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Public Bike Share Feasibility Study

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Quay Communications Inc. TransLink March 2008 Public Bike Study PUBLIC BIKE SYSTEM – FEASIBILITY STUDY TransLink Public Bike System Feasibility Study PBS Feasibility Study March 2008 Quay Communications Inc Quay Communications Inc. TransLink March 2008 Public Bike Study 2 FOREWORD cover page photo credit - Bicing, Barcelona by photographer vdbdc Quay Communications Inc. TransLink Marc
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    Quay Communications Inc. TransLink March 2008 Public Bike Study PUBLIC BIKE SYSTEM – FEASIBILITY STUDY TransLink Public Bike System Feasibility Study PBS Feasibility Study March 2008 Quay Communications Inc    Quay Communications Inc. TransLink March 2008 Public Bike Study 2 FOREWORD cover page photo credit - Bicing, Barcelona by photographer vdbdc    Quay Communications Inc. TransLink March 2008 Public Bike Study 3 EXECUTIVE SUMMARY Executive Summary The purpose of this study is to evaluate the feasibility of a Public Bicycle System (PBS) for Metro Vancouver, review the range of possible financing and administrative models, provide an assessment of the potential costs, and recommend a business strategy. Ultimately, this study concludes that PBS delivers significant real benefits and is feasible in parts of Metro Vancouver where residential and employment densities are high, land uses are diverse, and good cycling facilities are available. The study recommends that PBS be positioned as part of the public transit network and that TransLink should be responsible for its delivery in the same way that it owns, plans, and funds other transit services. Background A typical PBS consists of a fleet of bicycles, a network of automated docking stations to store and access the bicycles, a user registration system, a system status information system, a maintenance program and a bicycle redistribution mechanism. Existing systems are funded by a mix of subscription revenues and general public revenues, including revenues derived from the sale of advertising rights and parking charges. All existing systems are controlled by a public agency [municipality or transportation agency] but a number of operating models are in use ranging from completely contracted out services to in-house systems. Several major European cities, Paris, Barcelona, and Lyon in particular, have launched major Public Bicycle Systems that have redefined the perception and the potential of the bicycle as a mainstream public transit mode. These cities have been successful in introducing the bicycle as a core public transit mode specifically aimed at short trips under 5km. The German Rail Agency has introduced a similar system, Call a Bike, operated by its DB Rent division in six German cities to facilitate inter-city travel and service customers at either end of rail trips. Table 1 Mainstream Public Bicycle Systems Paris Barcelona Lyon Frankfurt Montreal Vancouver Agency Municipal Municipal Municipal Federal Regional TBD Operator JCDecaux Clear Channel JCDecaux DBRent Stationnement Montreal TBD Population 2,153,600 1,605,600 466,400 652,600 1,039,500 578,000 # Bicycles 20,600 3000* 3000** 720 2400 3800 # Residents/ Bicycle 104 535 155 906 433 152 Operating Agency Third-Party Contractor Third-Party Contractor Third-Party Contractor State Railway Regional Agency TBD Funding Subscriptions & Outdoor Advertising Subscriptions & Parking Revenues Subscriptions & Outdoor Advertising Subscriptions & General Revenues Subscriptions & Parking Revenues TBD * increasing to 6000 in 2008 ** increasing to 4000 in 2008    Quay Communications Inc. TransLink March 2008 Public Bike Study 4 EXECUTIVE SUMMARY Benefits Large scale PBS in Paris, Barcelona, and Lyon have been attracting the attention of transportation and sustainability professionals around the world. With up to 15% of the urban population subscribing to the service and uniformly positive customer satisfaction ratings, the systems are providing a fast, convenient and flexible transportation option for shorter distance trips and are achieving car trip reductions of up to 5%. PBS extends the reach and quality of the conventional transit system at a comparatively low cost especially in congested urban areas where the potential for conventional transit service improvements is constrained. By acting as a “door-opener” to increase the acceptance of cycling as an urban transportation mode, PBS also leads to significant increases in levels of private cycling. The ready availability, high visibility and low barriers to entry of PBS seem to trigger the same social change in transportation behaviour that brought recycling, once a fringe activity, into the mainstream. Bicycle trips are zero emission and cost effective, and a streetscape peopled with a mix of pedestrians, cyclists and fewer, slower vehicles is both less stressful and more liveable than a busy auto-only arterial. The PBS-driven increase in cyclists has the effect of making cycling safer for everyone, even as the systems increase the numbers of bicycles on the streets tenfold, incident counts have remained stable. PBS provides good ‘green collar’ jobs, including manual and semi-skilled positions. In some locations these positions are used in support of job re-entry or other social programs. Feasibility PBS feasibility is affected by both environmental circumstances and system design. In order to optimize uptake, PBS requires an environment where many short and medium length trips currently occur or could occur. These areas are distinguished by high population and employment densities and a diverse mix of land uses. The environment also needs to be sufficiently bikeable, as determined by the quality of the cycling network, the steepness of local topography and local climate. Based on an analysis of these indicators, multiple neighbourhoods in Metro Vancouver are considered strong candidates for a successful PBS. Ratings by characteristic are shown for some of them in the following table: Table 2 Assessment of Metro Vancouver Areas Population Density Demographics Employment Density Cycling Mode Split Transit Mode Split Metro Vancouver High High Very High High Very High Richmond Town Centre High Medium Very High Medium High Lonsdale Quay High Medium Medium Medium Very High Joyce- Collingwood High Medium Medium Low High Metrotown High Medium Very High Low Very High Edmonds High Medium High Low High New Westminster High Medium High Medium High In terms of system design, a viable PBS requires a network area of sufficient size and density. The network area should be large enough to capture many srcins and destinations. For Metro

Berlin Journal 12

Jul 23, 2017
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