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Citi Bike
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C I T I B I K E T A K E S N E W Y O R K | 1
C i t i B i k e t a k e s N e w Y o r k
Lily Gordon-Koven & Nolan Levenson
Rudin Center for Transportation Management and PolicyNYU Robert F. Wagner Graduate School of Public Service
March 2014
d
Rudin Center for Transportation295 Lafayette Street, New York, NY 10012 Web: nyurudincenter.comTwitter: @nyurudinFacebook: facebook.com/NYURudinCenterEmail: [email protected]
Thanks to Stephanie Levinsky from NYCDOT, Justin Ginsburgh from NYC Bike Share LLC, and Justin Tyndall from the Rudin Center.
Editor: Sarah M. KaufmanAll photos by Nolan LevensonAll maps created and designed by Lily Gordon-Koven
d
C I T I B I K E T A K E S N E W Y O R K | 3
Contents
Citi Bike Takes New York
Cycling in New York City
Citi Bike Launches
Expanding the Network
Connecting to Transit
Shortening the Last Mile
Activity Hubs
Rebalancing
A New, Flexible Mode
Figures and Tables
References
5
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7
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16
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27
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31
4 | R U D I N C E N T E R F O R T R A N S P O R T A T I O N
Executive Summary New York City implemented its bikeshare system, Citi Bike, in May 2013. With more than 6.5 million trips taken by the end of February 2014, the system is well-used. Its daily ridership is equivalent to one of the city’s most popular bus routes. Rather than serve as just a recreational mode, Citi Bike has become an integral part of New York City’s transportation network.
This report analyzes key aspects of Citi Bike:
Citi Bike is built on station density, with almost 20 stations per square mile.
Citi Bike provides a “last mile” solution for many transit commuters -- almost 3/4 of all Citi Bike stations are within 1/4 mile of a subway station.
The most used stations are near major transportation hubs, including Grand Central, Penn Station, and the World Trade Center.
The system’s greatest challenge is its success-- it has so much use that it struggles to rebalance bikes at high-demand stations.
Our analysis focuses on the relationship between Citi Bike and New York City’s subway system. It is the first analysis based on current Citi Bike station locations and their activity levels, with data from NYCDOT, and the connection to the subway network. We found that Citi Bike complements New York City’s dense street grid and expansive subway system. Seventy-four percent of Citi Bike stations are within a five minute (quarter mile) walk of a subway station entrance. The average distance between Citi Bike station and subway entrance is 934 feet.
Citi Bike’s density and connections to transit are compared with two other bikeshare systems: Capital Bike Share in Washington, DC and Divvy Bikes in Chicago. While Citi Bike has 19.7 bike share stations per square mile, Capital Bike Share has 4.37 stations per square mile and Divvy has 6.8 stations per square mile. The differences in station density and connection to transit suggest that Citi Bike promotes short, last-mile trips.
As Citi Bike grows, more New Yorkers will be able to access the new network, expanding the capacity and accessibility of the transportation system. Communities across the city, from Harlem to Greenpoint, are requesting stations in their neighborhoods. The system’s expansion can serve more New Yorkers by increasing their daily mode choices. New Yorkers will benefit from improved mobility and additional transportation options.
Nolan Levenson
C I T I B I K E T A K E S N E W Y O R K | 5
Citi Bike Takes New York Citi Bike has become a vital element of the city’s transportation network, providing a new flexible mode for many New Yorkers. Trips that were once 20-minute walks are now 5-minute bike rides, and places previously inacces-sible by public transit are now linked to the network.
Nolan Levenson
Cycling in New York City Cycling in New York City is not a new phenomenon. Bicycle messengers and delivery people have been staples of New York City for decades. Before the advent of the automobile, bicycles were a common mode of transportation. During the early 1900’s, women who were prohibited from driving used bicycles to travel - famous suffragist Susan B. Anthony once said that the bicycle had “done more to emancipate women then anything else in the world.” Some of New York City’s first bike lanes were implemented in midtown Manhattan in 1980 by Mayor Ed Koch. The lanes garnered public backlash and were removed after one month. Cyclists were banned from Midtown. This situa-tion remained largely unchanged for more than two decades.
Today, the bicycle network has flourished. Led by former New York City Transportation Commissioner Janette Sadik-Khan and the Department of Transportation, the city expanded its bicycle facilities to nearly 600 miles by the end of the Bloomberg administration.
Bicycling recently reached one percent modeshare in New York City. Attention to bicycle-automobile and bicycle-pedestrian collisions from the police and legal sectors continues to grow. Recent cases have yet to create a clear legal precedent. Attention from other industries grows as more New Yorkers choose to bicycle. Hotels are creating their own bike share programs and lending bicycles to guests. Meanwhile, web and smartphone application developers are using data from the Department of Transportation to build apps and websites that make biking in New York City easier. These apps include NYC Bike Map 2013, Ride the City, and New York Bike, which help riders find the bike routes and bike shops.
In its first six months of operation, Citi Bike riders took more than 6 million trips, and by early January, nearly 100,000 riders spent $95 to become annual members.
6 | R U D I N C E N T E R F O R T R A N S P O R T A T I O N
As a result of the new lanes and tools to navigate them, bicycle commuting doubled between 2007 and 2011. Likewise, screenline counts of riders at bridge crossings increased 186 percent between 2000 and 2013. The bike lane expansion has received criticism from some local residents, however, a 2012 New York Times poll showed that sixty-six percent of New Yorkers think bike lanes are a good idea. The Prospect Park West bicycle lane created large public debate and a lawsuit, despite evidence showing improved traffic safety.
As part of the expanding bike infrastructure, the New York City Department of City Planning conducted a bike share feasibility study in 2009. The city issued a request for proposals in November 2010 and ultimately selected NYC Bike Share, a newly formed subsidiary of Alta Bicycle Share, in September 2011. With funding from Citigroup and underwriting from Goldman Sachs Urban Investment Group, outreach and planning began.
New York City Department of Transportation staff conducted 159 multilingual outreach meetings and more than 200 additional stakeholder meetings to engage residents and community groups in the planning process. Using a new online tool called “Shareabouts,” the city solicited more than 10,000 station location suggestions and 60,000 comments (pictured below).
ShareaboutsCitibike StationSuggestion Map
Source:Open Plans
C I T I B I K E T A K E S N E W Y O R K | 7
Citi Bike Launches After several delays, including one related to equipment damage caused by Superstorm Sandy, Citi Bike launched in May 2013 with 330 stations and 5,000 bikes in the lower half of Manhattan and pockets of Brooklyn, including Williamsburg and downtown Brooklyn. By launch day, 16,000 people already signed up as annual members.
Annual Citi Bike memberships cost $95 and provide members an unlimited number of 45 minute rides. Rides longer than 45 minutes result in overage charges ranging from $2.50 for an additional 25 minutes to over $9.00 for additional time. Seven day passes are available for $25 and 24-hour passes are available for $9.95. NYCHA residents and credit union members qualify for discounted $60 annual memberships. Prior to launch day, DOT and NYC Bike Share staff held events to introduce New Yorkers to the system.
Despite the uptake in the system, there were serious criticisms of Citi Bike. Residents in Fort Greene, Brooklyn, for example, expressed concerns over the loss of on-street parking and the degradation of the historic aesthetic of their neighborhood caused by the blue bikes. Neighborhood groups objected to the locations of bikeshare stations, and some were relocated. Author Delia Ephron wrote in the New York Times that the color of the bicycles disrupted the natural palate of New York City. Still, Citi Bike has an average of almost 30,000 trips per day, a statistic comparable to the ridership of the busiest local New York City Transit bus routes.
Geographically, the system covers some of the city’s major commercial business districts and residential areas, allowing riders to travel short distances from work to home or between meetings.
8 | R U D I N C E N T E R F O R T R A N S P O R T A T I O N
Expanding the Network Why does Citi Bike work? New York’s densely populated center already encourages residents, workers, and tourists to walk or take transit to get around the city. New York City, famed for its density and walkability, lends itself well to a tightly knit web of bike share stations. The density of bikeshare stations that helps riders find and return bikes is the main element in the system’s success.
For a fuller understanding of the system’s success, we looked at the geographic relationship to New York City’s subways. Serving 5.4 million riders every weekday with over 700 miles of track, the subway extends far beyond Citi Bike’s geographic reach. However, the subway carries millions each day, many of whom use Citi Bike to cut down on travel time by biking, rather than walking or taking a bus or taxi, the “last mile” to their desti-nation. In analyzing the busiest stations, we found a strong connection between existing transit infrastructure and hubs and Citi Bike’s use.
Subway lines primarily run North-South along the center of Manhattan on Lexington Avenue, Broadway, 6th Avenue, 7th Avenue, and 8th Avenue, leaving the far east and west sides without immediate subway access. Meanwhile, Citi Bike stations blanket the southern half of the island from east to west and 59th Street to Battery Park. This enables multidirectional travel; for crosstown travellers, Citi Bike presents a quick and relatively inexpensive alternative to walking, taking a cab, or a crosstown bus. New York City’s buses are the slowest in the nation; a mile-long bus trip across 34th Street could take more than 20 minutes but a Citi Bike cuts the same trip down to 10 minutes or less, depending on the rider. This solution to the last mile problem is only made possible by the ease of access between bike and public transit. Seventy-two percent of Citi Bike stations, 237 of 330, are within ¼ mile or a five minute walk of a subway station centerpoint; twenty-five percent are within 500 feet; eight percent are within 200 feet; and three percent are within 100 feet.
Citi Bike presents a quick alternative to walking,
taking a cab, or waiting for a crosstown bus.
C I T I B I K E T A K E S N E W Y O R K | 9
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Citi Bike Takes New York
¯0 10.5 Miles
^ Citi Bike Hub
! Citi Bike Station
Rudin Center forTransportation
Figure 1. Citi Bike Stations and Hubs
Figure 2. Citi Bike Stations within 1/4 Mile of a Subway Entrance
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¯0 10.5 Miles
!( 1/4 Mile
!( Citi Bike Station
Rudin Center forTransportation
1 0 | R U D I N C E N T E R F O R T R A N S P O R T A T I O N
A close analysis of subway station entrances highlights Citi Bike station locations. Seventy-four percent all Citi Bike stations, 243 of 330, are within ¼ mile of a subway station entrance (vs. centerpoint); thirty-eight percent are within 500 feet; sixteen percent are within 200 feet; and ten percent are within 100 feet. In other words, the stations within a five minute walk of a subway entrance have the capacity to hold approximately 8,500 Citi Bikes (more bikes than the system currently has).
Within the geographic extent of Citi Bike stations there are 158 subway stations, roughly 2.1 Citi Bike stations for every subway station. The proximity of Citi Bike stations to subway entrances encourages short trips and enables multimodal trips without the hassle of securing a private bicycle, time spent walking, money spent on a taxi or car service, and with the added benefit of providing exercise.
Through our spatial analysis, we examined both subway station centerpoints and subway station entrances. Subway station entrances provide a more accurate analysis by showing where people walk into the stations; however, entrance information was not available for Chicago or Washington, DC’s rail systems. For true comparisons, we used station centerpoints as well as station entrances.
Distance to Subway Entrance
1/2
mile
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mile
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feet
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feet
200
feet
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feet
Perc
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f Tot
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Citi
bike
Sta
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s
94%73%
54%38%
16% 10%
4%
Total Citibike Stations: Average Station Distance to Subway Entrance :
331
934 feet
Average Distance between Bus Stops (MTA NYCT) 750 feetTypical New York City Block 200 feet
C I T I B I K E T A K E S N E W Y O R K | 1 1
74%
To put the system’s density in perspective, we examined the density and relationship to transit of two comparable bikeshare programs, Divvy in Chicago and Capital Bikeshare in Washington, DC. Chicago’s Divvy bike share also launched in spring 2013 and is operated by Alta Bicycle Share. The system includes 300 stations and 3,000 bikes and is owned by the Chicago Department of Transportation. The geographic extent of Divvy stations currently overlaps with 85 “El” train stations; there are 3.5 Divvy stations for every El station. While Chicago’s system has also been very successful and plans to extend to 475 stations to become the largest system in the country, it does not have the same relationship to transit that Citi Bike does. While seventy-two percent of all Citi Bike stations are within a five minute walk of a subway station, forty-one percent of all Divvy stations are within ¼ mile of an El station. Twenty percent are within 500 feet of an El station; nine percent are within 200 feet; and two percent are within 100 feet.
Connecting to Transit
Pinterest / John Wisniewski
Rudin Center for Transportation
Citi Bike and Subway Station Entrances
Figure 3. Citi Bike Stations within 200 and 500 Feet of Subway Entrance
1 2 | R U D I N C E N T E R F O R T R A N S P O R T A T I O N
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Hud
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Citi Bike Stations within 200 and 500 Feet of Subway Entrances
¯0 10.5 Miles
!( 200 Feet
!( 500 Feet
!( Citi Bike Station
Rudin Center forTransportation
C I T I B I K E T A K E S N E W Y O R K | 1 3
Capital Bikeshare in Washington, DC opened in 2010 and has been heralded as one of the country’s most successful systems. The system is also operated by Alta Bicycle Share and was the largest bike share program in the country before Citi Bike opened. The system includes 308 stations and roughly 2,500 bikes spread through the District; Montgomery County, Maryland; Arlington County, Virginia; and Alexandria, Virginia. The geographic extent of Capital Bikeshare overlaps with 59 WMATA metro stations; there are 5.2 bike share stations for every one Metro station.
Capital Bikeshare’s expansion in 2012 and 2013 into adjacent counties allows the system to cover more ground, but diminishes the capacity of riders to connect to transit. A map of Capital Bikeshare, Divvy, and Citi Bike at the same scale shown on page 15 shows the diverging densities of the three systems. In Washington, 111 of 308 Capital Bikeshare stations, thirty-six percent, are within quarter-mile walk from a Metro station. Eleven percent of all stations are within 500 feet of a Metro station; one percent of stations are within 200 feet of a Metro station; and only one Capital Bikeshare station, less than 0.01 percent of all stations, is within 100 feet of a Metro station.
28%
ChicagoDivvy
New York CityCiti Bike
Washington, DCCapital Bikeshare
Percentage of bike share stations within a 5 minute walk of a heavy rail (subway or El) station centerpoint
72% 41% 36%
Rudin Center for Transportation
1 4 | R U D I N C E N T E R F O R T R A N S P O R T A T I O N
0
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100 Feet 200 Feet 500 Feet 1/4 Mile (1320 Feet)
Proximity to Transit
Distance from Subway Station
Perc
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ions
Citi Bike Divvy Bikes Capital BikeshareCapital Bikeshare
Bike Share Systems: A Comparison
Rudin Center for Transportation
C I T I B I K E T A K E S N E W Y O R K | 1 5
Distance from Subway Station
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Washington, DCCapital Bikeshare
308 Stations
2,500 Bikes
70.45 Miles Station Coverage
4.37 Stations/Mile
ChicagoDivvy Bikes
300 Stations
3,000 Bikes
44.12 Miles Station Coverage
6.8 Stations/Mile
New York CityCiti Bike
330 Stations
5,000 Bikes
16.75 Miles Station Coverage
19.7 Stations/Mile
2
2
2
2
2
2
Three maps above produced at equal scales with bike share systems and rail transit lines to illustrate system coverage and density.Station coverage equals the total ground area of a 1/2 mile bu�er around all bikeshare stations in each system.
1 6 | R U D I N C E N T E R F O R T R A N S P O R T A T I O N
Shortening The Last Mile
Citi Bike’s extension of the transportation network is especially evident in areas with moderate subway access where residents and workers walk ten or fifteen minutes to access transit. On Manhattan’s far west side, subways are accessed on 6th, 7th, and 8th Avenues on the 1/2/3, A/C/E, and F/M trains.
Citi Bike can cut down on trip times for New Yorkers. Accessing the Citi Bike station at 27th Street and 11th Avenue and riding to Penn Station at 33rd Street and 8th Avenue, a distance of 0.8 miles, turns a 16 minute walk into a 6 minute bike ride.
In Fort Greene, Williamsburg, the East Village, and even Midtown, Citi Bike reduces travel times for people commuting and for people taking local trips to a meeting, lunch date, or even the grocery store. The following maps illustrate the connections Citi Bike is making in neighborhoods not directly located on subway lines. For commuters, bike share has the poten-tial to reduce commuting times.
Figures 4-7 on the subsequent pages illustrate how Citi Bike extends the reach of transit in New York City by shortening trips from neighbor-hoods in Manhattan and Brooklyn and connecting workers and residents to some of the city’s largest transit hubs. Connections to Grand Central Terminal, Penn Station, and Atlantic Avenue-Barclays Center connect riders to 14 subway lines as well as Amtrak, MetroNorth, Long Island Rail Road, and New Jersey Transit.
Starting Point
Ending Point
Bicycle Route
Walking Route
Subway Entrance
Citi Bike Station
Citi Bike Station(within 500 Feet of subway entrance)
500 Feet Subway Entrance Buffer
AB
Legend for following neighborhood maps
C I T I B I K E T A K E S N E W Y O R K | 1 7
East 5th Street & Avenue C to2nd Avenue F
0.7 miles14 minutes walking
4 minutes biking
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1st A
ve2n
d Av
e
E 4th St
E 10th St
Ave
A
Ave
B
E 3rd St
E 7th StE 6th St
E 9th St
E 2nd St
Bow
ery
3rd
Ave
Broa
dway
E 11th St
E Houston St
Mot
t St
E 17th St
5th
Ave
Ave
C
Lafa
yette
St
E 18th St
E 20th St
E 15th St
Rivington St
4th
Ave
Stanton St
E 19th St
Mul
berr
y S
t
E 1st St
Alle
n S
t
Mer
cer S
tE
lizab
eth
St
E 8th St
Fors
yth
St
Chr
ystie
St
Ess
ex S
t
Ludl
ow S
t
Delancey St
E 5th St
Irvin
g Pl
Pitt
StO
rcha
rd S
t
Lois
ada
Ave
E 16th St
Nor
folk
St
E 21st St
Unive
rsity
Pl
Prince St
Suf
folk
St
Bleecker St
Saint Marks Pl
Grand St
Clin
ton
St
Rid
ge S
t
Bond St
W 14th StW 13th St
W 3rd St
W 12th St
E 22nd St
Gre
ene
St
W 11th St
Ave
D
Astor Pl
W 10th St
Great Jones St
W 9th St
Col
umbi
a S
tAtto
rney
St
Will
ett S
t
W 8th St
Peretz Sq
Stable Ct
Stuyvesant Loop W
Ext
ra P
l
Stuyvesa
nt Walk
Free
man
Aly
E 8th St
E 5th St
Broome St
E 5th St
Gre
ene
St
AB
East Village
¯0 0.20.1 Miles
Figure 4. East Village Neighborhood Connections
Rudin Center for Transportation
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Ave
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Ave
7th
Ave
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Ave
11th
Ave
W 24th St
W 26th St
W 23rd St
W 21st St
W 28th St
W 29th St
W 20th St
W 30th St
W 19th St
W 22nd St
6th
Ave
W 18th St
W 25th St
W 17th St
Sta
te R
te 9
a
W 16th St
W 33rd St
W 34th St
W 15th StW 14th St
W 35th St
12th
Ave
W 31st St
W 36th St
I- 495
Jane St
W 37th St
W 12th St
W 27th St
W 38th St
5th
Ave
Horatio St
Ave
of th
e Am
eric
as
W 13th St
W 39th StDye
r Ave
Gansevoort St
W 40th St
Linc
oln
Tunn
el E
xpy
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th S
t
Little W 12th St
E 18th St
Greenw
ich Ave
E 17th St
Linc
oln
Hw
y
AB
Chelsea
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1 8 | R U D I N C E N T E R F O R T R A N S P O R T A T I O N
West 27th Street & 11st Avenue to 34th Street-Penn Station (A/C/E, Amtrak, NJT, LIRR)
0.8 miles16 minutes walking
6 minutes biking
Figure 5. Chelsea Neighborhood Connections
Rudin Center for Transportation
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Fulton St
Adelphi S
t Clinton A
ve
Carlton A
ve
Park Ave
Waverly A
ve
Dekalb Ave
Hall S
t
Clerm
ont Ave
Vanderbilt Ave
Atlantic Ave
Washington A
ve
Nav
y S
t
Gol
d S
t
Lafayette Ave
Dean St
Ashland P
l
Myrtle Ave
Brooklyn Qns Expy
3rd
Ave
Flushing Ave
Pacific St
Brooklyn Queens Expy
Flatbush Ave
5th St
Prin
ce S
t
State St
Market St
Greene Ave
Nev
ins
St
Bergen St
Paulding St
Cum
berland St
Nassau St
S P
ortland Ave
St Felix S
t
Fort Greene P
l
Willoughby Ave
8th St
4th
Ave
4th
StWilloughby St
S O
xford St
South St
N P
ortland Ave
Ryerson S
t
Sands St
Saint E
dwards S
t
3rd St
Navy Walk
Tillary St
5th
Ave
8th
Ave
Washington P
ark
Bond
St
1st A
ve
N E
lliot Pl N
Oxford W
alk7t
h A
ve
St Marks Pl
N E
lliott Pl
6th
Ave
N O
xford St
14th
Ave
Fair St
Ordnance Ave
Washington W
alk
Pacific St
I- 278Park Ave
Gol
d S
t A
B
Fort Greene
¯0 0.20.1 Miles
Figure 6. Fort Greene Neighborhood Connections
C I T I B I K E T A K E S N E W Y O R K | 1 9
Adelphi Street & Myrtle Avenue to Atlantic Avenue-Barclays Center (2/3/4/5/B/D/N/Q/R, LIRR)
0.9 miles17 minutes walking
7 minutes biking
Rudin Center for Transportation
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Ave
5th
Ave
2nd
Ave
1st A
ve
Mad
ison
Ave
6th
Ave
Lexi
ngto
n Av
e
Park
Ave
E 53rd St
F D
R D
r
E 49th St
E 54th St
E 51st StE 50th St
E 41st St
E 52nd St
7th
Ave
E 55th St
E 38th St
E 56th St
E 42nd St
E 57th St
E 37th St
E 48th St
E 58th St
E 47th St
E 46th St
E 39th St
E 45th St
E 40th St
E 59th St
E 60th St
E 61st St
E 36th St
W 59 St
E 62nd St
E 63rd St
E 64th St
Broa
dway
E 35th St
I- 49
5
Ave
of th
e Am
eric
as
E 65th St
E 34th St
E 44th StE 43rd St
8th
Ave E 66th St
E 33rd St
Uni
ted
Nat
ions
Plz
E 67th St
Vand
erbi
lt Av
e
E 32nd St
Queens Midtown Tunl
Tunn
el E
ntra
nce
St
F D
R D
r
AB
Midtown
¯0 0.250.125 Miles
Figure 7. East Midtown Neighborhood Connections
2 0 | R U D I N C E N T E R F O R T R A N S P O R T A T I O N
East 47th Street & 1st Avenue to 42nd Street-Grand Central Station (4/5/6/7/S, MetroNorth)
0.7 miles14 minutes walking
5 minutes biking
Rudin Center for Transportation
C I T I B I K E T A K E S N E W Y O R K | 2 1
Activity Hubs Citi Bike’s density, cost, and integration with diverse modes of travel contribute to the system’s adoption as a regular mode choice by New Yorkers, not just for leisure or recreation, but as an integral part of their commuting patterns. This integration becomes evident through an analysis of the system’s busiest stations. Figures 8 and 9 highlight stations with more than 35,000 trip starts and ends between July 1 and December 1, 2013.
The busiest stations are adjacent to transit hubs, including those surrounding Grand Central Station, Pennsylvania Station, and the Port Authority Bus Terminal. Together, these transit hubs carry more than a million passengers in and out of the city each day from the surrounding regions via New Jersey Transit Buses and Commuter Rail, Long Island Rail Road, MetroNorth Railroad, and Amtrak. In Midtown, Union Square, Flatiron, SoHo, and Downtown, the busiest stations are linked not only to commuter rail lines but also to the city’s subways as well.
Table 1. Top 10 Stations: Trip Starts7/1/2013 - 12/1/2013 (Total)
Station Trips
Pershing Square (Grand Central) 78,224
Lafayette St & E 8 St (Astor Place) 47,297
E 17 St & Broadway (Union Square) 46,045
8 Ave & W 31 St (Penn Station) 44,224
W 21 St & 6 Ave 41,406
West St & Chambers St 38,507
Broadway & E 14 St (Union Square) 37,325
Cleveland Pl & Spring St 36,733
Broadway & E 22 St 34,211
Broadway & W 24 St 33,954
Table 2. Top 10 Stations: Trip Ends7/1/2013 - 12/1/2013 (Total)
Station Trips
Pershing Square (Grand Central) 57,795
E 17 St & Broadway (Union Square) 50,756
Lafayette St & E 8 St (Astor Place) 46,775
8 Ave & W 31 St (Penn Station) 42,377
W 21 St & 6 Ave 40,522
West St & Chambers St 39,387
Cleveland Pl & Spring St 36,686
Broadway & E 14 St (Union Square) 36,229
Broadway & E 22 St 35,492
Broadway & W 60 St 35,225
Figure 8. Active Start Stations:Stations with over 35,000 starts
July 1 - December 1, 2013
2 2 | R U D I N C E N T E R F O R T R A N S P O R T A T I O N
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son
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r
Eas t
Riv
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Active Start Stations
¯0 0.50.25 Miles
Penn StationGrand Central Station
World Financial Ferry Terminal
SOHO
UNION SQUARE
FLATIRON
EASTVILLAGE
WESTVILLAGE
CHELSEA
MIDTOWNEAST
LOWER EAST SIDE
MIDTOWNWEST
Stations with over 35,000 starts a dayJuly 1 - December 1, 2013
Pershing Square78,224
Lafayette St. & E 8th St.47,297
West St. & Chambers St. 38,507
Rudin Center for Transportation
Figure 9. Active End Stations:Stations with over 35,000 ends
July 1 - December 1, 2013
C I T I B I K E T A K E S N E W Y O R K | 2 3
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son
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r
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er
Active End Stations
¯0 0.50.25 Miles
Penn StationGrand Central Station
World Financial Ferry Terminal
SOHO
UNION SQUARE
FLATIRON
EASTVILLAGE
WESTVILLAGE
CHELSEA
MIDTOWNEAST
LOWER EAST SIDE
MIDTOWNWEST
Stations with over 35,000 ends a dayJuly 1 - December 1, 2013
8th Ave. & W 31st St.42,377
E 17th St. & Broadway50,756
Cleveland Pl. & Spring St.36,686
Rudin Center for Transportation
2 4 | R U D I N C E N T E R F O R T R A N S P O R T A T I O N
The bike-mass transit commuting patterns are apparent when studying the busiest stations in the morning and evening rush hours. Figures 10 and 11 show the 25 stations with the most trip starts in the morning and the 25 stations with the most trip ends in the evening. The similar clustering of stations show that riders are starting their days in one place and returning to comparable locations in the evening. These maps also reveal one of the system’s greatest challenges: rebalancing.
Table 3. Top 10 Stations: Total Morning Rush
Hour Trip Starts 7/1/2013 - 12/1/2013
Station Trips
Pershing Square (Grand Central) 25,367
8 Ave & W 31 St (Penn Station) 17,724
W 41 St & 8 Ave 13,144
E 43 St & Vanderbilt Ave 12,458
8 Ave & W 33 St 11,930
W 33 St & 7 Ave 10,734
Lafayette St & E 8 St (Astor Place) 8,175
Barclay St & Church St 8,098
W 38 St & 8 Ave 7,607
W 31 St & 7 Ave 7,441
Commuting Patterns: Where are people riding to and from?
Table 4. Top 10 Stations: Total Evening Rush
Hour Trip Ends 7/1/2013 - 12/1/2013
Station Trips
Pershing Square (Grand Central) 20,536
8 Ave & W 31 St (Penn Station) 17,453
W 41 St & 8 Ave 13,479
Lafayette St & E 8 St (Astor Place) 13,216
E 17 St & Broadway 13,069
W 33 St & 7 Ave 12,526
West St & Chambers St 11,221
8 Ave & W 33 St 10,807
Barrow St & Hudson St 10,530
W 21 St & 6 Ave 10,485
Morning Rush Hour : start time 6-10am, weekdays onlyEvening Rush Hour : start time 4-8pm, weekdays only
C I T I B I K E T A K E S N E W Y O R K | 2 5
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son
R ive
r
Eas t
Riv
er
Morning Rush Hour
¯0 10.5 Miles
$+ Top 25 Morning Origins Rudin Center forTransportation
Figure 10. Morning Bike Share Rush Hour
Times Square
Grand Central
Union Square
West Village
Penn Station
City HallWorld TradeCenter
Flatiron
SoHo
ChelseaEast Midtown
2 6 | R U D I N C E N T E R F O R T R A N S P O R T A T I O N
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son
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r
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Evening Rush Hour
¯0 0.80.4 Miles
$+ Top 25 Evening Destination Rudin Center forTransportation
Figure 11. Evening Bike Share Rush Hour
Times Square
Grand Central
Union SquareWest Village
Penn Station
City Hall
World TradeCenter
Flatiron
SoHo
Columbus Circle
The system’s success has created its greatest challenge: Rebalancing bikes
C I T I B I K E T A K E S N E W Y O R K | 2 7
Rebalancing Citi Bike’s popularity has created such a demand that stations often lack bikes or are completely full, making it hard to take or park a Citi Bike. Rebalancing is the process of redistributing bikes between ‘attractive’ and ‘repulsive’ stations. As commuters ride to work in the morning, ‘repulsive’ stations empty out and leave few to no bikes. Conversely, ‘attractive’ stations in busy neighborhoods fill up, leaving no place for riders to dock their bikes. Stations that are full or empty are considered to be an “outage.”
Under contract with the City, NYC Bike Share faces financial penalties when adjacent station outages occur for more than one hour. To avoid outages, dozens of rebalancing teams shuttle bikes between full and empty stations using big box trucks, sprinter vehicles, and bicycle trailers.
New smartphone apps built by ‘civic hackers’ mitigate these issues by helping Citi Bike riders find stations with open docks or available bikes. These apps include the official Citi Bike app as well as NYC Bikes, Availabike, and NYC Bike Share.
Despite the varied forms of rebalancing, Citi Bike still struggles to meet demand for riders. Although the main bike warehouse is in Sunset Park, Brooklyn, Citi Bike opened three hubs near Penn Station, Pier 40, and Delancey Street where broken bikes can be repaired and working bikes can be staged for vehicle pickup. This proximity shortens the travel distances of rebalancing vehicles, avoiding the potentially hour-long trip from Sunset Park to Midtown, which could exceed the one-hour outage limit.
While surveyed users expressed frustration with bike distribution, officials at the City’s Department of Transportation believe commuters are tweaking their schedules and destinations to ensure easier access to bikes and docks during the morning and evening rushes.
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Workers unload a moving-truck full of Citi Bikes near Penn Station
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Citi Bike: A New, Flexible Mode of Mobility
As Citi Bike riders seek the warmth of spring, many ask when the system will expand to meet the needs of more riders – those who live throughout the five boroughs and beyond – and ease the rebalancing difficulties. Representatives from the City’s Department of Transportation note that significant time has elapsed since they conducted initial public outreach and staff would need to revisit sites and possibly hold new public meetings.
System expansion would also require new funding sources and a possible discussion of additional private partners. Additionally, Citi Bike mechanics continue to repair equipment and bicycles damaged by Superstorm Sandy; NYC Bikeshare representatives report that it costs $800 to repair a bicycle and $1150 to purchase a new one.
New York City’s density and rich transit network are keys to the system’s strength; however, thoughtful planning and oversight from city administrators and staff built a system with a density to match its surroundings. Strong marketing and wayfinding make finding stations and noticing bikes easy and the relatively low cost gives the system the opportunity to unite New Yorkers across income brackets, something New York’s diverse transportation network already encourages.
The integration of Citi Bike into New Yorkers’ daily travel routines, and the commuting patterns that contribute to rebalancing woes, demonstrate the ability of transportation systems to reinforce one another. The addition of Citi Bike to the New York landscape means more choices - of mode, destination, and payment - for visitors and residents.
Figures
Tables
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1. Citi Bike Stations and Hubs 9
2. Citi Bike Stations within 1/4 Mile of Subway Entrance 10
3. Citi Bike Stations within 200 and 500 Feet of Subway Entrance 12
4. East Village Neighborhood Connections 17
5. Chelsea Neighborhood Connections 18
6. Fort Greene Neighborhood Connections 19
7. East Midtown Neighborhood Connections 20
8. Active Start Stations 22
9. Active End Stations 23
10. Morning Bike Share Rush Hour 25
11. Evening Bike Share Rush Hour 26
1. Top 10 Stations: Trip Starts 21
2. Top 10 Stations: Trip Ends 21
3. Top 10 Stations: Morning Rush Hour Trip Starts 24
4. Top 10 Stations: Evening Rush Hour Trip Ends 24
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1. Citi Bike Stations and Hubs 9
2. Citi Bike Stations within 1/4 Mile of Subway Entrance 10
3. Citi Bike Stations within 200 and 500 Feet of Subway Entrance 12
4. East Village Neighborhood Connections 17
5. Chelsea Neighborhood Connections 18
6. Fort Greene Neighborhood Connections 19
7. East Midtown Neighborhood Connections 20
8. Active Start Stations 22
9. Active End Stations 23
10. Morning Bike Share Rush Hour 25
11. Evening Bike Share Rush Hour 26
References
1. NYCDOT. “NYC BikeShare: Designed by New Yorkers.” 2012
2. NYCDOT. “Suggestion Archive.” New York City Bikeshare. a841-tfpweb.nyc.gov/bikeshare/suggestion-archive/
3. Grynbaum, Michael M. & Connelly, Marjorie. “Most New Yorkers Say Bikes Lanes are a Good Idea.” The New York Times. August 21, 2012.
4. Open Plans. “NYC Bike Share Map.” openplans.org/case-study/nyc-bike-share-map/
5. Bernstein, Andrea. “Survey: 64% of CitiBike Users Unhappy About Full or Empty Docks.” Transportation Nation. October 2013.
6. Sandler, Ross. “No Dedicated Lane in Court for Bike Riders.” City Land. March 5, 2014.
Data Sources: NYCDOT, NYC Open Data, Chicago Data Portal, DC Data Catalog, US Census
Before the launch of Citi Bike, a “last mile” analysis was conducted by Steven Romalewski on the Spatiality Blog (spatialityblog.com) on May 14, 2012, using the proposed station locations. That analysis can be found here: http://spatialityblog.com/2012/05/14/citibikenyc_firstlastmile_quantified/
1. Top 10 Stations: Trip Starts 21
2. Top 10 Stations: Trip Ends 21
3. Top 10 Stations: Morning Rush Hour Trip Starts 24
4. Top 10 Stations: Evening Rush Hour Trip Ends 24
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Rudin Center for Transportation295 Lafayette Street, Second Floor New York, NY 10012 udincenterWebsite: nyurudincenter.comTwitter: @nyurudinFacebook: facebook.com/NYURudinCenterEmail: [email protected]
About the Rudin Center for Transportation
The Rudin Center for Transportation at NYU’s Wagner Graduate School of Public Service school aims to strengthen our understanding of all modes of transportation through research, public forums, and educational programs. The Center draws upon faculty, students, and visiting scholars at NYU. Current areas of inquiry include:
• Theflowofpeople,goodsandinformationinandthroughNewYorkCity
• Informationtechnologyandtransportationsystems
• Inequalityandaccesstoemployment
• Urbanbikesharesystems
• Thefutureofsupercommuting
The Rudin Center for Transportation was named in recognition of a gift from civic leader Lewis Rudin and receives support from leading firms in transportation, finance, and communications. The director of the Center is Mitchell L. Moss, Henry Hart Rice Professor of Urban Policy and Planning.
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