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Find out how taking a bus from New Hampshire to New York City can save you hundreds with this travel cost comparison infographic. For part three of our series on cutting corporate travel costs we’re discussing the importance of booking early and planning ahead. The Department of Transportation is currently going around to community boards and presenting preliminary maps of bike-share locations.
One of the big questions we had about station siting concerned the bike-transit connection. At Penn Station and Port Authority, rather than build a single station big enough to meet the enormous demand, DOT and Alta Bicycle Share have decided to build three stations at each location, with around 50 or 60 docks at each. CB 4 Assistant District Manager Jenna Chrisphonte said that the bike-share stations will be placed so as not to impede pedestrian movement on the often-crowded sidewalks in Community Board 4, which represents West Midtown. According to Berthet, nearly every station in the district is being placed on the street, rather than in the sidewalk, as the community board requested in February.
All the bike haters are going to be begging for more bike lanes after bike share is unleashed on NYC. Noah, the longest a station can be is 150 feet (so the largest possible is 59 docks), due to the solar power constraint and likely customer service demand on the station kiosk. That kind of stuff becomes a point of pride for New Yorkers and I’m sure bike share will be no different! Let’s hope that this is just the beginning of a very aggressive continuous improvement program rapidly increasing service, accessibility, safety, convenience, range, practicality, etc. Very exciting,  Are they going to remove most of them for the winter as ridership goes down? Other infrastructure improvements such as clearing bike lanes of snow first as in Copenhagen and vehicle adaptions such as balloon tires might also be considered options.
The nice thing about bike share is that it will help to demonstrate that cycling is just another way to get around and doesn’t actually require anything more than walking does. 1) The Toronto bikeshare system is year round as well, and this past winter they only had to shut the system down once, and only for 3.5 hours during a blizzard. Obviously, in a light drizzle, an umbrella should be ok, but I like to think that most NYers don’t consider that rain.
I notice that people who’ve walked or ridden the subway also arrive at work with tell-tale splotches of water, or snowflakes (but not this year!) on their clothing. Having narrowly missed the two tornados that hit NYC two years ago, by literally seconds, with no idea of the announced tornado warning it seems that the bike-share stations and eventually even the bikes may serve as sources of useful and even critical information such as time, weather, and directives from the city’s emergency management office, etc.
Combining information and communication technologies (ICTs) with the extreme distributed on-demand nature of bike-share would greatly expand the functionality and revenues streams available to this system; especially considering, it seems that virtually the entire NYC government is on twitter. Google has recently released a driverless car for a blind person and virtually nothing prevents it from building and releasing driverless hybrid human-electric recumbent tricycles also suitable for the blind; especially, if NYC DoT starts producing major completely collision-safe routes throughout the city virtually eliminating all inter-vehicle and pedestrian conflicts. Vehicle and infrastructure costs and environmental footprints including emissions would obviously be a small fraction of other existing transport methods; and perhaps even competitive with walking since simple cycling is three times more efficient. Regarding riding in the rain with umbrellas that you commonly see in Copenhagen or anywhere in Holland.

London has about the same population as New York City and at one train station their cycle hire system could have enough docking stations to fill five soccer fields and it still would not be enough to meet the demand.
The only way I can see to rectify the problems with having a shortage of bikes and docking stations is to raise the user fees and or put tens of thousands more bicycles out there. Dennis: In Paris I believe they have created economic incentives to rent bikes at full docks, and return them to empty ones. At $75 for a yearly membership and the person expects to use it an average of ten times a week, that’s 520 uses a year or less than 15 cents a trip. Velib makes money both for the city and the contractor JC Decaux with supplamental billboard advertising. Decobike in Miami Beach charges $15-35 a month and they turned a profit in the first year of operation. Trees,parking meters, tourists, bus shelters, free newspaper racks,store displays, restaurant tables, very clean food vendors,spoiled fruit vendors,garbage cans,payphones that are never used, etc.
Word On The Street “In all honestly, the workload frequently placed on volunteer CB members is often so large that only the retired or financially independent can put in the time without burning out.
Just take a C&J bus to South Station and follow our easy instructions to get to the Harbor, fast! The bike-share stations at Penn Station and the Port Authority Bus Terminal will be even larger than this one, and there will be three at each transit hub. While the map for the full service area isn’t finished yet, the details that have come out so far are pretty exciting. Namely, how is our bike share system going to handle New York City’s biggest commuter hubs: Penn Station, Grand Central and the Port Authority Bus Terminal?
At Port Authority, the plan is for a total of 140 docks, according to CB 4 transportation committee co-chair Christine Berthet. Boston’s North and South Stations only have a single nearby Hubway station each, with about 45 docks at both locations.
The board is currently working on a resolution proposing some small revisions to the proposed map, including the removal of one station and the addition of others. While they may not have as high a daily ridership as the other locations you mentioned, they are important transit hubs that will also attract tourists looking to mix up their sight-seeing modes. The degree to which people want to sportify cycling with clothing or gear is their own business, but special gear is certainly not a requirement. I always see photos of people in Copenhagen and Amsterdam biking with umbrellas in the rain. The effects of weather are different if you live further away, and that’s where transit hubs and bike share really come into play. I assume many people will prefer this then to trying to get their bike onto a crowded train in the morning — and MTA advises not to do this anyway.
This creates a situation of making the system unreliable for depending on getting a bike or being able to find a station to drop it off. The highest operational cost will almost certainly be to reposition the bikes as it is with the Washington DC bicycle share system.

Take you downtown until someone comes to get you out?  They can’t take the bike can they? Based on the preliminary presentation made to Manhattan Community Board 4 this week, the answer is that bike-share is going big. We all know bike-share will also be heavily used by tourists (especially foreigners who are familiar with bike-sharing systems) and I can imagine plenty taking a subway to Lower Manhattan, then a quick ride on the ferry and then wanting to bike back to their hotel.
If you arrive at Penn Station, there’s no reason to have to wait around for a slow as molasses midtown bus, a train that may or may not go near your destination, or take a cab and just contribute to the slow as heck massive midtown congestion, all to go a measly 8-15 blocks in this city. DC was moving ahead rapidly with bike share and cycle tracks, but then a new mayor was elected and everything stalled.
It sounds to me that the system will be so easy to use, cheap and widespread that people won’t need much encouragement to use it as long as they see others doing it in an ordinary way so that they realize they can as well.
I rather enjoy having variety in weather as a part of life, and appreciate that as city dwellers we’re more in physical contact with it than the people cowering from every raindrop and gust of wind in their mobilized glass boxes.
IF there is a plan, will it be implemented at the same time the bike share system starts working?
Fortunately, New York City seems to have learned from other bicycle sharing systems and so they will allow both advertising and bike sponsorship. Now bike docking stations, I guess dog owners are happy their dogs have something else to urinate on. Or others who will take a train to Atlantic Terminal get a bike from the station so they can bike over a bridge (we can all guess which one) back to Manhattan. The bikeshare and cycle tracks are great, and the city has completed lots of studies about those facilities, but it hasn’t built any new cycle tracks in the year and a half since Gray was elected. The bike share system will easily create demand for this for people who already comfortably ride bikes in NYC.
Having the kiosks and bike docks all on a platform that can be easily moved to where the demand is was another great strategy.
I know this report was only about Manhattan CB4, but I’m hoping the same holds for these other transit hubs (which certainly have plenty of space for large docking stations). The point is that we need to keep the pressure up for new protected bike facilities, as it’s all too easy for cities to rest on their laurels. The wind batters the umbrella around, making you wet and making it hard to control the bike. In a dark pair of wool pants I could wade through a stream crossing and no one would know the difference.
London decided to go with hard-wiring like the Velib system and that increases installation costs, while decreasing flexibility.
This is a big problem because we still have relatively few protected lanes so you’re way more likely to swerve into the path of a car.

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