Karole Sutherland writes from Spain:
 
SALAMANCA
We are visiting Salamanca, Spain and I couldn’t help admiring the clear demarcation of the bike and walking paths here. So much better than Vancouver’s oh-so-subtle signage mounted about 4 meters high on sign posts or via the occasional glyph on the pathway.

 
We live in Coal Harbour and watch the chaos as tourists take the wrong turn along the seawall – either as cyclists on the walking path or stroll down the bike path. It’s mayhem and for the most part, it’s because it’s not easy to figure out where you are supposed to be unless you live in Vancouver and know the secret handshake.
I don’t know the population of Salamanca but it’s nowhere close to Vancouver.  So why can’t we do something smart like this and make it clear for everyone?
 

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Tony Valente ends the bike-share tour of Spain in Valencia:
 

 
VALENCIA
JCDecaux manages Valencia’s bike-share system – Valenbisi. Bike-share stations were well located close to transit and in principle plazas, but technology was an issue as it was a struggle to gain access to the system. Repeated attempts to create a profile and withdraw a bike were denied in multiple stations.  Eventually I gave up.
Valencia’s cost structure makes it a bit of hybrid since short-term memberships are available, but cost 13 Euro for seven days access which provide up to 30 minutes free rides, with a one Euro charge for the next 30 minutes, followed by three Euros for the following 60-minute blocks. In comparison, renting a bike was nine Euros per hour, so there was some potential for savings if you could get access to the system. I could not …
It was unfortunate because Valencia had by far the best network of separated bike lanes widely dispersed throughout the city. The lanes also connect to a park created in the 1950s when Valencia decided to divert the Rio Turia after a disastrous flood. In its place they created kilometres of recreation space that includes bike lanes and running trails, now called Jardin del Turia.
This corridor forms a spine for bike travel connecting central Valencia to the Mediterranean. Ramps link the former river bed with city streets with separated bike lanes sometimes at street level, but otherwise on the sidewalk.
We cycled all over Valencia in these lanes and loved it. In Valencia we felt very safe riding on well planned infrastructure.
 

Keep the speed down and he will smile for you too.

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Tony Valente reports this week on bike-sharing in Spain.
 
SALAMANCA
Off to Salamanca, home of one of Europe’s oldest universities and featuring several UNESCO world heritages sites.

In Salamanca it became clear to that bike-share systems make a conscious choice to not compete with bike rentals since Salamanca’s system – Salenbici – does not offer short-term rentals.  A not-so-prohibitive annual fee of 26 Euro means you probably need to be in town for at least a few days to recoup the membership fee. In contrast, renting a bike at a local shop cost only five Euros per hour and got successively cheaper per hour the more time you wanted the bike.
Salamanca’s system was relatively low tech. That is to say you could not just walk up to a street terminal and use your credit card, but needed to go to an authorized location with fixed office hours where you could complete the registration. Between that complexity and the annual only fee,  a conscious decision was made not to ride Salamanca’s bike-share.
Where is the silver lining? Well, Salamanca as a smaller, more provincial town benefits greatly from less traffic, making riding in general more enjoyable as well as a great network of separated bike lanes. This was a place where you wanted to ride and were able to do so looking at amazing views of the city while crossing 2000-year-old Roman bridges that add something ancient to cycling infrastructure.

 

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Occasional PT correspondent Tony Valente was in Spain a few months ago and sends in this report on bike-sharing in four cities – one a day this week, beginning with Madrid.
 
MADRID
While not quite as mountainous like Vancouver, Madrid has a few hills. That is likely why all bikes in the bike-share feature electric assist – and it quite simply made using the bikes very enjoyable! So much so its easy to go mad about BiciMAD … the Madrid bike-share’s catchy name.

The system is managed by BonoPark. It can get pretty toasty in Madrid temperature wise and the electric assist can help minimize sweating while enjoying the city’s sights. This bike share is a real alternative to bus or metro transportation because it allows both citizens and visitors to the city to rent at a relatively cheap daily rate.
The point-to-point usage of the bike-share made getting around very easy. There were many stations around town conveniently located in major plazas and close to transit and metro stations.  On the downside, it should be acknowledged  that the bikes were not all equal. On one occasion while pedaling up a steep calle, the electric-assist started kicking in and out. It was a bit disappointing and it ended up with one sweaty user by the top of the hill. It will be difficult to forget how heavy an ebike and its battery can be unassisted.
Docking stations were also a bit finicky when returning and withdrawing bikes. MOBI’s bike-mounted release mechanism appears to be a lot simpler in comparison.  For seniors and those who struggle to lift a heavy steel bike, the system for connecting bikes required a lot of muscle.
Signage for tourists is not great when interfacing with the bike-share system. Following the English instructions on screen was further complicated because the terminal seemed to have a preference for some credit cards over others.
The major drawback of the Madrid bike-share, however, is not its bikes but the lack of infrastructure. There are few separated bike lanes. Madrid is a chaotic capital city and interestingly an approach has been taken to have bike riders ride not in the lane closest to the sidewalk, which is reserved for buses, but in the lane reserved for mopeds and motorcycles.
Even experienced rider will struggle with this. In theory this lane is limited to 30km/hour, but in reality mopeds and motorcycles whiz around you at speeds closer to 90km/hour. Children or the elderly should not be forced in to this lane.

Don’t be fooled by this tranquil-seeming scene from Google Maps…mopeds and motorcycles are there to nip at your tail

Tomorrow: Salamanca

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Located on Cambie between 8th and 7th, in front of Home Depot (one of six panels shown).
Odd, and delightful, how very quickly Mobi is becoming just another part of the CityScape. This Mobi’s rider used the built-in cable lock to secure the bike while (probably) shopping at next-door Save-On Foods.
 

To quote the attribution plaque“Imagery for this work was derived from the topography of the coastline of British Columbia.  GPS mapping software was used to acquire the original topographical information, which was refined through additional hand and computer drawing.  The steel was subsequently cut using computer guided high definition plasma cutting technology and then fabricated by hand.”
Commissioned by Grosvenor Canada Ltd.   (Six sculptural grates for fresh air intake vents for underground parking)
 

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August 11, 2016

Ubiquity in the transportation mix.
Here’s a Mobi doing the multi-mode thing on a bus rack.
Note that the clever rider has engaged the Mobi’s built-in cable lock in order to take advantage of the way it locks the front wheel into a turn.  You could swipe the Mobi off the bus rack, but you won’t be riding it away.

UPDATE from Tanya: 
The back story to the photo is that there was only the bus driver on that bus – no passengers. It was Not in Service.
Did someone leave it on the bus? I like the idea instead that the bus driver picked it up and will drop off the bus, then ride it home.

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Mobi is still pretty small with 36 stations (so far) and roughly 390 bikes (growing daily).  And young — at two weeks or so into the rollout. But signs are good that Vancouver could be successful in joining the ranks of 800 or so cities with busy bike share systems.

Mobi has attracted 1,761 active users (people who’ve taken a Mobi ride) during its soft launch.  As of August 4, apparently 3,577 people have taken annual Mobi memberships and can join in the soft launch.  This is high annual-member-per-bike uptake, even for mature systems.
The number of rides per day so far is between 700 and 970; averaging around two trips per bike per day.  This would be low if Mobi were a mature, large system, such as New York City, Paris, London and so on, where the rides per day per bike can approach 6-8.  But for a 2-week old system with limited coverage area and limited user base (annual memberships only), it’s very encouraging. And it’s attracting attention in high places (the Federal Cabinet).

Next steps??  Open up day passes ($7.50 for unlimited 30-minute trips)  and monthly passes for purchase from kiosks in high-traffic areas. Plus gearing up rebalancing crews to move bikes around from full to empty stations.  Effective rebalancing depends on finding usage patterns from trip data and station numbers over time. And it’s not an easy thing to manage.
My personal experience so far has been excellent over a total of around 15 rides.  The communication gizmos work fine, the bikes are great to ride (if slow and heavy compared to my regular bike), and when I need help the staff are there and responsive.  So far so good. Roll on Mobi!
With information from Mia Kohout (Mobi GM) via Postmedia’s Vancouver Sun and the Daily Hive.

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From NextCity:

I am an infrequent bike-share user. For one, there are no Pronto stations in my neighborhood in Seattle. But even when I lived in the system’s service area, I rarely chose bike-share over riding my personal bicycle. As such, I have no need to purchase an annual membership. But if there were an option to use bike-share the way I use transit — paying $2.50 to $3 for a single ride from point A to B — I would use it far more often.
For all the talk of bike-share being another form of public transit, the pricing structure of most major systems is nothing like bus or rail. In Seattle there’s the 24-hour option, which grants the rider as many zero to 30 minute-rides for free for a whole day. There’s a similar $16 three-day pass. Then there’s an $85 annual pass for frequent users. Boston, New York, Chicago and many others offer similar options.
But, there’s a shift happening in the bike-share industry as it realizes there’s a whole host of causal and infrequent bike-share users who don’t need 24 hours of unlimited 30-minute rides and don’t want to pay for it.
Launched in mid-July, Portland’s Biketown system is the latest to offer a single, 30-minute ride option for $2.50. Los Angeles’s Metro Bike opened a few weeks before Biketown and has a $3.50 single ride option. (Equally important: Users can pay for bike-share with the same smart card they use for the bus and subway if they have it linked to a credit card for payments.) …
Single-ride pricing is still relatively new and rare in American bike-sharing, so it’s hard to say if it’s been a success. But if it does prove successful in the cities offering it, its wide-spread adoption would mark an important step toward making bike-share the viable public-transportation option it has long been marketed as. Read more »