Thoroughfares. PowerPoint Presentation at the AASHTO SCOD Meeting, June 2005. http://design.transportation.org/Documents/GarrickCSSMajorUrbanThoroughfares.pdf

15 Allen PPOL 614

David Allen

December 7, 2011

for college. Remaining in the area to work for his local representative, David makes frequent trips home for events and to see family by car, which is really the only way to get around Hampton Roads. In October, I took David on a bikeshare trip across the city to see some friends in the Petworth area of DC. A bit hesitant to begin with, David remarked that he was nervously excited about using CaBi. Within minutes on the bike, he was sold. He says his initial hesitance to joining the program was around safety and whether he would want to carry a helmet around just in case he wanted to use the system throughout the day a problem many users of bikeshare programs around the country experience. However, the expansion of the network to places near where he lives and works as well as the increase in bikelanes and stations near the Capitol have led him to recently decide to join although hes waiting until it warms up in the spring. I think it's an awesome idea. It just comes down to me making that jump and actively incorporating that mode of transportation into your daily routine, which for the price he said, is a steal. While the growth of bikeshare programs in particular and urban cycling in general demonstrate that more and more individuals are making the switch towards bicycles, its important for cycling advocates to take public perceptions of their advocacy into account. This is especially true according to Ben Fried, Editor in Chief of the online Magazine, Streetsblog when the growth of cycling is associated with an influx of young professionals to major urban areas like Boston, Washington, and Chicago and can fuel debates on gentrification displacing long-time residents and transportation patterns. A New Yorker editorial from John Cassidy earlier this year explained how many motorists who find great satisfaction from driving can be easily put-off when they feel cycling advocacy becomes proselytization.34 Former NYC Transportation Commissioner Iris Weinshall has even launched a lawsuit with a coalition of supporters against current Commissioner, Janette SadikKhan, over a bike-lane on Prospect Park West. The suit uses a state law allowing citizens to challenge arbitrary and unfair actions by the government. While the case is limited to one stretch of road, it is representative of growing friction as cycling and bikesharing networks expand at a rapid clip. 34 Cassidy, John. Battle of the Bike Lanes. March 8, 2011.
http://www.newyorker.com/online/blogs/johncassidy/2011/03/battle-of-the-bikelanes-im-with-mrs-schumer.html (Accessed November 15, 2011).

16 Allen PPOL 614

David Allen

December 7, 2011

Similar to the debates between Moses and Jacobs over how the city promoted the elevation of roads and freeways against the needs of communities and residents, much of the friction in places like New York over the loss of parking and driveable space for bikelanes can similarly appear to be the result of authoritarian transportation planners playing on interestgroup politics. Will Doig, a writer for Salon.com, recently commented on the uproar caused by the New Yorker editorial, refuting the notion that urban bicyclists are just elite snobs, but recognizing urban bicyclists have an image problem.35 The modern perception of cyclists echoes similar arguments made against urbanists in the Moses-Jacobs era, indicating that the fight for limited public space is far from over. However, instead of the false equivalency between either cars or bikes (or transit in general), cycling advocates would be well served to stress rational coexistence by developing compelling cases for modal trade-offs in select corridors and managing expectations that different ends will require different means of transportation. The recent documentary Urbanized also takes a look at how cities like Amsterdam have developed design programs that integrate all modes of transport pedestrian, bikes, automotive throughout the system. On each side of the road are sidewalks for walking, adjoined to separate bikelanes. To protect bikers from drivers (and drivers from bikers), the city puts street parking next to the bikelanes, effectively creating a hard barrier between cyclists and traffic. Next to parking are the roads where cars and busses move more freely, often because the increased adoption of bikelanes leads to significant congestion gains. Regardless, as Boston Mayor Thomas Menino announced when the city launched their own bikeshare program, the car is no longer king. For many urbanists, the ascendance of bikesharing programs in our cities is a welcome change to the status quo.

35 Doig, Will. Are Urban Bicylists just elite snobs? December 4th, 2011.

http://www.salon.com/2011/12/04/are_urban_bicyclists_just_elite_snobs/singleton/ (accessed 5 December 2011).

17 Allen PPOL 614

David Allen

December 7, 2011

Appendix A: Capital Bikeshare System Map and Regional Breakdown

Appendix B: Capital Bikeshare Station (Map Left, Computer Kiosk Center)

18 Allen PPOL 614

David Allen

December 7, 2011

Appendix C: Capital Bikeshare Pricing Structure

Appendix : SmartBike DC Ridership Averages

19 Allen PPOL 614

David Allen

December 7, 2011

Appendix E: DC Ridership in Select Corridors After Bike Lane Construction

20 Allen PPOL 614

David Allen

December 7, 2011

Appendix F: Initial Ridership Map, October December 2010

21 Allen PPOL 614

David Allen

December 7, 2011

Appendix G: Alexandria, VA Pilot Capital Bikeshare Station Locations

Appendix H: Cost of Bikeshare

22 Allen PPOL 614

David Allen

December 7, 2011

Appendix I: High Demand Station Map

23 Allen PPOL 614

David Allen

December 7, 2011

24 Allen PPOL 614

David Allen

December 7, 2011

Appendix J: Comparing Capital Bikeshare Station Density to Other Programs

25 Allen PPOL 614