Last week in an unsigned editorial, the Chron asked a provocative question about B-Cycle.
Are bicycle rental programs supposed to be legitimate transportation or merely toys for urban bohemians? New York Times writer Ginia Bellafante revealed Friday that her city’s attempts to make bike share more affordable, such as distributing free helmets and subsidizing Citi Bike memberships for low-income New Yorkers, have so far reached few people.
Houston’s policies don’t paint a better picture. We do have a bicycle helmet fund, which was created to raise money to provide bicycle helmets for very low-income families. But the list seems to stop there. We lack a program to subsidize B-Cycle memberships for needy families, though one has to wonder how much of an impact that program would have. After all, there are no B-Cycle stations in the poor neighborhoods surrounding downtown’s B-Cycle core. It is not as if these neighborhoods aren’t bike-friendly. The Fourth Ward is accessible by West Dallas St., a designated bike-share road that connects directly with downtown. And the Columbia Tap bicycle trail stretches from east of downtown through the Third Ward to Brays Bayou – one of the most convenient bicycle paths in the city, utterly wanting for a B-Cycle station.
Here’s that NYT article the editorial refers to. I can’t speak to Citi Bike, which is a new program and has its share of kinks to be worked out, but the point about making B-Cycle more accessible to more Houstonians is very much a valid one. I sent an inquiry to Sustainability Director Laura Spanjian about the editorial, but she had already sent a letter to the editor in response, which she pointed me to.
Houston B-Cycle appreciates the Chronicle’s calling attention to a wonderful three-month old program – and the call for more bikes and greater coverage. When first launched, some thought this could never work in Houston.
But Houstonians are proving the skeptics wrong. Houston B-cycle is well ahead of projections with over 5,000 unique users and an average of 1,300 bikes checked out each week. And in a city accused of being too fat, these riders have burned an estimated 4 million calories! But we recognize that we have more work to do.
The Houston bike share system, like successful programs in other cities, has used a proven formula, placing the first bikes in the densest part of our city … the downtown urban core and dense adjacent neighborhoods. We want to expand the program across the city, and the Chronicle is right to push for broader coverage.
B-cycle’s growth will build off of the current network. The existing program is a great example of private and public partnership, built with zero local tax dollars. Blue Cross Blue Shield of Texas has been a key partner and financial supporter. They share our goal of making Houston B-cycle the best in the nation.
We need more partners to continue expansion plans. If you want to help, please visit us at http://houston.bcycle.com/.
Laura Spanjian, director, city of Houston Sustainability
Michael Skelly board member, Houston Bike Share
I agree with what Spanjian and Skelly say here, but they don’t exactly get into specifics in their response. I think there’s a more fundamental point that needs to be addressed, but before I get to that, let me point to the story that I suspect was the genesis of the Chron editorial, which was in one of the neighborhood section and thus probably wasn’t widely noticed. (I only saw it because it was on the B-Cycle Facebook page.)
As cycling’s popularity rises in Houston, city officials and planners see the west side of the Inner Loop as the logical next place to focus energy on developing a more prominent role for the quiet, eco-friendly mode of transportation.
Rice University, the Texas Medical Center and area shopping districts already attract cyclists, said Laura Spanjian, sustainability director for Mayor Annise Parker.
“There’s a lot of bike commuters to Rice,” she said. “There’s already some good infrastructure there.”
The city is looking at ways to expand offerings in the neighborhood, with one option being a project where certain streets will close to vehicles and open only for bicycles on Sundays, Spanjian said.
Will Rub, director of Houston Bike Share, hopes that the city’s B-cycle bike rental program can become more established in the area.
“We have very high hopes of expanding the bike share program into the medical center,” he said. “Bike share is an ideal supplement to the Texas Medical Center environment and would go a long way towards reducing a significant number of ‘intra-center’ car rides and eventually reducing some of the shuttle trips.”
He said the next natural step would be to expand the program to Rice Village and at Rice University.
“I’ve had discussions with a few representatives from the school, but no plans or commitments at this time,” he said.
Spanjian said the mayor’s office is working to expand bicycle routes into the medical center and other neighborhoods by year’s end.
I talked about the logical next steps for B-Cycle expansion, and this story makes sense to me. Ideally, as Spanjian and Skelly said, B-Cycle is going to go where the biggest bang for the buck will be – dense places where parking is at a premium and it’s often not convenient or practical to retrieve your car for a short trip. B-Cycle will mostly be a convenience in these locations, helping to reduce short-trip driving, which in turn helps relieve parking congestion, while extending the range of places that a non-driver can get to. This is all to the good.
What we need to keep sight of is that at its core, B-Cycle is a transit network. Extending that network by adding more stations makes it more useful and valuable, but it doesn’t exist in a vacuum. The B-Cycle network can and should integrate well with our existing transit network.
Last month, we recorded 15,232 bikes on buses – that’s 15 percent more than the same month a year ago. And that’s 28 percent more than the previous month of April’s boardings.
Now, no one is going to put a B-Cycle bike aboard a Metro bus. But if we locate some B-Cycle kiosks near bus stops in parts of town that are heavily dependent on buses for local transit, that not only makes both networks more extensive, it also helps to address the Chron’s concern about who is being served by B-Cycle. As we know, Metro is re-imagining its bus system. I say this redesign needs to be done in conjunction with B-Cycle and its future expansion plans. Having these two networks – and the light rail network, and the Uptown BRT line – complement each other will make the whole that much greater than the sum of the parts. To address the question about the helmet fund, perhaps Metro could kick in a little something for that, and perhaps there’s some H-GAC mobility money available to help as well. The point I’m (finally) making here is that we need all these components to work together. I’m sure I’m not the first person to think about this, but I haven’t seen it addressed anywhere else. We have an opportunity here to really make non-car transit in Houston a lot more convenient and attractive. Let’s take full advantage of it.