Title:چگونه موفقیت سهم دوچرخه را اندازه گیری کنیم

۰۵/۰۴/۲۰۱۳ این وب‌کست فقط برای مشاهده در دسترس است. برای اعتبارات AICP CM قابل استفاده نیست. ارائه دهندگان: اسکات مولن و جسیکا رابرتسون از آنجایی که سیستم های اشتراک دوچرخه در شهرهای سراسر ایالات متحده در حال تکثیر هستند و سیستم های اولیه در بوستون و واشنگتن دی سی به سن بلوغ می رسند، ما معیارهای مختلفی را بررسی می کنیم که برنامه های اشتراک دوچرخه را می توان بر اساس آنها ارزیابی کرد. موفقیت مشترک دوچرخه به چه معناست؟ خودکفایی مالی یا حتی سودآوری؟ تحرک بهبود یافته؟ بهبود بهداشت عمومی؟ کاهش انتشار گازهای گلخانه ای؟ چگونه می توانیم تأثیر فرهنگی سهم دوچرخه را اندازه گیری کنیم؟ یا باید به سادگی نگران موفقیت عملیاتی باشیم – حرکت قطارها به موقع. اهداف: شرکت‌کنندگان در مورد روش‌های مختلف ارزیابی سیستم‌های اشتراک دوچرخه و آنچه که هر روش می‌تواند به ما بگوید، یاد خواهند گرفت. تجزیه و تحلیل سیستم اشتراک دوچرخه Hubway بر اساس سواری، نظرسنجی و داده های عملیاتی ارائه خواهد شد. شرکت‌کنندگان تشویق می‌شوند تا در مورد اهداف برنامه‌های اشتراک دوچرخه شهری و اینکه آیا سیستم‌های فعلی این اهداف را برآورده می‌کنند، انتقادی فکر کنند.

قسمتي از متن فيلم: Hello my name is Benjamin Lee and I just want to welcome everyone it is now 1 p.m. so we’ll begin our presentation shortly today on today on april fifth we will have our presentation on how do we measure by share success for help during today’s webcast please feel free to type

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And universities to log your same credits for attending today’s webcast please go to planning org slash cm selected a state that in cell today’s webcast this will be available for 1.5 cm credit and at this time we’ll start with a poll question okay we have eight percent on for I used

Bike share in my city and fourteen percent my city has bike share but haven’t used it twelve percent I’ve used bike share in another city and majority sixty-six percent I’ve never used bike share and eighty percent has voted ok we’ll go go ahead and do the next pope you

Okay eighty-seven percent has voted six percent said yes operational bike share system twelve percent said yes to bike share system in planning stages and eighty-two percent said no okay and at this time I like to introduce the presenter for today Scott Mullin is general manager of highway before

Joining alter bicycle share Scott ran the national university program for zipcar and has also worked in print and broadcast media including as managing editor of the ride magazine Scott was a charter or member of the livable streets Alliance a nonprofit organization that challenges people to think differently

And to demand the system that balances transit walking and biking with automobiles to make metro Boston more livable and Jessica Robertson is transportation coordinator at the metropolitan area planning council in addition to her other work on transportation finance and bicycle pedestrian issues Jessica manages the regional implementation of the highway

Bike share program a partnership between the cities of boston cambridge somerville the town of brookline and alter bicycle share prior to joining MAPC jessica was program director for the city of boston by school program okay so at this time I’ll change the presenter to Scott hello hey Ben how are

You good how are you doing are ray how do I son am I am I to lab to house Mike though it sounds good perfect okay so let me you know if there any issues seeing my screen I’ve used a Prezi presentation are we all set yeah all right wonderful

So well thanks for having me first of all I’m going to get started yes and I have a lot to talk about i know that we’re already a few minutes past but just try to stop us because we love talking about this stuff so what we have

Here is just our first slide this is obviously the hub way I work for as general manager but ultimate school share the company that I work for we run Capital Bikeshare in DC in Chattanooga Melbourne Australia will be launching new york and chicago later this year so

A lot of a great bike intel bike share Intel in these slides so let’s let’s get to it we saw a lot of you don’t or have never actually first-hand experience bike share so what is it bike share is an enterprise and it’s important to make

That distinction this is not my if these aren’t bikes as toys this is literally a transit system getting an echo can you hear that yeah so I’m getting a little bit of an echo but I’m going to keep going enterprise level urban transit solution and it goes so far beyond just

Cycling I think bicycling especially in an urban setting has a lot of baggage with it it tends to be only the most intense riders or the outlaw types the ride downtown when really it’s something for everybody and it touches a lot on a lot of the issues that urban areas face

Today now let’s look at the first is it’s active transportation now these numbers are based on just 2012 alone highway launched in July of 2011 and just in 2012 alone we had 23 million calories burned we have an obesity epidemic in this country clearly this is

A solution or is part of the solution for people in urban a error it’s it’s green it’s an environmental environmentally friendly motor transit which is obviously good from a greenhouse gas standpoint 360 thousand pounds of carbon were offset and again this isn’t 2012 alone not counting 20th

The half season of 2011 it’s an efficient it’s an efficient mode of transportation and both for the end user and the planner when you think about you know you have 50 or 60 with feet width of the road how are you going to accommodate all users it’s clear that a

Lot of mobiles their primacy is waning and hopefully we’ll continue to do so in a more rapid fashion so it’s a much more efficient and smart use of space when you integrate pedestrian accommodation bicycle accommodation and I’m not saying outlaw the cars I’m saying let’s share that very vital and expensive public

Resource that is our public streets and it’s cheap if you think about the traditional transit you know the second I’ve subway in New York is a great example we’re clocking in at about 2 billion per mile I think the original footprint of hub way was 61 stations 610

Bicycles in the city of Boston and as a capital investment of about 3 million dollars perhaps clearly this is pennies on the dollar and when you think about the nearly 700,000 trips we’ve had in just 12 and a half months of operation that’s a huge bang for the transit clock

And especially in the time of sequestration when you could be more efficient with very twinkling dollars it always helps and I think the best thing and we can’t forget this is cycling is fun people get on bikes and they see a city in a way that they maybe haven’t

Seen it before or maybe have been on a bike since they were 12 years old and people are really rediscovering both cycling and in the city around them it’s been a huge huge success here in Boston Cambridge recline in summer so moving along as they said I were so

Moving along as I said I work for alta bicycle share I’m not going to dwell on that but we do run bicycle transit networks across America and the world and what we run our what’s called third generation bike-share networks now first gen is literally I think it was Copenhagen or netherlands is somewhere

In europe in the late 60s they painted a bunch of bicycles white and they just left them around it’s a great idea but not very good in execution it’s not very efficient is your by going to be there when you come out people didn’t really value the bikes at all they weren’t tied

To them at all those who weren’t using them we’re throwing them in the canals I think it’s the famous use for those bikes version two gentoo is more of a kind of lending library where like Harvard has a current program where you can sign up to be a member and then you

Go in and get a bike but you have to go to a central location and you have to bring it back when you’re done there’s also a coin-operated option that is working in Europe right now as well but again there’s there’s you don’t tie the person to the bike there’s no

Accountability beyond that 50 cent token or whatever you put in so really what we have now is 3rd gen we’ve got a robust locking system we use Wi-Fi we use credit card transactions every bike that leads is connected to a credit card and you’d be surprised how honest that makes

People now not every city has bike share now I typically say you need three things for that you need probably 400 things but there’s three big ones three or four big ones you need a strong by thick culture where people are already riding and they already want the streets

To be more calm and more accommodating for those modes that are not motorized you need a strong advocacy Network what we have here in Boston or the Boston cyclists Union mass pike and the livable streets Alliance you need good infrastructure you need to have a place on the road for people to feel

Comfortable to ride and again you know that the kind of sniff test as they say is what my grandmother feel doing this or what my mother feel safe doing this and if you know if you have a four-lane road with no markings and really no no you know enforced speed

Limits it might as well be a highway and and you know quite frankly even when I was a little bit younger than I am now I wouldn’t feel comfortable riding on roads like that you you have to carve out a space a shared space to make to

Entice people to get on the road on to wheel wells and lastly you really need strong leadership at the top you know you need to have all the people pushing in the advocacy groups pushing for changes to be made on the ground but you know what we had here in Boston was

Mayor menino drawing line in the sand and saying I’m sick of being on the worst list of bicycling magazine for cities Boston really is a city that’s right for cycling it’s it’s a very small city it’s compact you know a lot of lot of twisty turny roads beautiful vistas

Not not far distances to cross I mean it should be a great cycling city is what Mayor Menino said probably six years ago now and I think going from 500 meters of a bike lane 250 miles which is what we have now and now we’re talking about

Cycle tracks and all that it’s really been this this push from the top to make this happen in the cart is no longer King is one of his most famous quotes at least among cyclists here in Boston so I do want to jump in any point you good

Okay so I’m going to keep going so what we have here this is the equipment that we use is manufactured by the public bike system company pbsc commonly known as the bixie bikes based out of Montreal and as you can see here these are mobile modular and solar and what that means

From a planning standpoint is you don’t have to have us situated next row electricity there’s no drilling we don’t have to call dig safe we literally we map out a footprint of minimum 41 feet which will allow 15 doc point station and a six foot footprint make sure that

We have the ad a access that we need all around and we’re good to go so modular what what the modular means is if we find the capacity demand is outstripping capacity as long as we have the space to do it we can then go and add additional docking

Points you see here that at the top of the screen the that’s called a B plate it’s hanging in the air there’s for docking points there and that’s 10 feet long by three feet wide and essentially we can plop those down as far as we go

What we’re looking at right now is south station in Boston which has 47 docking points it is the second largest in our fleet in our stations the first largest being north station we did notice at the very beginning that the transit patterns will talk about those in a minute the

Transit patterns that we were seeing from regional rail at north station as commuters would come in get off the train get on a bike and use the bike for their last mile to to work or wherever they were going we only had 35 docking points at north station and within about

A month it was clear that demand is outstripping capacity we added three more docking points to bring that up to 47 and I’ve actually just increased it one more time we’re at 54 dot dot points now we just launched that station last Monday and the patterns are there it’s a

Very we call it a title pattern the commuters come in in the morning and that station empties out very quickly so we have to be sure to fill it to match the demand and then in the afternoons we have to make sure that it’s nearly so all those commuters are now doing the

Reverse trip now its solar as I said so we don’t have to do any digging or anything and it’s mobile you know we may find in this has happened in the past that we put a station down assuming that it’s going to do a certain a certain level of ridership and usage and

Utilization and it just doesn’t and we know it could do better somewhere else as long as we have a site plan approved we literally go in with the crane and we pick it up we put it on the truck we drive it to where it’s going we put it

Back in the ground this is process that takes 30 to 40 minutes from when our crew first arrives when they’re driving away with this on the back of a truck so you can’t do that with a train line or bus rapid transit so very flexible we can react to conditions very

Quickly and this is cell station when it’s full it is a beautiful sight these are oliveira our branded branded Hubway bikes with the new balance logo there the title sponsor of the Boston section of this network so this is a graph I put together it’s a typical day this was

Just a random day last August and it really shows that the peak demand during the weekday this is a again a very commuter heavy time and we see patterns like this nearly 200 bikes were used we’re in use excuse me between seven-thirty and 830 on this particular

Day and you see that that huge spike in the morning a little dip and you know sustained of about 80 to 100 bicycles in use on any given hour during the day people running back and forth to meetings and whatnot tourists and from out of town taking you taking to spin

And then you see a slightly less spiky jump in the afternoon because most people have to be in to work about eight or nine but when they leave or if they go straight home tends to vary so it’s it’s less pronounced in the afternoon but there still is that spike if we take

A look at an average weekend you’ll see this big beautiful bell curve starting right around nine o’clock in the morning with 60 bikes and peaking it about 175 around the two three four o’clock hour and then dipping down for the evening so this tends to be much more much longer

Trips the commute trips during the morning and evening people are there not lollygagging they have a place to go and they have a deadline to get there but these trips tend to be a little bit longer a little bit more roundabout people aren’t as much of a rush you will see

Over to the left of the screen that little spike around one o’clock when the tea closes this is all the college students heading back and back to the dorms they don’t want to pay for a cab so let’s look at these side by side again just to get the impact you see the

Way we we have to deal with the system the way we operate the system is much different Monday to Friday requires different types of effort no less effort on the weekend just different different types of effort and one of the things with bike share it’s not like car

Sharing in that car sharing is an out-and-back system where you pick a pick up a vehicle you do whatever you need to do with it you need to bring it back to the exact location that you picked it up from is that’s where the next member expects it to be this is a

One-way system and bikes can go anywhere which means you’re going to get full stations and you’re going to get empty stations in full and empty or equally bad to us because that means a member or a casual user can’t get a bike when they want one or they can’t dock a bike when

They need to and nothing is more frustrating than you know racing across town to get to a meeting and finding out that the bike share station closest to that meeting is full and you have to go to the next closest station now how do we deal with this traditionally

Bike-share operators do what’s called rebalancing and this is one of the hub way rebalancing vans with one of our Rockstar rebalances coming out two at a time essentially these vans can hold 22 bicycles and they can redistribute the bikes to meet the demands of the system

We have 32 on the ground and a third is actually coming in next week we’re going to put it into into circulation beginning in May we have been launched now since Tuesday very excited about that we’re averaging I think we had 900 rides on Tuesday 1100 on Wednesday 1500 yesterday

And this is only on we’re not fully deployed it’s only on about maybe 800 bicycles so clearly people are very excited that we’re back on the ground now when I said before that traditional operations do rebalancing what I meant by that is we have access to data in

Real time as does the the end user we have a spot cycle and app the smartphone app called spot cycle it’s a free app and it will tell you where the bike-share stations are relative to you if you turn on your location you’re the little blue dot and you can see all the

Bike-share stations around you and they’re shaded in in terms of how many bicycles they have if it’s a 15 dock station and it’s seven bicycles in it it’s shaded about half read full stations are full red empty stations are totally translucent so transparent excuse me what we do with that data feed

Is we crunch the numbers on a daily basis to make sure that we’re keeping up with demand demand shifts there’s an event in town like the Boston Marathon and that’s going to shift that’s going to be a big spike for us we have to make sure that we look at the historical data

From last year so we know where those demand where we can expect those demand spikes to be and we’ll actually set the system up for success the night before or the morning before we talked about North Station we know it’s going to be empty by seven thirty in the morning so

What we do is the night before we fill it up and we know that all the destination stations that are downtown near the central business district are going to fill when North Station empties because that’s where the bikes and the riders are going so we almost empty those stations the night before we’ll

Leave a couple of bikes because we don’t want it to be totally empty and then we fill the van with those those bikes from those stations so that when the rebalance sure comes in at six in the morning the first thing they do is they go to these massive origin stations as

We call them and they replenish them and we’re able to get you know 150 bike trips in 90 minutes out of a station that only has 40 docking points by doing that and again it’s it’s pre balancing because we have the data we know where the demand is

Going to be and again we’re crunching in real time we can react in real time to two shifts and patterns when students come back or leave for the summer when the tourists start coming in you know there are different patterns to each kind of season that we have here

Rebalancing is reacting and that’s not quick enough if we’re going to be an enterprise-level transit system not only do they have trains have to run on time they have to be at the station for you when you get there so huge part I mean this is the biggest the biggest part of

Our operation is the rebalancing you would think it would be the maintenance on the bicycles and that’s that’s part of it but we’re going to be running probably third three eight-hour shifts I’m sorry 2 8-hour shifts per yeah so 32 hours per day just in rebalancing and

That’s before we bring in the new van so if you look here we have a bicycle rebalancing trailer this is our head mechanic Andrea who weighs about 90 pounds and had no problem hauling 200 pounds of Hubway bikes these are not like bikes these are built for to be

Rugged into last outside all season long we wanted to obviously lower our carbon footprint I think it’s been mentioned I used to work for zipcar and one of the ways that in many of our markets one of the ways we dealt with our vehicles as we manage them by bicycle we’re not like

Hurts or enterprise where you want to move 20 cars from the airport you just get a vanload retired guys we had 20 cars spread out all around a neighborhood in maybe 10 different spots of two you’re not going to effectively deal with that that sort of a system and

Fleet by car so we would do it by bicycle now I come to hub way and we have to deal with all of our bicycles by van and that that was something that really was bacon my noodle when I first got here I said we can do this better so

Beyond the green benefits of doing a trailer like this we’ve also noticed that for example around fenway park there is absolutely no way that we can balance the three or four stations that are near fenway on game day but fenway has bike lanes leading to and from it on almost every

Road and this trailer has a footprint that will fit within a bike lane so we can we can use micro zones this trailer for micro zones and and do the balancing that we previously hadn’t been able to do effectively and again fuller empties equally bad to us we want to make sure

That that it never happens so this is just a snapshot of year from july twenty eight twenty eleven until the end of november in in twenty twelve now we are a seasonal system here we do not operate in the winter so at the end of november we pack everything up as i mentioned

We’re mobile we’re modular we’re so solar we pick all of our stations up which last year peaked at 105 on the ground and we store them in a warehouse along with all 1065 bicycles now we had six hundred and seventy six thousand trips to be exact and that’s just in

Twelve and a half months of operation 11,000 memberships sold with seven thousand active annual members currently and more every day now that we’re back on the ground and 140 thousand unique casual riders this has been a huge success beyond what anybody had could have predicted me when we launched in

July of 2011 you know we really were throwing darts at a dart board and said well 100 let’s try to get a hundred thousand trips in the first year which you know two years ago which is ancient times in terms of Bike Share we thought

That would be a stretch goal we hit that in ten and a half weeks we really haven’t stopped since we had more than 530,000 trips just last year alone the first half of the year 600 bicycles in Boston the second half of the year beginning in late July early August we

Expanded to the neighboring municipalities of Brookline Somerville and Cambridge so we now really are truly a regional transit net work and as you can see here this is just a snapshot of part of our our system it doesn’t encompass brookline which is just off the bottom of this map

But this really shows the density that we we strive for some of the more successful stations not surprisingly are the ones that have proximity to other stations if you have 20 bike-share stations for example to put in your city do not put them in 20 far-flung corners it’s not the way bike-share works

Bike-share is most successful when there are options and when there is density and you can see that at the top of the screen somerville is a little bit stretched they have eight stations in the first round they have four more now that they’re going to fill in some gaps

And not surprisingly those stations being kind of outliers were they weren’t unsuccessful they were just less successful than some of the ones in Cambridge for example you’ll see right on brattle square kennedy school right in the center of the map that’s Harvard Square and within a week of launch the

The central Harvard Square station jumped to top five in the network it was that busy and and you know clearly that was because of the proximity not only of the other Cambridge stations down mass ave and through Kendall and central squares but right across the river on

The Austin side of the Harvard campus just plenty of places to go and it really made sense for people to use it the the green dot is the locus of the station the red circle is a quarter mile radius and the kind of pink I hope you

Can see the pink lighter circle is a half mile rate is we really would prefer the red circles to be overlapping it as you can see in Boston that’s the case I think that kind of gold standard for international bike-share networks is 500 to 600 meters between stations and

That’s really when you’re going to get the best density and the best efficiency for the end user now in terms of revenue this is a little graph i put together right before here so it’s slapped together I apologize and it’s a snapshot from last july through

November and this is a revenue now the over to the left membership revenue annual members you can see in july day or forty percent august we had a spike to fifty percent and that’s because we jumped into new those new municipalities that i told you about brookline

Somerville and cambridge so we had a spike in annual member membership purchases but typically it sits around a third of the revenue comes in from from those memberships and casual fuels typically are about two thirds and then moving over to the right there and i am

Yeah there we go so I couldn’t see part of it you can see that the annual usage revenue is just really in the pits our annual members are very smart they know that the first 30 minutes of any trip they take is free which is one of the

Hallmarks of bike-sharing we want to incent short transit trips we do not want to incentivize out as if it were a bicycle rental and take it for four hours if you do you’re going to get charged 50 or 60 bucks you’re going to

Be mad at me and I’m going to be mad at you because i want that bike to be in the system turning over multiple trips per day and you can see the casual revenue usage usage revenues you know eighty to ninety percent and clearly this demonstrates that it’s the casual

User really that subsidizes the system for the rest of them the rest of the riders whether that’s casual tourists use whether whether it’s someone coming in a infrequently into town not enough to pay for an annual membership but they want to ride it once in a while it’s

Huge and i think the the casual members their average trip at the beginning of the system was about 70 minutes and that trip is worth six dollars to us too a five-dollar one-day pass and you can take as many trips as you want in that time all trips under 30 minutes are free

Anything over 30 to 60 is two dollars 60 to 90 is six dollars every half hour after that is eight dollars so all the way up to a hundred it’s again it’s not because I want to hun dollars it’s because I want the bike back in the

System but this is huge you know when you when you start talking about how do you measure success which I know we’re going to get into through justice portion of this you know it should be self-sustaining and I think casual usage revenue and casual fee revenue is key to

That to that goal oh there we go it looks like we’re at the end of mine so this is uh this is how you feel when you ride bike share and with that I think a lot we do questions at the end I think so we’ll pass to Jess okay can everyone

Hear me um yes cool okay let’s see there we go alright so um my name is Jessica Robertson I work for the metropolitan area Planning Council which is the regional planning agency for greater boston and we have served as the regional coordinator for the highway system because it’s a partnership

Between these four different municipalities so at various points throughout the planning and the implementation and the operating process we’ve sort of been that been the agency hurting all the cats so today we’re our question is how are we how do we measure bike-share success and the first step to

Figuring that out is defining what success means and so there are financial and operational components to success and so whether or not the system is up I’ll sufficient from a financial perspective and whether or not there are bikes at the stations where there need to be those parts Scott talked about a

Little bit i’m going to talk about the policy goals and the bigger picture things that that we as planners are all trying to do and trying to use bike sure as a tool to get there so the first is mobility and so transportation planning is all about trying to get as many

People where they need to go as easily as possible and bike share is about adding one more thing to the menu of transportation options for people and so people are using Hubway for lots of different things but number one it’s it’s certainly being used for commuting

And this was our how we asked the question last year and then this year we asked it a little bit differently we asked people to rank the different kinds of trips they take on Hubway so as you can see the first commuting is still number one but then personal errands and

Entertainment trips are still pretty high up there and we also know that Hubway users are multimodal so sixty-five percent own a car I’m sorry I think it’s on auto advance um and I have this one on turn that off um there we go okay sorry everyone okay so sixty-five

Percent of Hubway users own a car and but then a lot of them also have car sharing almost half have a monthly transit pass which in boston means you get unlimited trips for seventy nine dollars a month and and then a lot of our users do have their own bike i

Personally have my own bike and also have a Hubley membership so this is so how way indeed is is one of a whole menu of different options that people have transit in particular Hubway was already was from the very beginning conceived of as an extension of the transit system

And you can see that a lot of highway stations are located near transit stations which are those little tease inside the circle and how about users definitely use bike share and transit together as Scott was talking about it’s the first mile or the last mile and you know they’re

Substituting a transfer or in some other way they’re they’re using the two together so how about users definitely do both at the same on the same trip and they they do both on any given day but at the same time how way users are also substituting transit trips and we had a

Data contest last fall where we released the data from 500,000 Hubway trips to the public and invited them to submit data analysis and data visualization and you can check out all of the submissions that we got at hubli data challenge or Gannett websites on the bottom left and

We were really blown away by all of the amazing things that we got back this is a screenshot of the winning visualization which compared Hubway trip data with MBTA historic trip data to actually see if you’re going from if you’re going between a certain origin and destination is it faster to get

There on highway or by transit and if you can see that vertical line at zero everything to the right of that our trips where it was faster to take Hubway which is the vast majority of trips and and the two biggest dots right at the top are North Station North Station and

South station which are as Molly described the the largest subway stations in the system and they’re also linking with commuter rail Amtrak subway and buses so there’s definitely a lot of interrelation there so another another piece of the mobility puzzle is getting people where they need to go as quickly

And as easily as possible so so when when how where users are substituting a complicated or a slow transit trip for a faster and easier bike share trip we are improving mobility so Capital Bikeshare also did a survey of their members and they are they asked about induced

So trips that that members took because of hub way or sorry because of capital bikeshare that they may not have taken otherwise and in fact forty four percent said that they had done that you know this is a this is a much harder to measure one and and a lot of the reasons

That people gave for the induced trips were relating to other transportation options that they were saying it’s too far to walk or its inconvenience take transit or parkings too expensive so it is hard to know though whether those trips really wouldn’t have happened at all or whether they just would have

Happened closer to home but we do have you know as a cyclist as I’m sure many of you are also cyclists and you can relate to this there’s sort of a you know a gut experience of and biking opens up all these different possibilities of places you can go in a

City and this at the bottom is a quotation from one of our user survey comments on sections and one that I really like about the the city feels smaller and more and reach than ever so our next goal is to improve public health city of Boston or the Boston

Region and Massachusetts as a whole have about a little over half of adults are overweight or obese and how way members are pretty much on par with that almost half of Boston area adults also don’t get enough exercise on a daily basis so active transportation is of course one

Of the most important ways to maintain a healthy weight and ensure daily exercise because you don’t need to you know paver gym membership or stay motivated with your training plan you know you’re baking it into your everyday routine by using biking or walking for transportation so that’s definitely one

Thing we want to get more people doing through bike share so how I users before they joined Hubway some of them were biking but most of them were not biking very often and and almost half of them like this almost never piece of the pie chart is three times per

Year or less so that’s very rarely I mean now Hubway members average over 10 trips per month we also is another quote on the bottom from from another member on our survey they were just tons and tons of these stories of people who hadn’t ridden a bike in a long time or

Had never ridden a bike for transportation and all of a sudden they’re biking all the time or that you know they’ve gone and bought their own bike and they’re just biking hundreds and hundreds of miles now so fifty-nine percent of our members in the survey actually said that their their physical

Activity increased because of hub way since they joined away and among those who said their physical activity increased almost a quarters that it increased by more than 30 minutes a day which is pretty impressive from a public health intervention perspective so we’ve we burned almost 30 million calories

Collectively and how way members do say that they feel healthier and closer to their ideal weight I’m not a public health person my training so I questioned this idea of asking people if they feel healthier but my public health colleagues tell me that that’s a useful

Question to ask so our next our next metric is the environmental impact so in Massachusetts about a third of greenhouse gas emissions are from transportation and that sector is growing faster than any other sector so in order to reduce our overall greenhouse gas emissions and do anything

About climate change we really have to tackle transportation and that means shifting trips from car trips to lower emitting and non emitting modes and indeed half of all trips in the US are three miles or less and three-quarters of those are made by car so there’s plenty of potential to shift those trips

Subway is indeed shifting some vehicle trips and so sixty-five percent of Hubway members own a car and of those and we had almost half of them saying that they are replacing car trip in a typical week with Hubway trips and thirty-six percent of car owners replaced more than four trips each week

On average hub way members replaced a little over one trip for one point two trips per week per member which comes out to about 88,000 car trips avoided so far we’re also replacing taxi trips so we asked about both commute trips and non commute trips and and taxi use was

Down for both of these so it’s it’s not just people hopping on a Hubway bike to come home from the concert on a Friday night instead of a cab there also substituting taxi trips on their daily commute and this guy tom is one of my favorite examples of someone who has

Done this and he joined hub way and eight months later had lost 60 pounds and has some great quotes up here he was he was taking cabs all the time before and then he started using Hubway and he lost all this weight and he saved all

This money and he even he loves it so much he even goes out in during his lunch break and rides around and he’s even started writing going on family bike rides with his kids on the weekends where he and his wife ride huh boy bikes so this is where you know mobility and

Health and Environment all come together and and you can people can reach their destinations more easily at the same time that they’re getting more exercise at the same time that they’re doing it away in a way that benefits the environment we also want to know if bike

Sharing can help boost the local economy and we do know bike transit are much more to the mall move slightly they’re less likely to walk or bike to the big box store and but this is a phenomenon that’s that’s a little harder to measure so we’ve asked we’ve

Asked different questions to try and get at this over the time we do know that transport a guest so if people are saving money on transportation that has an important impact they have more money to spend on other things Capital Bikeshare had some really great results from their survey question about saving

Money so we asked our members to and they didn’t say that they they said that they saved less money than capital bikeshare users did but I think the big the big difference there is that DC doesn’t have an unlimited transit pass you have to pay by the trip in DC

Whereas in Boston half of our members do have that unlimited monthly transit pass so that there every time there the writing hub way they may or may not be saving money whereas in DC you are saving money every time we also know that Hubway members are more likely to

Visit a business if it’s accessible by half way that’s pretty that’s pretty predictable and but then we also ask them specifically to think of the last Hubway trip where they made a purchase at a local business and if they hadn’t had her way what would they have done

And forty percent of those purchases they said would not have gone to a local business so it would have either been online or at a chain store or they wouldn’t have made the purchase at all so that’s that’s as close as we can get to saying that yes Hawaii does lead to

More money in the pockets of local business owners and and this doesn’t even start to talk about that the tourists impact so we’re not this is a survey of annual members not the people who come in and use their credit card to buy a one day pass so we haven’t even

Begun to measure whether subway is making Boston a more attractive tourist destination overall or where tourists are spending their money depending on whether or not they’re using way another important goal of bike sharing is to increase access to biking among low-income communities we know that in Boston are low income

Communities are less likely to have bike shops and low-income people often will have you know they’ll be more concerned about bike theft in the neighborhood or they’ll have less space in their in their home to store a bike so it is more difficult to use a bike for

Transportation so bike share is is one way we hope to expand access to biking in addition the benefits of bike share in terms of better access to transit faster transportation cheaper transportation these things are especially important to low-income people and working families and the fact

That it’s a 24-hour system is huge and a city like Boston where we have a large healthcare sector with a lot of third shift workers and yet at the same time our transit closes at twelve thirty at night however Boston like all other bike share systems that I’ve ever seen is not

Particularly representative of the region so we do have you know our membership is skewed towards the more wealthier and more educated end of the spectrum and also skewed ethnically although not quite as much as the other two metrics we do have some selection bias here of course because we did our

Member survey online and so you’re always going to miss certain people that way and then also you’ll see here a huge percentage of the Boston region population is people who are currently in college and yet they’re not very well represented among calm wave members we do we have seen somewhat disappointing

Membership rates among undergrads but we’re we’re working on some different strategies in terms of new pricing models and and different outreach strategies to try and bring those numbers up so we might see that change this year so you can see there is there is some correlation between different demographic factors you know that

There’s a strong correlation between race and income but race and education are not very well correlated what this says to me is that the biggest gap in terms of who are who are we not reaching with our Hubway message are people with a lower level of education that no

Matter what race you are no matter you know what other other neighborhood factors or demographic factors the people were reaching or highly educated that people were not reaching are not as educated so that’s something we have to think about how did how to do that better now this chart if you look the

The numbers on the right side show how many trips actual trips not self-reported trips per month these members took and what this shows is that you look at the bottom bar it’s suddenly a lot more equitable across the different income levels which says to me that for low income people who are able

To access hub way it becomes a really important transportation asset and they’re using it all the time so I think it you know it’s not about it’s not about people you know low income people aren’t interested in highway or you know something like that it’s just a matter

Of figuring out the best way to to get those people able to access the system because when they do they use it just as much if not more than than more privileged people who are accessing the system so what are some of the barriers one that’s gotten a lot of press has

Been that on the credit card issue because you need a credit or debit card to use bike-share Boston rates of unbanked households are lower than the national average and and then if you look at you know even the these demographic groups that have the highest rates such as no high school degree and

That’s that’s a high rate among that demographic group but that’s still a tiny sliver of the Boston population that’s unbanked households with no high school degree only one point eight percent of Boston households Hispanic households with no credit or debit cards are only one point two percent so there are tons

Of people out there in all of these demographic groups who do have a credit card and could be accessing away and they just haven’t yet another reason why they might not be is there aren’t enough stations in those neighborhoods and so these these two maps show household

Income by um by census tract and household percentage minority the density of minority households by census block group and the black outline is the city of boston cambridge and somerville are north of the river and then Brookline is the little piece sort of sticking into the into the middle of

Boston from the southwest so as you can see boston in particular is fairly segregated and the the density of stations is also in the more the lower density minority areas and the the wealthier areas which also happens to be the downtown areas and so all four

Cities that that are a part of highway are absolutely aiming towards expanding all the stations to these lower income areas it’s just a matter of you have to expand organically or the system doesn’t function so it’s going to take a little while to do the fundraising to add all

Those stations to get further into the neighborhoods so also Boston has done a subsidized membership program where low income residents can get an annual membership for only five dollars these are some screenshots of our all of our different multilingual flyers advertising the program and this is very successful in fact the most successful

Effort to increase participation among low-income households of any city that’s that’s tried anything like this in the US and Boston signed up about 500 people and and it’s and a lot of them are using the system very regularly but unfortunately the program is only open to City about

In residence so if someone from Cambridge calls up unfortunately they get turned down and then also it is a grant funded program and the original funding has run out so we are not sure at the moment on how will be able to continue this program but it is it is a

Model I think for for other cities around the country and hopefully to continue in our region and expand it to to include our entire region the other important equity piece is gender equity we are not doing very well on this on this front but we are getting better

Slowly last year we had twenty eight percent of Hubway members were women this year it was 35 women also use the system a little bit differently they’re less likely to use Hubway for commuting more likely to use it for exercise and recreation and as you can see among the

Different cohorts of how frequently people ride that there’s the most equity in the least frequent writers and that the most frequent riders the people who write have way more than 30 times per month are overwhelmingly male I do think that subway and bike share in general

Has the potential to be sort of a gateway drug for biking and you can see here are some quotes again from our survey these are all from women and you see a couple of them we’re halfway was absolutely the you know the thing that got them to try biking and then they got

Hooked but then the biggest the biggest thing that we need to fix in order to get more women biking is to address the infrastructure issue and provide more separation from traffic and provide a more comfortable pleasurable biking experience then our last our last goal is one that’s not stated quite as often

But to use bike share as as a tool to sort of boost the city’s overall bike friendliness and and and one one side of this coin is is making the streets more you know flow a little bit better and everybody get along a little bit better

Part of that is drivers have to learn to to how to interact with bikes and they have to get comfortable with bikes being there they have to get used to expecting that a bike might be there if they’re going to take a right turn and bike

Share can make a big impact on that by just rapidly increasing the number of bikes on the street and then the other way in which the other other type of culture change that needs to happen is we need to break down these stereotypes of what a cyclist who is I clus is and

Bike share is is a really unique way of doing that because it’s automatically that the concept is there that anybody can ride a bike for transportation and that anybody does ride a bike for transportation so partly it’s about people being able to picture themselves doing it and then also this feeds back

Into the last point about the bike friendliness of the streets because all those people in the cars are now much more likely to have tried biking themselves so my I’m going to close with a great example of sort of the paradigm shift that I think we’ve seen here in

Boston which is just a couple weeks before bike-share launched in Boston back in 2011 there was this column by Brian mcgrory in the Boston Globe and suggesting that instead of launching a bike share program we should instead band by cyclists and it was a little tongue-in-cheek but the overall tone was

Definitely that cyclists are annoying and you know it’s okay to not like them and then a mirror 18 months later 19 months later that same person Brian mcgrory I’m is now the editor of the Boston Globe and soon after he took the helm this editorial came out which explicitly stated that cyclists are

People too and drivers have a responsibility to to behave nicely towards them so this I think is a really incredible example of you know a prominent its source of the public discourse and has made this big shift from cyclists are other people and they don’t belong

On the streets too we all deserve to share this space on the streets so that’s something that you can really only get in such a short time with bike share you’re not going to you know it takes a long time if you do it one

Cyclist at a time n and by getting all of these people on bikes in such a short time we’ve really managed to move the needle so um we are happy to take questions um let’s see so I’m Scott you can unmute yourself and then I think we

Go scroll through over here okay so here’s a question boston street layout is more challenging and than others because it’s not sort of a grid so I that is absolutely and you know an obstacle to to bike planning here in Boston and my boss just came back from a

Trip to Chicago the last couple days and he’s like oh man it’s amazing they’re putting in all these cycle tracks because they’ve got this great grid street network and they can just alternate which streets are for buses and bikes and and no we can’t do that

Here fortunately it’s also and we have a lot of narrow streets there’s a lot of competition for the space so it is it is tougher on the the major corridors for cars are also the major corridors for bikes but gradually we’re seeing more and more public acceptance of taking

Space away from parking for example or doing a road diet where instead of having four lanes you have two lanes plus a center turning lane and then taking that extra space and turning it into a cycle track returning it into bike lanes I know me too um oh I actually there’s a

Interesting question here about gender equity for cycling partly because women are more likely to have children and it’s tougher to carry children on a bike this is definitely something that we heard as a piece of feedback when we’re doing outreach about the the subsidized membership program that there was you

Know a lot of a lot of women were saying well you know where do I put my kid and that’s a really valid point and I think for cycling in general in the US it’s mainly an issue of we don’t have the cool gear that they have in Europe and

You know in in Europe you see all those awesome cargo bikes where you can fit like two kids and Grandma and three bags of groceries in the cargo bike and get wherever you need to go and it’s just really hard to find good gear in the US

For cycling with kids bike share is a little bit different you know the bikes have to be standardized or else the system doesn’t really work so you’re never going to have you know child’s bikes or child seats on the bikes however because it’s a you can do one

Way rentals it can still be really useful so you can you know walk your kids to school or you know take your kids on on the train to school or the bus and then on the way back you can take a half way bike so you can still

Use it to mix and match your trips even if you’re traveling with kids or you can do like Tom did and your kids can ride their own bikes and you can right away bike I did see one one question here about buying a disposable raincoat at the the

Station it’s a great idea you know whether does affect our ridership but I think to justice point you know this is an option it’s a transportation option one leg of your trip maybe bike share another might be cab another might be a train or personal car it’s it’s is

Really a lot of different ways to use this but we definitely see that when the weather is bad or colder we get a little dip in in ridership I saw another question about the the survey only and capturing casual or only capturing annual members as opposed to casual

Users and how that might impact the demographics I think that’s definitely a really valid point and we would love to have more information on the casual users but it’s much harder to get and one thing that we do know is happening is that a lot of students is back to

This question and sort of is the annual membership price a little too high for for college students we do see a lot of activity on the stations around college campuses where you know you’ll see people will buy the one day membership at you know one a.m. on a friday night

So they’re not a tourist there are college student you know riding back to their dorm but they’re willing to they’re willing to buy a five-dollar membership of several times a semester but paying $85 up front for the membership is a little steep so we’re actually hoping to launch very soon a

Monthly membership option which we would be more affordable and other cities are also experimenting with other pricing models so DC has piloted a monthly installment option where the it’s the same price as annual membership but you pay it in monthly installments and Montreal last I heard was was trying

An actual paper trip system where you still have your key fob like an annual member but instead of paying $85 up front you just pay a couple bucks per trip which i think is a great model and I’m looking forward to seeing how that goes in Montreal hmm

Oh we got some questions about the cost of the system so the capital cost of the system were covered in part by a grant from the Federal Transit Administration which paid for the stations themselves and then three of the four municipalities also used CMAC funds which is congestion mitigation and air

Quality that’s another federal program that filters through the State Department of Transportation they use that money to buy the bicycles and to help pay for some of the operating costs we also most of the municipalities have have varying levels of sponsorships and so Scott mentioned new balance is a

Title sponsor of the Boston system but Harvard has also contributed a huge amount to put a number of stations on their campus and private companies and other universities and hospitals we’ve gotten lots of support from those institutions and corporations and then certain some of the municipalities have

Put in their own money as well Cambridge in particular has a system which I absolutely love from a planning perspective and they put they have a resident parking permit which costs I think 20 or 25 bucks a year and the revenue from all of those parking permits is mandated by a city ordinance

To get spent on programs that will reduce vehicle miles traveled so I just think that’s a beautiful way to do it and so part of that revenue has gone to fund their highway system and it’s also been used for bike parking and public education campaigns and all sorts of

Things and then the operations of the system are also supported by the revenue from the system so Scott maybe you can talk a little bit more about that so yeah if each bike share network is unique in its goals from the outset and and in the kind of business model behind

It the way that Hubway works is we half of the the operations which is roughly twenty-four thousand dollars per station per year so averages out to two thousand dollars per station per month rough number half of that is covered by the municipalities that are involved the other half comes from

System revenue now the skin in the game for alta where operators but were also partners if the system revenue does not cover the the half that isn’t covered by the municipalities we’re on the hook for that so we really we have an interest to to run the best and most efficient

Network that we can and also to make sure that we’re cover oh yeah is that working I’m sorry we’re having trouble with the interface I can only see one line at a time of these questions oh there it is beautiful so one other thing when we talk about overall system goals

And how do you measure success go all the way back to the RFP the RFP in Boston was we want to get people using active transportation we want to get people out of their cars for single occupancy vehicle trips and we want people to use bikes downtown now in New

York City for example when their RFP came out it was written specifically to get people out of in Manhattan out of overcrowded trains so you really have to look at each network from really from the fundamental level of what are they trying to achieve Chattanooga for example with their system they offered

Integrated locks and the first 60 minutes free you know there’s not going to be a whole lot of transit trips in Chattanooga these are going to be more geared more towards towards people coming in into town for conferences and such and using it as an active option so

Again how do you measure successful it really depends on the Charter if you go with each system um so there’s another question here about em where bike lanes already in place before bike share stations were installed and have they grown simultaneously yes and yes is the

Search that and we the City of Boston started from practically nothing in about two thousand seven but Cambridge had had more bike lanes and bike infrastructure going back a couple decades but all of the municipalities involved with subway have been increasing their their lane miles of bike lanes and sharrows and cycle tracks

Even alongside promoting and installing the bike share system and and this also goes back to my my last couple slides about the culture change issue and and we were just having a discussion last month with MassDOT and the City of Boston about a particular corridor where

It’s it’s sort of a prime location for a nice separated bike facility but it’s a little bit tricky in terms of how do you squeeze it in with the traffic needs and Boston looked at this corridor a couple of years ago and they basically didn’t even consider taking out a travel lane

Because they just thought well that’s going to be a non-starter and now two years later the conversation has completely shifted and that’s much more of a possibility so so you know it’s important to have a certain amount of bike infrastructure in order to make your bike share system viable but at the

Same time it’s a lot easier to it’s a lot easier to get more and better bike infrastructure implemented when you have the base of public support that bike share helps build hmm let’s see I’m at answering somebody text right now people saying you know how often do you have to

Fix the bicycles now these bikes are about 41 pounds which is probably two and a half times what lance armstrong’s bike weighs they’re they’re not built for speed if you’re sweating on a hub way you’re doing something wrong they have three speed internal hubs internal gearing integrated lights front and back

That are on all the time when the wheels are spinning puncture-proof tires graffiti proof paint yeah you know shellac on the outside of me these things are really built to be robust and be outside all the time we do check the bicycles once per month and we have a

Team of fleet cyclists to go around and do this in the station’s just to make sure that you know air pressure is the way it should be and that the tires are true and all that so but in terms of repairs you know they don’t get flex a

Whole lot probably a couple of dozen last year if you can believe it again very robust design on these bikes um there’s there was a question a while ago about what stations are naturally rebalanced versus what stations are rebalanced by the rebalancing team you know it’s actually a usually a small

Subset of stations in a system that need regular rebalancing from the team every city has their stations you know whether it’s on a top of a hill or it’s a major commuter rail hub where a train arrives at a certain time if everyone gets off and what’s it like but then there are

Other stations like for example the difference between North Station and south station in Boston is very illustrative here they’re both major commuter hubs but south station gets a lot more traffic throughout the day from different types of people and different types of destinations so that that station balances itself very well

Whereas north station has very very intense commuter traffic that needs a lot of help from the rebalancing team to keep it operating oh there was another question about um did we have data on age of highway members and we absolutely do the majority of highway members are either

Between 23 and 29 or between 30 and 39 and then there’s sort of a gentle slope down in the older age groups but it’s the 18 to 22 demographic is really very surprisingly low and and that goes back to the student question so I have a question how our communities chosen to

Participate in a Hubley like system really the communities choose to put out a bit and say we want to have a bike share system and that that’s what happened through Jess’s organization MAPC helped write the RFP with Boston I was always envisioned to be a regional Network even though Boston got the

Funding in place and launched first it was always assumed that it would be on both sides of the river for anyone who’s been here to Boston it’s a very compact City you could be in another town and not even know it you’d still think your Boston but they they know it and they

Are very territorial about about each other now are we going to expand beyond this absolutely i think is a lot of a lot of the the neighboring cities are interested they’ve seen the success of this they want to they want to continue i think from altas standpoint we knew

That boston metro boston would be a successful place to go i mean if another city that maybe doesn’t have the density or doesn’t have a transit network we may not want to operate a system for them but that does not stop them from going to another provider I’ve got one here

About do certain dress codes in the workplace especially for women significantly inhibit use of bikes so I love this question this is I personally ride my bike every single day and I very rarely change my clothes once i get to work I make it a point to bike in

Whatever i’m wearing whenever possible and that’s one thing that is is definitely great about bike sharing because people are much more likely to just hop on the bike in whatever they’re wearing and then everybody else on the street sees that person riding the bike in their business suit in their skirt

And their high heels and so then suddenly they’re like oh wow that looks pretty easy I guess I could try that too also the hub way bikes are very easy to ride in any clothing or a more upright posture they have the step-through frame they have full chain guard and fenders

And so it’s you really can’t just hop on in any clothes in terms of rain obviously the fenders help if it’s very light rain but we do see we certainly see ridership go down like that daily rides will be lower on days where it’s really really rainy or really really

Cold or something as you know as would be expected yeah and that really reinforces the fact that this is just another transportation option it’s not that people don’t come into town if it’s raining and they can’t use subway they’re just using another mode and maybe it’s a train or a bus or vehicle

But you know really helping people rethink their commute and rethink how they navigate the city hub ways we tend to follow the transit network as you can imagine we want to link up with transit both the regional rail and the local light rail and and subway options and

Key bus terminals but we also want to be in the middle where where transit may not go and this is a really economical way to do that and there’s another question here about how involved has the transit agency bin and in Boston the MBTA has not been it you know it’s not

Compatible in a in a one-to-one sense with the with the hub way system but they have acted as the pass through for our Federal Transit Administration funds my understanding is in London I’ve never used the Boris bike system but my understanding is that your bike share

Card is the same as your transit card and you can use them at both which would be awesome oh and we’d love to do that someday so you know write your letters to your elected representatives and why not look at the so the MBTA has been has

Definitely been you know a partner in this process the commuter rail the company that is contracted to run our commuter rail system sponsor this the hub way station at south station and then there are lots of there are lots of hellboy stations on on transit near transit station some of them are on

Actual transit property but a lot of them are not as well they’re just you know right next to it they’ve also the MBTA’s also started putting Hubway stations on their local station area maps that they have so when you get off the subway and you’re looking at the

Street map they will have the hub way stations on there as they as they cycle through those replacing those Maps they’re adding Hubway stations to the new ones so I see actually two quick operational questions I’ll bang through one is about the solar power and what

Happens on cloudy days where we site and as a planner you be interested that you you need to cite these in a place typically south-facing that has good solar exposure we need to have a minimum of six hours per day of direct sunlight to kind of keep these things running

Without the huge operational headache of changing batteries what we’ve done on stations that are in less than ideal solar conditions but that’s all that’s the only option we have is we’ve actually stopped in with two marine grade batteries so they last a little bit longer we still have to swap them

Out occasionally you know probably once per week or so and then obviously at the beginning of the season and at the end of the season the the solar exposure just goes down naturally and we have to have to up the battery replacements another one was a quick question about

The 32 shift hours per day to operate rebalancing this is 48 hour shifts and a typical crew can handle an average of three to four stations depending on on how close they are we give them menus based on that the most recent you tell them what their priorities are

So we’ve literally taken the thinking out of the truck and we have a dispatcher guiding people around for kind of 911 s or hotshots as we call them we’ve gotten a bunch of questions about helmets so we you know this is this has definitely been a hot topic in

Boston um one of the questions we got here was what a cities do when they have a mandatory helmet law and we have you know the altar by share a company that that Scott works for runs the Melbourne Australia bike share system and they do have mandatory helmet law which is very

Strictly enforced in fact and they have not seen their bike share ridership do as well in that you know in that situation you’re going to be capturing different types of people so you’re mainly going to be capturing the people who are using it on a regular basis to

Commute and they don’t mind bringing a helmet with them but you’re not going to be capturing the spur of the moment trips now Boston has tried to sort of have it both ways and we’ve done a lot to promote helmet use while not requiring it so all of our station maps

Show locations usually within just a block or so of the station where you can buy a helmet those are often subsidized so they can be as low as has five to eight dollars we also um and there have been you know pursuing a startup company startup company that came out of MIT

That’s working on a helmet vending machine that would be integrated with the station but that’s still a little bit further down the road but but yes we do see that you know bike-share users some of them wear helmets and some of them don’t and and in cities where it’s

Required it definitely depresses the bike-share use to interface but if you accept the user group us anywhere as a local law in any of our municipalities and I think that one one side that we didn’t get you is as a graph from probably that’s exactly it shows the safety in numbers and this

Is something that we’ve seen major cities across work as suddenly increases as rates of cycling increased numbers of cyclists on the roads increase the safety of cyclists overall increases and crashes actually go down it’s it’s a very safe thing to do and I think that

You know just the right lisa says it’s a hot topic typically people equate the fact of not wearing a helmet with not being safe and I think that whether or not I wear how about it I do every trip that’s nothing to change the environment around me and it’s really the built

Environment as planets that you can affect people don’t wear helmets another other countries you know from my standpoint I know a lot of sizes after many years I think a common injury is a broken collarbone from getting your efforts I will also add that there are a bunch of safety features engineered

Right into the bikes so they are you know first of all they’re just a little bit slower than your regular bikes and they’ve got they’ve got good brakes and they’ve got wider tires and all these various things and and you know that they’ve been regularly maintained so the

Brakes work first of all which cannot always be said for people’s own bikes so um you know I certainly feel very safe on the hub way bike there they have a low center of gravity so it’s it’s pretty pretty impossible to fall over and one of these things or to flip over

There I would love to see someone try it slip over the handlebars on one of these things but no absolutely it comes down to providing a safe space for everyone to ride a bike on the street i think scott has one more than he wants to

Answer and then we should wrap it up yeah I see we’re just about past time here so someone asked that we surveyed the impact on local bike shops I think that two years ago not only did the globe have a pretty nasty hot bed there was some some bike shop owners that were

Up in arms about Hubway coming in and you know our argument at the beginning was we’re going to create cyclists we’re going to actually get people back on bikes that may not have been in awhile and and you know as just said before she

Has a bicycle and and so do i and I actually rode my bike this morning to the train went into a meeting at one square hopped on a hub way bike to come over here to this one when I go home on the train i’m going to hop on my bike

And go go back home for that last half mile from the train station so i have 10 bikes and I’ve integrated hub way into my daily routine it just makes sense and I think that as we create more cyclists that the bike shops or understanding that that’s what we’re doing and I we

Saw a great tweet from from a friend hair and a person at the other day he said I need to tune up on my bike i’m glad that huh boys here now he dropped his bike off at the bike shop and then you subway for the rest of the day so

This isn’t about replacement this is about supplements so and i think with that yeah well thank you everyone and please feel free to get in touch here if you have extra questions or if you’re one of those people who answered at the beginning that you’re working on

Planning a bike share system in your own city we would be happy to talk so I hope you found this useful and get out there and ride you

ID: nJu4HW-mRLo
Time: 1365188416
Date: 2013-04-05 23:30:16
Duration: 01:30:41

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