Five Things Every Mayor Should Know Before Starting a Bike-Sharing Program

With all the focus I've given on this blog to bike-sharing programs around the world, I figured it would be good to share this piece on what city leaders need to do to make sure their bike-sharing program is a success. The author, Paul DeMaio, is the founder of MetroBike, LLC, perhaps the world's only "bike-share consultant." As I'm looking into graduate schools for a Masters in Urban Planning, bike-sharing is emerging as one of the most important trends sweeping across the world's cities. It's definitely something I'd like to become more involved with as the programs grow from their incubation periods into a fully mature part of our transit infrastructure. This post originally appeared on Shareable:

Interest in bike-sharing services is growing around the world. With each successful service, there is more interest from communities within a region, state, province, and country for more bike-sharing services. Before implementing a bike-sharing service, it’s important for public officials and staff to consider the following:
1) Be a bike-friendly community first.Your community should be bike-friendly first with a dense network of bike facilities, such as cycle tracks, bike lanes, and trails. This network of bike facilities will enable bicycle riders and your future bike-sharing customers to easily and safely travel through your community by bike. The League of American Bicyclists’ Bicycle Friendly America Yearbook offers examples of what other communities have done to become bike-friendly. Many communities with bike-sharing services also have high Bicycle Friendly Community ratings and include: Arlington, VA, Washington, DC, Minneapolis, and Denver. As you implement a bike-sharing service, your community should strive to be at least a bronze-level Bicycle Friendly Community.
2) Bike-sharing is not cheap, so secure sufficient funding.By implementing a bike-sharing service, you’re launching a new transit service. It may be less expensive to purchase and operate than a bus or rail service, but sufficient funding is required to make it successful. While the types of bike-sharing systems vary, costs can be up to $5,000 per bike for capital and operating expenses can range from $100 - $200 per bike per month. A service with a couple hundred or thousand bikes is pricey. However, while implementing a service is not cheap, bike-sharing can be a cost-effective public transport option.
3) Size and density matter.A bus service with a solitary bus or just a couple of stops will only be accessible by a limited number of people—those living, working, or playing near the stops. The same can be said for bike-sharing, as the greater the number of bikes and the wider the network of stations translates into a more successful service. Station density should be such that a customer can find a station every couple of blocks. In fact, a bike-sharing service’s usefulness will increase geometrically with each additional station as each station expands the reach of your service by better connecting places into this new transit system.
4) Get private sector sponsors.Bike-sharing lends itself to public-private partnerships. Private organizations can assist the implementing agency by sponsoring the service or purchasing a station for outside of their worksite. They also find bike-sharing good for providing their employees a healthy commuting option, making their location more accessible to customers, being environmentally healthy, and promoting a green service. The public benefits by having some of the costs of buying and operating a service covered by private organizations. Whether the implementing agency is a local government or non-profit, both have successfully taken advantage of sponsorship to help expand their service’s reach.
Barclays Bank sponsored Barclays Cycle Hire in London to the tune of $40M. BlueCross BlueShield of Minnesota sponsored Nice Ride Minnesota in Minneapolis with $1.75M and has offered up to a $1.5M match for expansion of the service. For bike-sharing implementers, private engagement can expand a service in a cost-efficient way -- creating a win-win for both parties.
5) Don’t do it alone, work regionally.Bike-sharing can produce the greatest benefits when done regionally, which is why the Paris and Washington, DC areas have regional services. For commuting trips, bike-sharing is ideal for the first-mile/last-mile challenge of getting folks to and from longer haul transit services. Implementing a service takes a lot of work, but sharing the workload, and expenses, among multiple jurisdictions helps a great deal. Additionally, it’s important that jurisdictions within a region have the same, compatible service, so riding from one jurisdiction to another is smooth and makes for a pleasant customer experience.
With the number of bike-sharing services in the U.S. and worldwide rapidly increasing each year, bike-sharing has proven effective at serving the public well for short urban trips as well as complementing other modes of transit. However, like any other transit mode, there are pitfalls both shared with other transit modes and unique to bike-sharing which should be avoided to ensure a successful and well-used service. Following this advice will get your jurisdiction rolling in the right direction.

Via: The Bike Sharing Blog

Why Your State Sucks...

Back in October, I posted a map of the 50 states with their most iconic movies that define the state's history and culture. How about a map of the states' dirtiest little secrets? I think so :) Thank you, Time!

A few of my favorites:

Washington - bestality? Unfortunately, this one's true and true. I'm going to quote the multiple sclerosis awareness industry here for a second, but: Is it the Trees?

North Dakota - ugliness? Maybe at the country fair.

Wisconsin? Binge drinking? Milwaukee is the drunkest city in America. Thank you Miller and PBR!

Via: Time

Five Reasons Electric Cars Could Fail in the US

With the Chevy Volt and Nissan Leaf set to take over very soon a small chunk of the new car market, it's worth asking whether we can expect this to be a brief fad (a la Delorean) or a lasting consumer trend. The Ford Focus electric is slated to be released next year, and the very same question could be asked of that model as well.

Clearly, many key stakeholders are heavily invested in making sure that electric vehicles are successfully launched as a mainstay of the US car market. General Electric has announced it will buy 25,000 EV's for its company fleet in 2015 as part of its long-term corporate strategy. A number that large can hardly be written off as mere environmental lip service. Nearly half of these vehicles are expected to be the Chevy Volt, due to its dual electric-hybrid engine that is not fully dependent on an electric charge.

The City of Houston, Texas, long a bastion of the oil industry and its defenders, will be the first city in the US to have a privately-funded electric vehicle charging network. By the end of next year, Houston is expected to have between 50 and 150 charging stations throughout the city, operated by NRG Energy. The chargers will be Level 2 and 3, meaning that vehicles can be fully charged in as little as a half-hour, surpassing a major stumbling block of Level 1 "electric highway" efforts we have seen in California and Washington. Talks are underway to even expand the network into San Antonio and Austin. It may be the most ironic development yet if Texas, and not liberal California or New York, were to be the most EV-prepared state in the country.

Despite these positive developments, there are several reasons to question whether EVs really are here to stay or are just a passing trend.

Here's five reasons from The Infrastructurist for why EV's are not ready to take off in America:

1. Money

The Leaf has a sticker price of $32,780, and the Volt starts even higher, at $41,000. Of course those numbers go down $7,500 with a federal subsidy (or, as George Will puts it, “bribe”) on EV purchases. But that’s still a lot to ask for cars whose similarly sized competitors ask less than twenty grand. Complicating the picture is that gas prices are (somewhat) stable at the moment—and it sure doesn’t look like the gas tax will go up either.

2. Time

For most people, buying a plug-in also means buying a new plug. That’s because achieving a full charge with standard 120-volt sockets found in most homes will take 20 hours — clearly too long to make the morning commute. Upgrading to a 240-volt charger will cut that time to roughly 8 hours, or a typical night at home. But that can run you another two grand. There’s currently a federal subsidy for these, too, but it’s set to expire December 31, and Congress may not renew it. (And, if we did all buy EVs and charge them at once, apparently the power grid would totally fail.)

3. Range Anxiety

Far and away the biggest concern of potential electric buyers is range anxiety, or the fear of running out of power far from home. Public charging stations are few and far between at present. While people commute less than 40 miles to work on average—well within the range of most electrics—the distance one can travel in a fully charged EV varies based on factors like speed, road conditions, and air conditioning or heat use. In three typical scenarios, Popular Mechanics recently found that the Volt goes only on an average of 33 miles on its electricity (before switching over to an auxiliary gasoline engine).

4. Misinformation

Part of the fear of range anxiety stems from misinformation: A recent survey by the Electric Power Research Institutefound that 38% of people believe the maximum range of battery electrics to be 50 miles, when in fact it’s often double. The same survey found that 35% of people consider electrics “less reliable” and 20%  consider them less safe than gasoline cars — “misperceptions,” says environmental writer Jim Motavalli, that “are definitely going to color your attitude toward EVs.”

5. Man’s Inexorable Reluctance to Change

One leading authority, when asked about the future of automobiles, said that the limitations of battery power simply make gasoline motors “more promising.” That was Thomas Edison, speaking to the New York World in 1895. Although electric cars have been discussed since Edison’s day (some early American car manufacturers even preferred them), the gasoline engine won out, and its position has only grown stronger over time. Today EVs must fight not only battery power but also a deeply ingrained national habit. As the manger of electrics for BMW North America recently told USA Today, when it comes to electric cars, people “need a little more convincing.”

 Via: The Infrastructurist, Inhabitat