HomeMy WebLinkAboutStaff Report 452-08TO:
City
II
City of Palo Alto
Manager’s Report
HONORABLE CITY COUNCIL
FROM:CITY MANAGER DEPARTMENT: PLANNING AND
COMMUNITY ENVIRONMENT
DATE:DECEMBER 1, 2008
REPORT TYPE: REPORT OF OFFICIALS
CMR:452:08
SUBJECT:Evaluation of Alternatives and Direction on Implementation of a Bike
Rental/Bike Sharing Program for Palo Alto
EXECUTIVE SUMMARY
With the increasing emphasis on Carbon emissions reductions and attention to healthier lifestyles,
there is a renewed popular movement in support of increasing opportunities for bicycling,
marked by the advent of bike sharing programs in the United States. Following Council
directive, staff has evaluated the current proposal from Library Bikes, and conducted a case
study review of similar bike-share programs across North America. In meeting with regional
and local stakeholders, possibilities of a more regionalized program combined with interest from
the local private sector have moved the discussion toward a model that can be more cost-
effective on a larger scale. Given such, staff recommends that the City continue to work in
collaboration with Valley Transportation Authority (VTA) to take advantage of economies of
scale in implementing best practices found from the cage study review, tailored toward a
regionally-focused program with Palo Alto as a potential pilot location.
RECOMMENDATIONS
Staff recommends that Council provide further policy direction on a bicycle sharing program for
Palo Alto. The-following options have been identified as possible courses of action:
1.Defer action on an independent local bike sharing program for one year, but continue
collaboration with Santa Clara Valley Transportation Authority (VTA) and other local
partners to explore establishment of a regional bike sharing program including a
potential pilot project in Palo Alto.
2. If the Council wants to proceed with a local (Palo Alto) program, direct staff to move
forward to issue a Request for Proposals (RFP) for a program independent of the
regional effort. If an independent program is pursued, staff recommends that local
private companies and institutions representing end-users be involved early in the
planning process to ensure the long-range success of the pyogram.
CMR:452:08 Page i of 9
BACKGROUND
On June 5, 2008, Bill Burton of Library Bikes in Arcata, made a presentation to the City Council
regarding the Arcata bike sharing program and its potential application in Palo Alto to enhance
the City’s efforts to promote bicycling.
On July 21, 2008, City Council passed a motion for staff to evaluate the proposal of a Library
Bikes program and similar public bike-share systems, in response to the City Council
Colleague’s Memo dated July 17, 2008 (see Attachment A). Three stipulations made by City
Council were that such a program:
¯be targeted toward commuters in the City of Palo Alto;
¯require the availability of funding sources; and
¯limit City contribution tO a moderate subsidy.
DISCUSSION
Library Bikes, Bike-share, or Public Bike programs have commonly been found in Europeim
cities, but have more recently drawn the interest of North American cities. Such systems are
popular in metropolitan cities throughout Europe. Paris’ Roue Libre program was the first well-
known model of a public bike system, which has since been replaced by the Velib program in
2007. Roue libre is a French word, translated ’°freewheel"--which is the likely origin of the
name Freewheelin’, the public-shared bicycle system at the Democratic and Republican National
Conventions.
This type of program has taken place in many shapes and forms throughout the U.S. on smaller
scales for different purposes-e.g, serving to enhance tou}ism, .providing a convenient local
transportation alternative to commuter employees, delivering a service to make bicycling more
affordable, or simply wanting to promote the sport of cycling by giving people more
opportunities to bicycle. Such programs have not been launched within the U.S. on a scale as
large as in Europe, as of yet. The closest North American example is in Montreal, which
launched its program on September 22, 2008 with 2,500 bicycles (40 during trial) and 300 solar-
powered fully automated stations managed by Public Bike System (PBS). According to the PBS
Executive Vice President, the program should expect a 10-year amortized cost recovery, and
then be self-sustaining through membership subscription and user-fees. The biggest domestic
program was launched in Washington, D.C. a few months ago with 120 bicycles managed by
Clear Channel.
The greatest issue municipalities seem to face is cost-effectiveness, especially with the tendency
for bicycles to come up missing or damaged. More sophisticated systems utilize security and
tracldng systems to prevent bicycle loss, but this technology tends to be expensive. Such
programs become more cost effective on a larger scale. In successful cities, these public bike-
share programs can be responsible for up to a 5%-8% mode-shift from automobile to bicycle1-
Victoria Transport Policy Institute, http://www.vtpi.org/tdrn/tdm126.htrn
CMR:452:08 Page 2 of 9
albeit, contributing factors such as existing infrastructure, saturation, density, other parking/auto
policies of the city also need to be taken into account.
Case Studies
Fifteen cities
programs (see
o
o
were contacted with a set of questions regarding their Library Bike/Bike-share
Attachment B):
Annapolis, MD;
Arcata, CA;
Fort Collins, CO;
Long Beach, CA;
Louisville, KY;
Morgan Hill, CA;
Portland, ME;
Portland, OR;
Sacramento, CA;
San Francisco, CA;
Santa Barbara, CA;
Seattle, WA;
Vancouver, WA;
Washington, D.C.;
Montreal, Canada.
Although the scope and implementation varied from city to city, all the programs were in their
preliminary research or early trial phase. A number of cities were still in research phases
(Louisville, Sacramento, San Francisco, and Seattle). The city of Portland, Oregon decided not to
launch the program until it discovers a more cost-viable model. Library Bikes of Arcata has
temporarily put its program on hold while they find a permanent location for the bike shelter.
Four cities--Long Beach, Montreal, Vancouver, and Washington, D.C.--are utilizing automated
systems that use smartcards (i.e. specially-zoned cards for E-Lockers) or other variations of
electronic lock systems. Santa Barbara will be launching an ,automated system in the near future
in partnership with its local BikeStation. Fort Collins promotes its bike pathways through its Bike
Library program, which attracts many out-of-town users. The Portland, Maine White Bike system
is the most organic (grassroots community-initiated rather than City-implemented) and publicly-
accessible with a common lock code that is available to anyone who goes to its website.
Cooperation with Portland, Maine police to recover bicycles found outside city perimeters and the
fact that all equipment, materials, and volunteer hours are donated help alleviate the cost impact
of lost bikes.
Current Proposal
The Library Bikes proposal for the City of Palo Alto can be summarized as follows (see
Attachment A, for original proposal):
1. Library Bikes would provide 20 bicycles in one location chosen by the City.
Bicycles to-be-used have been retired from Paris’ former bike-share program Roue
Libre.
Bicycles would be uniformly branded, and include chain guards, fenders, a taillight, a
rack, and bell.
CMR:452:08 Page 3 of 9
Available bicycles would be stored in a portable cabin/kiosk provided by the vendor,
with equipment to detect bicycles entering and exiting the kiosk.
2.Library Bikes would manage the membership program and maintain the bicycles throughout
the trial; they also cover $1M in liability insurance.
¯Members can sign liability waivers online.
¯Station would be staffed by contractor during early stage of program.
3.Bicycles would be available during daylight hours at a nominal charge to members of the
public, over 18 years of age, who have registered with the program.
Membership: Subscription for Library Bike. users would be $11/month or $29/six
months.
User Fees: First two hours of a rental use would be free; $2ihour thereafter; with a $20
charge for all day (over 8 hours); $40/twenty-four hours; $150/one week; $340/two
weeks.
100% of the revenue would go to the contractor.
4. The cost of the program to the City would be $64,860 for a six-month trial phase.
Staff believes the specialized nature of this type of program would be considered a professional
service. The City’s Purchasing procedures require an informal request for proposals for
professional service contracts in excess of $25,000 but not to exceed $65,000 and a formal request
for proposals for contracts over $65,000. Staff would prepare the appropriate solicitation process
based on Council direction on the parameters for a bike share program. Library Bikes could
submit a proposal in response to the solicitation.
Issues and Considet’ations
In the course of evaluating the Library Bikes and the bike-sharing concept, staff has identified a
number of issues that would need to be included and evaluated in a request for proposals for a
local bike share program if Council wishes to pursue a local independent program (see
Attachment C, for a detailed discussion).
1)Management Issues - Two issues that need to be resolved before soliciting a contractor are:
a) who (vendor/contractor, partner, or the City) would be responsible for the management of
the program and ongoing maintenance of bicycles; and
b) if advertising would be incorporated into the program, as a way to subsidize program costs
2)Trial Phase Issues:
a) the expected duration of a trial program; and
b) whether membership will be open or limited (e.g. to City employees, partner employees,
or those with a Palo Alto work address, etc.).
CMR:452:08 Page 4 of 9
3)Type of Bicycles - An RFP should specify:
a) new or used bicycles;
b) specifications on bicycle types and amenities
c) the minimum number of bicycles expected for the trial period.
4)Stations - Other specifications to be included in an RFP are:
a) the type of stations (e.g. cabin, kiosk, covered racks, e-lockers, solar-powered);
b) whether the stations should be automated or staffed, and
c) the number of stations expected for the trial program.
5) Fee Schedule - Depending on the objectives of the program, Council should provide
direction:
a) on whether a long-term or short-term rental program should be pursued; and
b) if one-time credit card users should be allowed during the trial phase.
6)City Subsidy- Council should provide further guidance on the level of City subsidy, including:
a) a total, not-to-exceed amount for this program; and
b) a reasonable per bicycle subsidy level: low subsidy--$0-499/bicycle; moderate subsidy--
$500-2,499/bicycle; heavy subsidy--S2,500+.
Regional Efforts
In the course of research, staff discovered that there are several other agencies that have been
exploring the idea of a bike-share program (i.e. VTA, Sgmtrans, Caltrain, and the City of
Mountain View). Corinne Winter of Silicon Valley Bicycle Coalition (SVBC) has been
coordinating efforts to get interested parties together to discuss the possibility of a regional
program. A meeting was held on Monday, September 29th with representatives from SVBC;
Santa Clara Valley Transportation Authority (VTA); Caltrain2/San Mateo County Transit District
(Samtrans); Santa Clara County Supervisor Ken Yeager’s Office; City of Palo Alto
(Councilmember Yoriko Kishimoto and Transportation staff); City of San Jose (Councilmember
Sam Liccardo, Department of Transportation, Visitors’ Bureau, and Economic Development
staff); City of Mountain View (Vice Mayor Margaret Abe-Koga); VTA Bicycle & Pedestrian
Advisory Committee (BPAC); Stanford University Parking and Transportation; Guadalupe River
Parks and Gardens (GRPG); Silicon Valley Leadership Group; Moffett Park BTA; Apple;
Google; Lockheed Martin; Library Bikes; independent avid bicyclists; and the Bay Area Air
Quality Management District (BAAQMD). There was strong support for such a program. While
local sponsorships/partnerships with private companies were seen as a viable opportunity, many
were opposed to contracting the program to a large advertising media company. As a result of the
2 Caltrain has a strong interest in a regional collaboration, as the Caltrain Bicycle Access & Parking Plan
suggests a bike-share program as one possible method of alleviating overcrowded bicycle Cars and
preventing passengers with bicycles from getting "bumped" to the next train.
CMR:452:08 Page 5 of 9
meeting, a steering committee has been formed and VTA is currently taking a lead role to
discover if there is funding within their agency for an initial study.
Local Perspectives
At the August 5, 2008 Palo Alto Bicycle Advisory Committee (PABAC) meeting, the committee
unanimously passed a motion expressing "reservations about the Library Bikes concept and
specifically the proposal submitted by Library Bikes. The committee feels other items in the
existing Palo Alto Bicycle Transportation Plan should be given priority instead, for example, the
bicycle route signage project, Park Boulevard bicycle boulevard project, other new bicycle
boulevards and bicycle parking throughout the City, etc." They are in agreement that such a
program, if implemented, would not be of as much value to residents, but should target
commuters. They suggested the City explore a loaner/rental bike program at the BikeStation that
could accommodate casual bike use. (See Attachment D).
On October 16, 2008, several local private stakeholders were invited to a meeting with
Transportation staff to discuss how a potential public bike-share program would fit into the
context of Palo Alto. Representatives from the Palo Alto Chamber of Commerce, California
Avenue Development Association, Facebook, Palo Alto Medical Foundation, Stanford
University, Stanford Research Park, and Palo Alto Bicycles were present. There seems to be
greater support for a program with a regional focus or driven by private companies, rather than a
city-run program. There was a consensus that shorter-term rentals with multiple stations around
University Ave. and California Ave. (including Caltrain stations) would be ideal. Participants
were not opposed to membership subscription fees, and user fees ($3-5/daily) were highly lauded
as an effective way to off-set costs. Factors precipitating the hecessity of such a program include
bicyclists being "bumped" from Caltrain due to capacity issues, parking shortages and high
expenditures on parking tickets. Some concerns raised included uncertainty of whether or not this
should be a government-subsidized program, lack of infrastructure for existing private bicycles
(especially on California Avenue and in Midtown), the need to address safety, and the cost of
maintaining heavily-used public bicycles. Companies such as Google and certain departments on
Stanford University’s campus have adopted smaller fleets for limited/internal bicycle-share
programs. Innovative designs and bicycle parking alternatives that only require small footprints
and don’t necessarily need to replace valuable parking spaces were shared. Promoting healthy
modes of travel was also noted as a positive externality to such a program.
CONCLUSIONS
Given the high expected capital cost for a viable bike-share program, as well as information
collected from several stakeholder groups and case studies across North America, staff believes a
regional collaboration would provide greater.financing opportunities and potential impact.
Benefits of working on a regional scale include: opportunities to develop a high-tech program
with the flexibility, ease of access and infrastructure desired for a successful program, reducing
the amount of public-subsidy required by improving the cost-effectiveness of the program,
CMR:452:08 Page 6 of 9
leveraging opportunities to partner with local private companies, increasing chances of obtaining
competitive grant funding, and ensuring a program that is compatible within the region.
Staff recommends that Council continue to participate in the countywide collaboration to develop
a bike sharing program led by VTA and report back to Council in one year on the progress
achieved before considering initiating a local, independent program.
If Council elects to initiate such a program at a local level independent of the regional
collaborative, staff would request guidance on the Council’s desired parameters for the program
as discussed previously. If Council decides to proceed on a regional level, the same program
elements are still important to set Palo Alto’s expectations within a larger program.
RESOURCE IMPACT
The cost to implement the six-month Library Bikes proposal is in the range of $60,000-65,000.
Staff also investigated the use of Citywide Traffic Impact Fees (TIF) and the General Fund
Budget Stabilization Reserve (BSR). The use of Citywide TIF funds is a possibility for an
ongoing program, but that use would likely be a high hurdle because it would need to be
substantiated with data (from the trial period) showing that it will accomplish the same results as
a project in the Citywide TIF Nexus Study. This would require Council action to substitute this
project with another identified project in the Nexus Study. The General Fund BSR is already
below recommended levels and is not recommended to be used for this purpose. Depending on
the Council direction at this meeting, staff will develop a more definitive funding plan, if needed.
Potential outside funding sources for this project are as follows:
Bay Area Air Quality Management District (BAA QMD) grants - Transportation Funds for Clean
Air (TFCA) Grants through an ongoing application process. They are out of funds for this fiscal
year; the next application round begins spring/summer 2009. The Bicycle Facility Program (BFP)
subsidiary fund was created recently as a result of bicycle programs not being competitive with
other projects in the larger TFCA pool, and follows a similar timeline (summer deadline).
Santa Clara Valley Transportation Authority (VTA) Bicycle Expenditure Program (BE_P) and
Project List--Applications for the Santa Clara Valley Transportation Authority (VTA) Bicycle
Expenditure Program (BEP) are accepted in December. The RFP process in December is more
competitive with criteria such as cost-effectiveness of program.
Public/Private Partnership/Local Sponsorships--Morgan Hill, CA has a City employee-shared
bicycle fleet donated by Specialized, whose headquarters are located in Morgan Hill. The City
could work with local business community to obtain sponsorships, or could partner with local
businesses to have bike sharing stations located on employment sites with demand for bike
sharing/bike rentals.
CMR:452:08 Page 7 of 9
Based on Council direction, staff would pursue the appropriate funding sources.
POLICY IMPLICATIONS
A bike sharing program would be consistent with the Comprehensive Plan Transportation goals of
having less reliance on single-occupant vehicles (Goal T-l); developing facilities, services, and
programs that encourage and promote walking and bicycling (Goal T-3); and playing influential
role in shaping and implementing regional transportation decisions (Goal T-9). The program
would also be consistent with the City Council priority toward Sustainability efforts.
ENVIRONMENTAL REVIEW
This report only requests further Council direction on the bike sharing programs and is therefore
not considered a project under California Public Resources Code Section 21065 (California
Environmental Quality Act).
PREPARED BY:
GAYLE LIKENS
Transportation Manager Management Fellow
DEPARTMENT HEAD:
CURTIS WILLIAMS
Interim Director of Plan~ing and Community Environment
CITY MANAGER APPROVAL:
City MXa~ager
ATTACHMENTS
Attachment A: Colleague’s Memo, Library Bikes Proposal
Attachment B: Bike Sharing Programs Sample Cases Spreadsheet, Survey Responses
Attachment C: Bike Sharing Programs Issues and Considerations (detailed discussion)
Attachment D: August 5, 2008 PABAC Minutes
Chop Keenan, Chamber of Commerce Parking Committee
Matt Millunchick, Facebook
Laura Barnes, Facebook
Jeff Selzer, Palo Alto Bicycles
Sue-Ellen Katz Atkinson, Stanford University
Tommy Fehrenback, Palo Alto Chamber of Commerce
CMR:452:08 Page 8 of 9
Becky Beacom, Palo Alto Medical Foundation
Ariadne Delon Scott, Stanford University
Corinne Winter, Silicon Valley Bicycle Coalition
PABAC members
Chris Augenstein, VTA
CMR:452:08 Page 9 of 9
ATTACHMENT A
CITY OF PALO ALTO
MEMORANDUM
DATE: July 17, 2008
TO: o City Council Colleagues
FROM:Council Members Kishimoto and Espinosa
SUBJECT:Request forthe City Council to consider
Program
Library Bike
As Palo Alto seeks to lead the nation in fighting climate change, we
know that reducing "vehicle miles" represents a great opportunity
to lessen greenhouse gas emissions. With unprecedented public
awareness of the deleterious effects of CO(2) and record high gasoline
prices, policy makers are now looking for creative solutions. Building
on Palo Alto’s strong biking history and culture, we are asking the
Council to have City staff study the feasibility of a public-bike ("bike
sharing") system for Palo Alto.
We, along with Mayor Klein, recently heard an excellent presentation
about the Library Bike Program (imagine a bike library where bikes are
checked-out and returned), which has been extremely successful
in other cities, especially across Europe and in bike-friendly cities in
the U.S. There are well-supported reasons to believe that we would
see similar results here. The Library Bike Program has provided a
proposal (see attachment) for Palo Alto. This is a very rough draft, but
hopefully you can imagine replicating the Europeans’ success --
converting drivers into bicyclists - while addressing many of the issues
(like convenience and bike ownership) that stop people ,from riding
their bikes around our city.
While the attachment provides more details, this proposal can be
summarized as follows:
:1.Library Bike Program would provide 20 bicycles in one location of
the City’s choosing.
2.Bicycles would be available to any member of the public who has
enrolled as a member in the program at a nominal charge.
3. Enrolled members would be entitled to use bicycles on an as
needed basis.
4.Library Bikes manages the membership program and maintains
the bicycles throughout the trial.
5,Available bicycles would be stored in portable kiosks provided by
the vendor,
6,Bicycles used for the program have been recently retired from
Pads’ cityowide bike sharing program,
7, The. cost .of the program $64,860 for the 6 month trial,
This is a unique opportunity to grow a program that has the pqwer to
force significant behavioral changes while reducing vehicle miles (and
the associated negative environmental impacts) in PaloAIto. We also
believe that this work aligns well with City staff’s up-coming
recommendations regarding reducing the .city’s carbon footprint. This
memorandum encourages Council to have City staff study the
feasibility and cost/benefit of the Library Bike Program, along with
other similar programs and grant opportunities. And of course,
wanting to ensure fiscal responsibility, we urge our colleagues to
request that staff evaluate the resource impacts involved with
implementing these types of programs and report back to us as soon
as possible.
Thank you for the consideration.
Librarybikes.-o.rg
Bi~I Burton, Director
P.O,. Box 4343, Arcata, CA., 955t8
(408) 234-3322
Librarybike@hotmail.com
July 16, 2008
To: City of Palo Alto
Re:Public Bicycles within Palo Alto
As per: City direction to
deliver and operate a bicycle fleet
for rent to the public
Dear City,
Please accept our interest to provide bicycle services for the City of Palo Alto.
Our proposal is to provide a bicycle loaning system to the City of Palo Alto that
includes:
-A pilot project of 20 bicycles at a single location, that will demonstrate in smail
scale how an expanded bike loan project can work..
-A bicycle rental cabin/kiosk at the bike loan location within the city. The
cabin!Kiosk would be of the size to fit in one car parkin, g space.
-The system will be membership based. A Library Bike card
will be given to participants. The card will open the Library Bike cabin door.
Proprietary electronics will identify the bicycle that leaves and enters the cabin.
-Atwo month or six month membership will give the users access to thebikes;
the use of the bikes will be free for up to two hours. An hourly charge will be
applied after the initial free period. An escalating daily and weekly charge will be
applied until return of the bicycle. Users will be responsible for any loss of the
bicycle under their care. After two weeks the #set.of a non-returned bicycle will
be charged for a replacement bicycle.
-We will provide a website to sign up for a Library Bike card. The users must be
adults and must sign a waiver online.
-The bikes will be available during daylight hours,
-The bikes will have chainguards, fenders, a taillight, a rack and a bel!. The
’Roue Libre’ bikes from Paris will have an attractive white and green color
scheme, and stickers that identify program bicycles.
-The system will be sc~aieable so growth to private / corporate parking lots can
occur and/or other neighborhoods and locations expansion will be possible.
-We will brand the bikes as "Palo Alto" Library Bikes, original public bikes from
the ’Roue Libr.e’ bike loaning system of Paris, France.
Our organization has loaned over 4000 Library Bikes over four years in our home
city of-Arcata (population 16,000). This popular system of lending - renting for
long-term bicycle use has proven to produce significant mode shift. We are the
West Coast’s largest operator of such a system. The system for Palo Alto could
grow to include long-term bicycle rentals and a central bicycle "HUB" facility also.
Please review the options and pricing, and we would ike to discuss any other
options or questions you may have.
Sincerely Yours,
Bill Burton,
Director, Librarybikes.Org
QuickTimeTM and a
TIFF (Uncompressed) decompressor
are needed to see this picture.
Librarybikes.org
Burton, Director
July 16, 2008
Project Team:
P.O, Box 4343, Arcata, CA., 95518
(408) 234~3322
Libra r’,/bike~,hotma i!.com
Bill Button is the pioneer of Library Bikes systems in America. He has
written the book "Anybody’s Library Bike Book" and has personally worked with
over 4200 Library Bike exchanges. He has presented papers about Library
Bikes at the Velo-City conferences in Ireland, South Africa, and Germany. He
has a degree in Environmental Engineering from Humboldt State University
(1985). Bill Burton has a long history of involvement in bicycling including;
racing in the 1970’s, international exchange of bicycles in the 1980’s, running a
community bike project in the 1990’s, running Library Bikes for 7 years, and
authoring California Bicycle Recycling legislation in 2005.
Mr. Burton has run the largest fleet of Library Bikes in the United States.
Bill Burton will be director of the Palo Alto program.
Kipp Marzullo is a cyclist- web site designer. He has created the
Librarybikes.org website, and hundreds of others. Kipp has managed the
Humboldt Campus Recycling Program and has a B.S. degree from Humboldt
State University
Kipp Marzullo will manage the website and electronic communications
with the bike loan system. ,
Moss Bittner is a Harvard grad who lives without a car. He has training in
law, engineering, Roman history, and is avid-cyclist. He believes the grid pattern
of streets given to us by the Romans was not a design intended for modern
living, as most travel patterns don’t naturally move in a grid. He will bring writing,
cycling, academic, and human interaction expertise to the project. He is a
program writer and repair coordinator for Library Bikes.
Librarybikes.org was formed from experiences of Arcata Community Bikes
Program. Arcata Community Bike Program is a non-profit program operated by
individuals under the direction of ASSIST, a non-profit corporation under the laws
of the State of California. ASSIST is governed by a five-member board. (see
website www.humboldtl .com/-assist) The chief administrative officer is Art
Reeve, who is the Chief Engineer of DelNorteCounty. Program Manager for
Arcata Library Bikes is Bill Burton, who is currently Director. Librarybikes is a for
profit entity operated by Bill Burton of Arcata, California.
Librarybikes.org
Bill Burton, Director
~ruly 16, 2008 City direction to
P,O. Box 4343, Arcata, CA., 95518
(408) 234-3322
Li b rarv biket’~,hotm ai!.com
deliver and operate a bicycle fleet
for rent to the public
Public Bikes within Palo Alto
We propose to offer bicycle cabins or kiosks in the city, containing bicycles for
loan to Library Bike participants. The bicycles will be ready for use, inside the
locked cabin/kiosk. The user wil! access the cabin with a LibraryBike card, which
is given to members. If the rider chooses to keep the bike for over two hours, or
all day, a rental will be charged. The system will be automated to log all bike
uses and rentals.
We believe the number of bicycles needed to be effective and available
transportation for the City of Palo Alto to be in the range of 250 to 400
(population 58,000 night, daytime approximately double; metropolitan area
population over 200,000; Stanford population about 13000 night time, daytime
approximately double.)
A beginning program may use only 20 to 80 bicycles at a few public locations in
PaloAIto. This size is considerably smaller than a system in Paris, (which
started with 1000 bicycles, then increased to 4000 over approximately a five-year
period) yet the density of one bike per 1000 population,is the same that Paris
started at. Paris is now (in 2008) providing 20,000 public use bikes. (1 bike/250
persons ratio)
Proposed schedule of ’Roue Libre’ bicycle deployment:
Initial Deploy
Rental New Inventory
Bikes Bikes
Year 1 20 60
Year 2 80 40
Year 3 120 80
Year 4 200 80
Year 5 280 40
............................ city - contractor review of
Automatic
Bicycle Cabin/Rent Bikes
Kiosk (Vetib style)
1 0
4 0
6 0
10 0
14 0
performance - new distributions -
Year6 280 100
Year7 280 100
Year8 280 100
Year9 280 100
Year10 280 0
14 100
14 200
14 300
14 40O
14 400
........................... city_- contractor review of perfo.rmance ........
At the end of five years there can be 280 public bikes, available. At the end of ten
years there could be 680 publiC bikes; 400 public bikes available from automatic
racks and 280 from the bicycle cabins. This phased in approach to providing
public bikes will get the public accustomed to using the bikes as a mode of
transportation,
Initial bicycle deployment will be at one location as selected by thecity.
Throughout the program on a minimum of a monthly basis, bicycles will get
redeployed and/or restocked, (best efforts for weekly redeployment basis will be
made).
Automatic rental bike racks are not proposed for the initial 5-year period.
However development of a use pattern of ’Palo Alto’ bikes will help future
decisions about effective locations for automatic rental bike racks.
Our experience shows a short life span for bicycles in public bike use with many
different users. With a single renter a 3 to 5 year lifespan is reasonable, however
with 50to 500 renters of a single bike in short-term rentals, the lifespan is about
one to two years.
The Bikes ,
We will provide bicycles from the Roue Libre system of Paris, France for the
’Pa!o Alto’ rental system. These bikes will be the exact bikes of the Roue Libre
system, with a uniform green and white color scheme.
QuickTimeTM and a
TIFF (Uncompressed) decompressor
are needed to see this picture.
Green and Whit-e Roue Libre bicycles
The bikes will be mufti speed, (3 and 5 speed), comfortable, adjustable
comfortable seat. These bikes are equipped with racks, fenders, a bell and tail
lights. The bikes will be good utility and commute bikes. If, over time, the supply
of French bicycles becomes limited an equal quality substitute will be supplied for
service, as approved by the city.
Theft and Vandalism
Theft and vandalism of public bikes can be high percentages; our experience has
been about 1/3 of public bikes stolen and I/3 vandalized each year. Thus we
believe a reasonable program will be the above schedule with expected 50%
bicycle replacement each year.
We have found that saturation of the community with public bikes has an
overwhelming effect of the theft operators. Early in a program some theft
operators steal a significant chunk of bikes, like 10 to 15. Soon they realize their
efforts are fruitless, there are no buyers of their wares, and a pile up of these
extra bikes occurs where the problem theft operator is working. After two to
three years of bike program operation the theft rate tapers off.
Vandalism will be a significant work item, Social street tension on the streets of
urban America can be high, and street fixtures take the brute force of these
expressions of tension. We have observed however that there tends to be a
level of respect given to bicycle program equipment. V’andalism is rarely
organized, however it usually results in major repairs required to a program
bicycle. This is the individual work we are skilled at. We have repaired hundreds
of these situations. However as the bikes wear out and as the appearance
tapers off people tend to treat the bikes worse. We assess the appearance and
safety of each repaired bike, and retire about 1/3 of the fleet per year.
I1~. Benefit/Cost Rati~ Analysis
We have found the costs of operation of a Public Bike fleet are small compared
to the city benefits. In this section are some benefit-cost ratios for this program.
Benefit/Cost Ratio of 100 bike public bike fleet:
1 oo workers production rate cost before vs, 100 workers production rate cost after 1.0
100 drivers delay timebefore vs, 100 drivers delay time after project 1.07
100 town car fuel savings vs. 100 bikes operation cost 1.61
100 drivers health cost vs. 100 bike riders health cost 1.8
100 cars infrastructure demands reduction vs, 100 bikes infrastructure demands I0
100 mass transit riders 3 miles vs. 100 bike transit riders 3 miles 13,5
100 less cars in traffic vs, 100 more bikes in traffic -(public safety by street access)15
100 bus transit riders 3 miles vs. 100 bike Iransit riders 3 miles 27
100 car parking spots eliminated vs, 100 bike parking spots 55
100 autos carbon emissions eliminated vs, 100 bikes carbon foolprint 150
100 new cars manufacture energy cost eliminated vs, I00 reuse bikes energy cost 200
(Source: LibraryBikes.Org 2007 benefit-cost ratios of 100-bike public bike fleet, page 8)
The benefits are huge and multiple; in less traffic congestion, in reduction of’
infrastructure maintenance costs, in public health, in pollution reduction, in fuel
cost savings. The benefits are of a better social nature also and not easily
put into dollar value. However these benefits/costs ratios applied across the
whole fabric of the city are worth multiple millions .of dollars.
Carbon Emissions Offsets
We expect to generate data as the project progresses on the offset of car usage,
and associated carbon emissions offset. After year two or three we expect to
have enough information to offer these offset amounts to the carbon offset
market. Our early projections of the value of this offset to be about $20 to $30/ton
of CO2 offset. One bicycle may be able to generate 2 tons of offset a year, thus
a high estimate of gross revenue assuming 50 bikes is about $3000 assuming
that market begins to function in the U.S.A.
Bike Check-Out Cabin / Kiosk options
All check out locations will have windows to view available bikes
Bike Cabin on trailer
(Door wilt be curb level-3 ft. wide’Bike Kiosk with Dome Roof
Librarybikes.org
Bill Burton, Director
P.O. Box 4343, Arcata, CA., 95,518
(408) 234-3322
Librarybike(~,hotmail.com
Cosl~ Proposal:July 16, 2008
We will provide a pilot project of bicycle loans from a location in Palo Alto
to include 20 original ’Roue Libre’ public bicycles. The bicycles will be
released from a Bike Library cabin or kiosk placed in a public space like a
parking space. The program will make bicycles available to adults in Palo
Alto, with the intent of reducing car use in Palo Alto.
Included are:
-Initial 20 Original Roue Libre Bicycles from Paris, France, and one rental
cabin/kiosk.
-Website and start of program operations for pilot project first 6 months in
Palo Alto,
-One press release event.
-Initiation of program subscrip(ions, maintenance of bicycles and release
equipment.
$64,860.
We will provide additional ’Palo Alto’ bicyc!~s for the program, as needed
in working condition, safety checked, 1 speed, 3’speed and 5 speed
models, (similar to Roue Libre bikes in Paris) and replacement’Palo Alto’
bicycles, for any reason,
$1032./ea.
Insurance:
We provide $1,000,000. liability insurance for our operation. Theft and
Damage insurance coverage to the bike while in use, if desired, will be an
optional charge to the rider.
Cost plus work will be at a rate of;
(Tax/Worker Burden/Overhead/Profit) @ 78%
Includes;
Labor
Library Bikes Cabin and Kiosk (space for 16 bikes mir~imum.)
Minimum of 16 ’Roue Libre’ bikes allocated per location
Rental system equipment
Cell Phone service
Website registrati~on maintenance
Liability Insurance
Adjustments in operation 50% up or down
Excludes:
Street Furniture
Public Restroom
Vehicle Insurance, (paid by rider)
Engineering studies.
Any item not specifically noted as included
Clarifications:
Rental and subscription income will be yielded to the’bidder as incentive
payment to make the system effective and popular
All intellectual property development will be owned by the operator.
Operator reserves the right to vend other auxiliary equipment at the site
(helmets, gloves, lights, locks, ect.).
All program equipment will be owned by the program operator..
Payment conditions:
-Rental Income unknown, 100% paid to contractor, 0% to City of Palo Alto
-Advertising income on bikes, zero
-All work requested by city on a cost plus basis at @78%
-Annual price escalation of 8%, or prime rate plus 2%, whichever is
greater.
-Late payments (beyond 60 days) will he charged at 10%/month.
Rental Schedule: ’Roue Libre’-’Palo Alto’ bikes.
Subscription $1 l/month, $29/half year
-first two hours free
-rate $2 / hr.
-all day $20 / all day
-24 hrs.$40
-one week $150
-two weeks
$2 charged after two hours.
(over 8 hrs.)
(over 24 hrs.)
$340 end of billing - bicycle is assumed missing
Expected Rental Income per year:
’Roue Libre’ Bike:
High use 20bikesx$5/dayx5day/weekx48weeWyear $24,000
Low use 20bikesx$2/dayx5day/weekx48week/year $9,800
At the end of first half year an assessment of incomes from rentals will
used to establish viability of future program growth.
be
Librarybikes.org
Bill Burton, Director
Librarybike@hotmail.com
P.O. Box 4343, Arcata, CA., 95518
(408) 234-3322
References:
City of Arcata, Council Member / ex Mayor Harmony Groves
E-mail: hgroves@eityofareata.org
City of Sacramento Bicycle Coordinator,Ed Cox
E-mail: eeox@ci~ofsaeramento.org
Bike Station Director, and ’
City of Vancouver, Tralasportation Planner Todd Boulanger
E-mail: Todd.boulanger @ci.vancouver.wa.us
City of San Francisco Bicycle Coordinator Oliver Gajda
E-mail: Oliver. Gaj da@sfmta.com.
Marytand Dept of Transportation,
Office of Planning, Director Bicycle Access Michael Jackson
E-mail: mj ackson3@mdot.state.mdous
Trips for Kids Director,Marilyn Price
Cycles of Change Director,Maya Carson
Institute for Transportation Development Policy (ITDP)
Vice President,Matteo Martignoni
E-mail: matteo@spacetimecc.com
League of American Cyciist President,Andy Clarke
E-mail: andy@bikeleague.org
Caltrans Bicycie Coordinator,Ken McGuire,
E-mail: Ken_Mcguire@dot.ca.gov
707-822-0463
916-808-8434
360-487-7726
4t5-701-4467
410-865-1237
415-458-2986
510-595-4625
212-629-8001
202-822-1333
916-653-2750
10
Librarybikes.org
Bill Burton, Director
P,O. Box 4343, Arcata, CA., 95518
(408) 234-3322
Librarybike~hotmaii.com
Transportation Diet
On this back cover you can see a pie chart of our recommended transportation diet in
America. If we can design our lives to ride bikes just 20% of our trips, walk 20% of our
trips, take some form of transit for 20% of our daily trips, and drive 20% of our trips,
then we have decreased our energy consumption by over half that of current day use.
(Over 85% of current trips in America are made by car.) Tl~is diet leaves a remaining.
20% of trips available for any other mode, including flights.
This transportation diet still uses less than half the transportation energy of the American
average. Better, this diet allows for a dynamic life with reasonable freedom, and costs
about the same. We all remain the same people, drivers and riders, using all available
modes of transportation. Most Americans could use a diet of one sort or another; and a
transportation diet including bicycles would be good.
Transportation Diet
Mass T ransil
20%
Other Drive
20%20%
Bike
20%
11
ATTACHMENT B
Attachment B (cont’d)
SAMPLE CASES
SURVEY RESPONSES
Annapolis, MD
Program Description: This is the second year of operation. The program is seasonal,
conceived as running from Memorial Day to Labor Day. The single Bike Depot is located
at the Annapolis Harbormaster’s Office on the Annapolis City Dock. The Annapolis and
Anne Arundel County Visitor’s Center has a ground floor kiosk by the Harbormaster’s
Office which is located up a flight of stairs on the second floor.
The first year we partnered with the Visitor’s Kiosk to register the daily users. This year
the Harbormaster’s staff is doing the registrations. The first year, we had very simple
registration the kiosk is located next to the bike rack, you would just fill in a form and
show a picture government ID. There were 75 uses.
This year, the registration process has become more complex. You must walk up the
flight of stairs to the Harbormaster, just show an ID and swipe a credit card. To date we
have had about 275 uses and have had to purchase additional bicycles.
My point in this comparison being that the conventional logic of easy access did not
hold. The Visitor Center staff were enthusiastic about the concept but not the actuality,
the Harbormaster staff have be really supportive and have made the program succeed.
Checkout system: Anyone can go to the Harbormaster’s Office with proper documents
and use a bike all day. They can, with prior arrangements, use the bike for several days.
There are no reservations or automation.
Target Audience: Anyone - - in the first year we had primarily visitors. It was about
25% international, 30% other US states, 30% state of ME) but also about 15% persons
with local addresses. At the end of the Summer we’ll tabulate the users for this year.
Time Limits and Fee Schedule: Bikes normally are returned by 9pm when the
Harbormaster’s office closes but arrangements can be made for multiple day use. No
charge for use. The credit card information is reserved if the bike is not returned. So far,
no bikes have gone missing.
Station(s): One multiple bike rack station. There are signs on the rack promoting the
program.
Bicycles: There are now seven "cruiser" type bikes outfitted with baskets and rear
racks. Two bikes were mildly crashed, mostly damage to the front baskets. The bikes
were repaired and the baskets replaced.
Costs and Funding Source: It is a city program. The Department of Transportation
coordinates and pays for the expenses. We partner with a local bike shop which
provides us the materials and technical support under contract. The largest cost factor
was buying the bikes. The first year we used donated bikes and they are not as
attractive as the current cruisers. We spent less than $2,500 to buy the bikes and outfit
them. The actual maintenance parts cost has been minimal.
Staff are required to as daily inspect / occasionally repair the bikes and as needed
check-in/-out the bikes: The first year we tried setting up volunteer bike repair clinics but
that is unreliable. This yeai" we contracted for the maintenance support through Capital
Bikes, cost under $1000 for salary and materials. The remainder of the staff time is
contributed by Transportation and the Harbormaster. Existing personnel handle bike
program tasks along with other duties.
Performance Measures: The first year was a test. Conventional wisdom (from the
mouths of many city officials) was: A) no one would use the program, B) all the bikes
would immediately disappear or be vandalized and C) the city would be sued. None of
these situations occurred.
Given the lack of dire consequences, this year we were enabled to purchase bikes and
contract for the staff support. The only problem was that the Visitor Center pulled out at
the last minute as registration staff. The Harbormaster had always been supportive but
we had wanted to avoid making people walk upstairs to register. (Clearly that has not
been an issue.)
People are pleased with the program. The use is growing. We would like to have
additional depots but that requires a committed and interested staff to volunteer their
services. The Harbormaster has requested that we extend the program through October
2 instead of ending Labor Day.
Arcata, CA
http://www.arcata.com/q reenbikes/
Program Description: temporarily discontinued, while they find a permanent location
for a station
Checkout system: Manual
Target Audience: Also, this provides easy access to alternative transportation for low
income residents and students.
Time Limits and Fee Schedule: up to 6 months
Station(s): Staffed station
Bicycles: Keeping bikes from being tossed away while they are still in good use is
popular.
Costs and Funding Source: The AIR district gave large grants over several years to
get the program running and keep it going. The program could pay for itself if done well.
The City has given a modest amount (a couple thousand dollars) each year to help the
bike library (currently closed due to relocation issues). The bike library was given
cheaper rent in a spot while a developer went through the process of deciding what to do
with that spot. Now the Council is looking for a permanent home for the bike library.
Performance Measures: We needed buy in from the community, but there is strong
support for recycling as well as biking so it went well.
Fort Collins, CO
http://www.fcbikelibrary.or.q/
Program Description: Briefly, the Fort Collins Bike Library operates like a standard
book library. Patrons fill out a personal information form, receive their individualized
library card, and then ride off on one of our bicycles. Bikes can be checked out for as
little as an hour, or as long as 5 days. Patrons are encouraged to sign up on our web
page and print out the registration/liability waiver at home and bring it with them on their
first visit to our location. The registration/liability waiver needs to be signed only once.
The Caf~ Bicyclette, our Fort Collins Bike Library location in Old Town Fort Collins, is
staffed by a cadre of volunteers. Hours of operation are from 11:00 am - 6:00 pm
Friday, Saturday and Sunday. The library employs two paid staff members, working 20
hrs/week each. One employee manages the library while the other is the fleet
maintenance manager. Both are responsible to recruit, rally, and encourage the
volunteer staff.
Checkout system: The Fort Collins Bike Library uses a custom-developed web
application to make check-in and check-out as smooth as possible. This application’s
database tracks necessary information needed to keep track of bikes. Statistics from
this database are used for reporting and forecasting purposes.
Target Audience: The target population is anyone who would like to borrow a bike to
visit the hundreds of bike paths/lanes/routes in our Silver Level city of 129,000. To date,
most of our customers are out-of-town (or country) visitors to Fort Collins. It has been
reported that homeless people have used our bikes for transportation to job interviews,
and are now earning enough money to purchase their own bikes.
Time Limits and Fee Schedule: We originally had a 7-day check out but had to back it
down to 5 days due to high demand. We now find that 5’days brings them back in time
for the next weekend. There is no fee to borrow a bicycle.
Station(s): We have one check out location - our Caf~ Bicyclette. We also have a
bicycle maintenance shop located three blocksfrom the Caf~ Bicyclette. The
maintenance shop repairs and stores the fleet when not in use. The Caf~ Bicyclette is
capable of holding 20-25 bicycles, which are usually checked out within an hour of
opening the doors at 11:00am.
Bicycles: Our fleet consists of about 75 single speed cruiser style bicycles and about 10
to 15 3-speed bikes. Most are red in color and depict the Fort Collins Bike Library logo.
Negligence is our biggest problem with regard to damages. Two of our bicycles have
not been seen since April 15th, and are presumed to be lost or stolen. We are now
implementing a credit card deposit to help prevent further damages, or at least recoup
some of the cost of repair.
Costs and Funding Source: The Fort Collins Bike Library is funded entirely by a 2-year
CMAQ grant which we received in February. This grant has funded the purchase and
maintenance of bicycles, the contract labor costs for our fleet and library managers,
marketing and web development. We also receive in-kind donations from key business
elements in Fort Collins as part of the grant award.
We pay our contract labor $15.63/hour, giving them a 1099 form at the end of the year.
Our marketing costs are lowered by tying in with businesses with in-kind donations.
Three organizations are-responsible for the success of the Fort Collins Bike Library. The
day-to-day operations of tl~e Fort Collins Bike Library are managed by Bike Fort Collins,
a local non-profit cycling advocacy group; the Fort Collins Bike Coop manages the
maintenance; and FCBikes is the pass-through governmental entity for our grant.
Performance Measures: In the opening paragraph of Money Magazine’s recent article
ranking Fort Collins as the 2nd best place to live in the US, they mention the Fort Collins
Bike Library as part of what makes Fort Collins a great place to live. Since our grand
opening on April 5, 2008, we have run out of bikes every day of every weekend. The
success is nothing less than phenomenal. Our post-rental surveys indicate that our
customers are thrilled with the service and experience of the Fort Collins Bike Library.
BikestationmLong Beach, CA
h ttp : //www. bik estation, or,q/news/ citybik eshare.asp
Program Description/Checkout system: This is a fully automated system using the
Bikestation access control technology and bike lockers. There are 12 lockers in the
center of Long Beach City Hall Plaza, and 4 at the Aquarium of the Pacific. It is a pilot
program for City employees only. We will be assessing its success in about a year to
see if the City would like to expand it to more locations and for the general public.
Members sign up on our website and receive their access control card through the mail,
as well as a membership manual and a PIN number. When they want to check out a
bike, they simply go to the keybox at the entrance of City Hall, swipe their access control
device, enter their PIN number, and take out 1 key that corresponds to the locker with
the bike they want. We have various regular men’s and women’s hybrid comfort bikes
that we use currently, though that won’t necessarily work for a larger deployment.
Target Audience: Target population is city employees for daytime trips from work only.
Currently no overnight usage. ’
Time Limits and Fee Schedule: No time constraints currently, except that all bikes
must be returned at the end of the work day (no overnight use.) There is no charge to
the employee.
Station(s): The lockers that we use are the pie-shaped sort, and we’ve created a
beautiful wave-type configuration with the pods.
Bicycles: 16 total, maintenance weekly, 0 lost or stolen in the 4 months the program
has been running.
Costs and Funding Source: Initial costs to the City were about $60,000 for 16 lockers,
access control system, updating website, grand opening, 16 bikes, 50 helmets, signage,
outreach/membership collateral, and staff time for development of the program. The
City currently picks up the tab for operations, maintenance, and insurance: about
$16,000 per year (contracted to Bikestation).
Performance Measures: The program has been a huge success: we had more than
100 employees sign up in the first 24 hours, and more than 100 since then. So about ¼
of the City’s 800 employees have signed up. We need to establish a longer time frame
before assessing any of the usage numbers (such as number of bikes checked out per
day, how long the bikes are checked out for on average, which people/departments are
most actively using them, etc.).
In addition, we’ve had bike-share and small electric vehicle sharing (e-bikes and e-
scooters) programs directly out of our Bikestation facilities in Seattle and Long Beach
(manual and fully automated), and we are developing one (fully automated) for
Bikestation Santa Barbara.
Bikestation plans, designs, and operates bike-transit centers, enabling bicycling and
other alternatives to be an integral part of the transportation system
Public Bike System (PBS)--Montreal, CANADA
Quasi-judicial subsidiary of Metro District
http://www.publicbikesystem.com/?pa,qe id=2&lan.q=en
Program Description:
Launch Date was September 22nd, 2008--International Car-Free Day
Target Audience: Members and one-time users
Time Limits and Fee Schedule:
Station(s): Patented solar power management system from Montreal’s "Pay & Go"
Parking, applied to modular bicycle racks/automated rental stations. Automated, but
temporarily staffed for beginning of trial period.
Industrial Designer--Michel Dallaire (also responsible for designing downtown
Montreal’s street furniture)
Stations ...
¯Solar-powered automated racks (patented)
,,Modular--easily removable (during winter season) and expandable
¯Usable within 20 min. of installation (no excavation or wires)
¯300 different locations
¯1.5 docks per bicycle
Bicycles: Bicycles are durable, expected to travel 9,000-15,000 miles/year
¯Custom designed modern bicycle for urban use
¯40-2,400 bicycles in year 1 (trial)
¯3,500-4,000 bicycles in year 2
Costs/Funding Source: Self-sustaining, 80% membership-paid, remainder is from
visitors (credit card) or corporate-sponsors (aluminum companies--bicycles made of
aluminum)
¯Membership: Approx. $60-70/year* (ratio of approx. 15 members per bicycle)
¯Visitor: Credit card payment of approx. $8/day*
¯+ Hourly charge: 1st 30 min. free; $1-2 next hour; $3-5 every hour thereafter*
¯Sponsors: expected to cover unknown costs, e.g. theft & vandalism
¯ Estimates--real rates have not yet been determined
Initial costs--$15M initial funding from Stationnement Montreal (subsidiary of Board of
Trade of Metropolitan Montreal)
Ongoing costs--$1,500-2,000/bicycle per year (for overall maintenance, docks, etc.),
majority covered by membership fees, approx. 30% covered by visitors (or one-time
users)
Program is expected to recoup all costs amortized over 10 years
Performance measures: membership level goal, public survey feedback
Community Involvement--Prevalent throughout, even though idea was initiated by PBS
¯Development: Focus group/public surveys
¯Evaluation: Public survey
name TBD (through public participation process,
www.trouvemonnom.ca/concours/ en/index.php)
¯8,800 names contributed online
¯Selection committee will narrow down to 5 names
¯Community votes online for FINAL name
¯FINAL name = Bixi (combination of Bicycle + Taxi)
Note: RFP--PBS has expressed interest in submitting a proposal if the City decides to
move forward with an RFP process; they are willing to negotiate in order to
accommodate program on a smaller scale
PBS is marketing & selling their program to other cities, to recover R&D costs
¯Initial discussions have already taken place w/some southern California cities
(i.e. Newport, Santa Monica)
¯Executive VP Alain Ayotte will be making a presentation on this system at the
Pro Walk/Pro Bike 2008 Conference in Seattle, WA from Sept. 2-5
White Bike--Portland, ME
http://whitebike.orq/
Program Description: We sent out the alpha fleet in June 08.
Yes, SOAP employees have been the primary drivers.
We assume some bikes have been stolen. Since we don’t have the infrastructure to fully
know (i.e central pick-up / dro-off spot), it’s anecdotal. We have a great network of
people (including the local police) who keep us updated when they see a bike. We go
and get them if they are way out of town and bring them back.
The locks have curbed most of the theft. I think a lot of the damage that can happen is
late-saturday night/early sunday morning mischief. No one really wants to steel the bike
to use it, so the locks with a published code seems to help.
Hardly an expert. We’re figuring this out as we go along and are having fun.
Checkout system: Ours is very grass-roots with almost no infrastructure. Bikes (10 at
first) were put out around town. Each was painted white and had sign’age. All had a
padlock with a universal code. The code can be found at whitebike.org. This was to
curb theft.
Target Audience: Tourist and business people seem to use them most.
Time Limits and Fee Schedule: No time. No charge.
Station(s): Currently, there are no stations. We are working with local businesses to
place them outside local shops.
Bicycles: We started with 10, we have 5 more going out. They are all donated, and of
varying types. We do most of the repair, but have some local bike shops who donate
some time. Repair is a huge issue for us.
Costs and Funding Source: $80 for locks. $60 for paint. We (my company) pays for it
all. We have been offered money from local businesses, but have turned it down until
we have the right momentum and infrastructure around the program.
Funding has been all through sweat equity of a bunch of passionate people, and kind
donations (no cash, all bikes and materials) from local businesses.
Performance Measures:
Our goal was to create a dialogue between the city and the people who bike or want a
bike friendly city. We have accomplished that. The public support has been great.
Vancouver, WA
I just saw several of Bill’s Library Bikes from Paris riding down a street in
Portland. They said that the hotel was renting them for guests.
-Todd
Program Description:
Checkout system: [Prepaid cards issued through BikeLink for eLocker lockers set up
to vend bikes vs. park bikes. The cards for fleet bike use have a zone restriction set up
so that only certain card Iiolders can use a bike vs. the general access card holders.
First come first served using the automatic smart locker. These are a third generation of
the lockers Amanda installed on the front of the older lockers you have at your office - I
took a tour when I was evaluating them in 2004.]
TB: The wire is a cable for detecting if the bike has been returned. It completes a circuit
with a security ID chip. The VPC was one of the ways to minimize this issue, but it is not
in service. If the demo works and we get support from RISK then we would screen users
(ID plus some form of security) and provide orientation (bike and lockers use plus safety
materials). Yes it is only a way rental for now - you have to return it to the home locker.
An on -line calendar could be set up for one way rentals, but it has not been a big
request for now...as most users need to get back to the bike pod (their office). One way
rentals for the Zipcars has been a bigger request.
Target Audience: [Non-bike commuter employees in the government district who wish
to use a bike for lunch time errands or meetings; and bike commuters who may need a
loaner bike - to test our commuting or during a period when their bike is in for repairs.
These lockers and bikes were originally tied to our car sharing programme and free use
for errands when bike commuters needed to use a Flexcar - funded by the EPA: Clean
Air Transportation Communities grant through 2006.] We are only in a demonstration
phase now- electric and manual bikes are limited to City and County staff.
Time Limits and Fee Schedule: [By the hour - 99 cents per hour after an initial 1 hour
free. The locker controller will not allow rates to be set any higher.]
Station(s): [10 eLock lockers: 8 for parking and 2 for fleet bike rental. Before the
lockers, we had the same bikes checked out/rented by our Community Cycling Center
Vancouver - for tourists, staff use, and as a loaner during repairs. The CCCV closed
after a few months of operating the manual valet style library bikeservices.]
Link: http ://bikep~rt~and~~r~q/2~~6/~6/21/vanc~uver-first-with-debit-card-bike-~~ckers/
Bicycles: [2 in use - none stolen - on going small damage from use. There are other
fleet bikes for staff use stored in dumb locker with a lock box and key or inside offices -
away from the downtown lockers.]
Costs and Funding Source: [$2500 for 2 electric bikes (EPA grant), -$18,000 for the
lockers (EPA & State CTR grant), $0 admin (City: on site cleaning and in person
orientation), -$250 per year in BikeLink card fees (user purchased, these help offset the
800-phone help line for parking, annual locker operating system upgrades for the
controllers, occasional warranty work, etc.), and $60 per year in batteries for lockers
(City supplies).
Commute Trip Reduction grant. I would think that CA would have a lot of CTR or TDM
grants - they are the leader after all.
Performance Measures: Lockers have been in use for 2.2 years for parking and 4
months for fleet bike sharing. The lockers work great and have for the most part been
low maintenance once the newer OS has been installed - more functions with less
power consumption. The bike rental/sharing feature has been slow to take off primarily
to the lower priority of vending bikes vs. parking by the manufacturer - these features
were developed and refined much later in our contract. Additionally, our office has
moved in the last year so the City use of the lockers and fleet bikes has dropped off. The
County staff are the primary users now of the fleet bikes from these lockers. The
mechanics and the materials of the eLock lockers are very robust for a typical mid sized
city environment. The batteries of the eBikes are getting older and the memory effect
has been reducing the distance that power is provided on one of the two batteries (4
years old) - it is close to its lifecycle. As this program is still in the demo phase there has
not been much public marketing of it other than the parking features due to limited staff
resources and the lack of higher security (lack of the eLock proposed ’vehicle presence
cable’ for bike check ins upon return - this feature stalled out in development - so we
are running on the card user honor system). We are working to add more of these
lockers to our network and coordinating with other agencies to adopt these on-demand
lockers, so that users could have a locker on each end of their trip. The library bike
services in the future will likely be still limited to fleet users and perhaps Zipcar
members.
SmartBikeDC (Clear Channel)m
Washington, D.C.
www.smartbikedc.com
Program Description:
Our SmartBike program is at present a pilot project provided through our larger bus
shelter contract. See b~low in red for answers to your questions. In addition, if you have
not already done so I recommend that you go to our website and read about our
SmartBike program.
Checkout system: See website for detailed information but it is an annual membership
program with computerized bike stations.
Target Audience:, The membership is available to anyone over the age of 18. We
envision that it will be used as an alternate mode of transit for quick trips for example:
subway to office, office to lunch, etc.; rather than for a day of sightseeing.
Time Limits and Fee Schedule: Three hours is the limit per bike however a bike can be
returned after 3 hours and another bike can be taken out. There is at this time no hourly
charge; just the annual membership
Station(s): (See website for details) ten at the present time but we anticipate expanding
the program to perhaps 25
Bicycles: (120 for the pilot) Liability? (The first phase is covered by the terms of the bus
shelter contract)
Costs and Funding Source: The initial program is provided at no cost to the District as
part of the Bus Shelter contract. Although there are no precise expansion costs
available at this time we estimate it will cost about $800,000 annually in operating costs
and $1.5 million in capital costs.
Performance Measures: One key measure of success will be the utilization of the
program. We more than doubled membership in the first, week of operation.
Attachment C
Bike Sharing Program
Issues and Considerations
(detailed discussion)
1)Management Issues - Two issues that need to be resolved before soliciting a contractor are:
a) who (vendor/contractor, partner, or the City) would be responsible for the management of
the program and ongoing maintenance of bicycles; and
b) if advertising would be allowed with the program.
In the subject proposal, Library Bikes assumes responsibility for program management and
maintenance of bicycles through the trial period. Per the case study review of different cities,
some programs were controlled internally by municipalities, while others were contracted to
outside contractors or local bike shops for equipment or maintenance services. Some cities have
also partnered with co-ops who provide volunteer services. Some of the contractors used include
Library Bikes (Arcata, CA), BikeStation (Long Beach and Santa Barbara); Clear Channel-
SmartBike (Washington, D.C.), Public Bike System (Montreal); and BikeLink (Vancouver,
WA). Programs such as BikeLink’s E-lockers and GreenEmotors provide infrastructure but
neither management nor maintenance services.
Staff recommends the City procure an agreement holding the contractor and/or partner
responsible for program management and bicycle maintenance.
While the subject proposal does not incorporate any advertising, some larger programs use
advertisements to recover costs or have their program completely sponsored by advertising
media agencies (Clear Channel, Decaux).
2)Trial Phase Issues: ’
a) the expected duration of a trial program; and
b) whether membership will be open or limited (e.g. to City employees, partner employees,
or those with a Palo Alto work address, etc.).
The current proposal is for a 6-month program which does not specify the target users. The
advantage of a longer trial period is that fluctuations in program use due to seasonal weather and
daylight savings can be accounted for. Some cities restrict use to City or County employees for
the trial phase. Limiting membership to a smaller pool (e.g. City employees or those who
register/show proof of a Palo Alto work/home address) for the trial period or requiring verifiable
personal information in the registration process (e.g. ID, credit card, address, phone #) is another
method of tightening accountability for public bicycles.
Staff recommends a one- to two-year trial period with limited enrollment during this phase (e.g.
City employees, employees of private-partner companies, or those who provide proof of a local
work/residential address); program adjustments would be made at a midpoint evaluation to better
meet user needs.
3) Type of Bicycles - An RFP should specify:
a) new or used bicycles;
b) specifications on bicycle types and amenities
c) the minimum number of bicycles expected for the trial period.
The subject proposal is for use of former Roue Libre bicycles from the original bike-share
program in Paris, France. A major concern is that public-use bicycles tend to have a lifespan of
only 1-2 years (see Attachment A, page 4 of proposal); given that the Roue Libre fleet are
previously-used public bicycles, extended repair and replacement costs may be significant.
Donated bikes have shorter life spans and are not as popular (Annapolis program was less
utilized during the trial period with donated bikes than the new cruisers bought from a local bike
shop).
Staff recommends that, dependent on funding availability, new bicycles are preferred. If
community-donated or other used bicycles are utilized, a contract agreement for
repair/maintenance is imperative. Fort Collins, CO and Washington, D.C. both utilize branded
bikes with a standard color and logo--this is recommended for both marketing and identification
of bikes to prevent theft.
While Library Bikes’ bicycles are only made available during daylight hours with Library
Bikes’s current liability coverage insurance plan, a commuter-oriented program would need to’be
accessible after sunset and include night use equipment (e.g. headlight; front/side/rear
reflectors)--especially during winter months when daylight hours are shorter. Head lights, front,
rear, and side reflectors, as well as cargo capacity for a typical briefcase, laptop case, etc.
weighing up to 20 lbs. is advisable in order to cater to the commuter population. Bicycle locks
may have to be provided, depending on the number, location, and likely capacity of stations. As
previously mentioned, bicycles can also be equipped with technology to locate each bicycle real-
time, or simply identify the last user who checked out the bicycle through proprietary software in
order to prevent loss. Because of the high capital cost of such technology, this would be more
viable on a larger regional scale.
The current proposal is for 20 public-use bicycles during the trial period. The range of bicycles
in a fleet from the case studies was 2 bicycles (Vancouver, WA) to 2,400-3,500 bicycles
(Montreal, CANADA); but, only 40 bicycles were available for the trial in Montreal. The largest
number of bicycles in the trial period for the U.S. is 120 (Washington, D.C.). The number of
bicycles we can accommodate in the program is directly related to the City Subsidy.
4)Stations - Other specifications to be included in an RFP are:
a) the type of stations (e.g. cabin, kiosk, covered racks, e-lockers, solar-powered);
b) whether the stations should be automated or staffed, and
c) the number of stations expected for the trial program.
Whereas, the current Library Bikes proposal seeks only one parking space for the footprint of the
bike cabin, at least two parking spaces seem necessary to accommodate up to 20 bicycles,
including ingress/egress. The proposal does not recommend automatic rental bike-racks for the
initial 5-year period, until use patterns and nodes to appropriately locate them are identified
through the trial. One advantage of the proposed bike cabin is that it is portable and does not
require a new foundation--which would be more costly and not allow for flexibility if another
location is found to be better-suited as a station. Other automated, covered station options
should be taken into consideration with a phone help line or shorter staffed period limited to the
beginning stages of the trial period. Stations that could be easily moved or modified to serve as
bicycle parking are recommended for the trial period. (see Appendix of Sample Stations,
attached).
The location for the station is not identified in the Library Bike proposal. Most stations from the
case studies were found centrally located in downtown/oldtown areas, near transit hubs, or
throughout the city (when there are multiple stations). Palo Alto’s Caltrain Stations--University
Avenue with 2,092 peak AM alightings and California Avenue with 388 peak AM alightings --
would be key locations for central bike-share stations. More stations can be identified depending
on program objectives and working with local partners. ¯
5) Fee Schedule - Depending on the objectives of the program, Council should provide
direction:
a) on whether a long-term or short-term rental program should be pursued; and
b) if one-time credit card users should be allowed during the trial phase.
The current proposal by Library Bikes encourages short trips of 2 hours or less with one station
in the City of Palo Alto. The fee schedule is reflective of the program’s objectives--trip lengths
can be influenced by cost structures with incentives, graduated rates for length of use, or fines.
In order to tailor the program toward the Palo Alto commuter population, longer (minimum one
day to several month-long reservations) rental provisions with one station, or short trip rentals
with multiple stations would be required.
If the objective is to have as many daily uses and member users as possible, short-term trips
would be the recommended action. Online reservation systems mitigate risks of users being
stranded without a bicycle for their return trip in a short-term rental program. Although, more
impactful in terms of number of members the program can be made available to, multiple
stations would require higher initial capital infrastructure and technology costs for the program.
Alternatively, if the goal is to allow commuters to experience, bicycle commuting on a trial basis,
longer-term borrowing would provide a more convenient experience for the user. One short-fall
of the single station, long-term rental model is that it would limit the daily users to the number of
bicycles--e.g. Caltrain riders would probably take a bicycle in the morning and not return it until
the end of the workday, precluding any other users from using it in the time between. Since peak
demand periods are estimated to be during commute hours and lunch, one could argue that the
number of uses is already restricted.
Staff believes the multiple station, short-term rental model (daily or less) with potential partner
employment sites as hubs is ideal--if funding is available to support the additional costs
associated with real-time reservation system technology.
6) City Subsidy- Council should provide further guidance on the level of City subsidy,
including:
a) a total, not-to-exceed amount for this program; and
b) a reasonable per bicycle subsidy level: low subsidy--$0-499/bicycle; moderate
subsidy--$500-2,499ibicycle; heavy subsidy--S2,500+.
The original Library Bike proposal suggested a $3,243 per bicycle subsidy from the City for a 6-
month trial period. This was considered a heavy subsidy by City Council; where only a
moderate subsidy was deemed to be appropriate. In the Library Bikes proposal’s payment
conditions (see. Attachrnen~t A, page 9 of proposal), 100% of rental income is to be paid to the
contractor, which doesn’t allow for any cost recovery to the city. Collecting subscription
membership and user fees is one method of recouping some of the project’s initial capital
investment cost.
Other cities’ subsidy levels (per bicycle) were as follows:
¯$14--Portland, ME
¯$30--Vancouver, WA
¯$500--Annapolis
¯$4,750--Long Beach
¯$6,000--Montreal
¯$19,167--Washington, D.C.
Given the wide range of subsidy levels, staff recommends the following categorization: the $0-
500 range to be considered a low subsidy threshold; $500-2,500 moderate subsidy; and $2,500+
heavy subsidy. The explanation for the lower subsidies of some programs were informal
programs requiring less technology, and off-set costs through funding grants and voluntee’rs.
The custom-designed programs with special technology (i.e. automated bike racks, specially-
designed bicycles, tracking systems) tended to require higher subsidies because of the initial
costs--even if costs are expected to be recovered later through advertising or user fees.
Because of different reporting methods, it is difficult to compare initial and ongoing costs of
programs among cities. Some cities reported no initial program costs because of grant
allocations, while others have reported the cost of program in value (even if grants cover start-up
costs, including capital). The most expensive program at ola-set, in Montreal, proposes a $15M
initial investment which is recovered on an amortized-basis over 10 years through user-fees;
ongoing costs for maintenance and operation are estimated at $1,500-2,000 annually per bicycle
in circulation.
Staff finds that a higher investment has a direct effect on the quality, security, and technology
features available with the program; although, requiring a portion of the membership and user
fees to be paid to the City, as well as local partner sponsorships could help off-set costs.
Appendix
Sample Stations
There are several options for electronic lock and self-service/automated stations. Long Beach utilizes bicycle
lockers with regular keys but with an electronic key access system (key boxes are opened with access control
devices w/PIN-key). GreenEmotors and Public Bike System offer solar energy-powered automatic bike
stations; while GreenEmotors uses solar energy as a source to charge electric bicycles, Public Bike System
uses solar only to power the automated check-out system.
Library Bikes (current proposal):
Kiosk
Cabin
¯Dimensions- Length: 24 feet; Width: 8.5 feet
¯Entrance- Single swing door
¯Ramp- Entrance height adjustable 0.8 to 2.0 feet
¯Roof- Long life metal roofing (Green), ceiling insulated and sheet-
rocked
¯Walls- Oregon fir logs, log home miter construction, every log
inter-pinned
¯Windows- Dual-paned with security dividers
¯Dimensions-16x16 feet, 10x14 feet, 12x16 feet
¯Roof- Domed as per World Shelters or equivalent (http://worldshelters.or.q/)
.Capacity to add lighting where necessary to facilitate nighttime use of kiosk and adjustment of bicycles and
to reduce vandalism
¯Capacity to add emergency call buttons
¯Ability to remove kiosk during winter or to easily move a kiosk to a different location without leaving behind
attachment points that could impede a snowplow, street sweeper or trip a pedestrian
¯Where feasible, alternative energy sources are favored (some kiosks may be installed in parking garages.
and other buildings where solar panels will not function, in which case a power outlet needs to be provided)
GreenEmotors:
EV 301CS*
Level 1 & 2
Two
Position
EV401CS*
Level 1,2
&3
EV501CS**
Level 1,2
&3
eBikes
eScooters
NEVs
PHEVs
eBikes
eScooters
NEVs
PHEVs
eBikes
eScooters
NEVs
PHEVs
2 at a time
or...
2 at a time
or...
2 at a time
or...
any
combination
of 2
1 at a time
plus
1 at a time
1 at a time
5 at a time
and/or 5 at
a time
3 at a time
3 at a time
Dual
110VAC
station
4’ Pedestal
Single
110VAC
station
& LSV-100
NEV Fast
Charger
4’ Pedestal
Five Single
110VAC
stations
Three Duel
110VAC
stations
One LSV-
100 NEV
Fast
Charger
4’ Pedestal
$2,200
$13,490
$95,000
$4,950
$15,990
$135,000
*Assumes labor and materials required for installation. Permits required, but electrical supply within 20 ft of
installation. No trenching required. Adequate concrete footer installed.
** Assumes labor and materials required for installation. Permits required, but electrical supply within 20 ft of
installation. Assumes some trenching required. Adequate concrete base and footers installed. Assumes design
and tooling has been amortized and is not included in the cost.
Note: The above are just basic examples of options available. There are many variations of each that can be fully
explored once some initial feedback is provided on needs, budgets, timing, etc.
Public Bike System, Montreal:-
BikeLink E-Lockers, Vancouver:
Vancouver, WA utilizes BikeLink E-Lockers for their public employee shared bicycle system. Palo
Alto currently contracts with Palo Alto Bicycles for the operation of the Palo Alto BikeStation and
uses BikeLink’s E-Lockers in the Bryant/University and Alma/High parking garages. The
BikeStation has an electronic access system for members only. BikeLink cards can be modified
into zones for use, so only members of the bike-share program can have access to the shared-
bicycles; these lockers would need to be demarcated to distinguish them from the privately-used
bike lockers, or a system installed to identify when shared-bicycles are stored in these lockers.
3
BikeStation, Long Beach:
Long Beach uses their BikeStation as one hub for shared-bikes as well as private bicycle parking and repair,
restrooms, and changing/shower rooms; they also have 16 automated lockers in two different locations, Long
Beach City Hall Plaza and the Aquarium of the Pacific.
Some other concepts that can be explored are the existing Caltrain depot buildings, private employment sites,
BikeLink E-Lockers, or the bike tube concept developed by a local architect. Not all these options need to take
the place of parking spaces.
4
ATTACHMENT D
AC
Palo Alto Bicycle Advisory Committee
Meeting Minutes
Tuesday, August 5, 2008
Members Present:Cedric de La Beaujardiere, Ellen Fletcher, Paul Goldstein, Bob Jackson,
Richard Swent (Chair), Bill Zaumen, Rob Robinson, Bill Couring~on
Guests Present:Tim Pratt
Staff Present:Gayle Likens, Rafael Rius
ORAL COMMUNICATIONS
Tim Pratt addressed the committee on the problem of bicycle theft and need for increase
police attention to this problem in Palo Alto. He reported his personal experience of
having 3 bicycles stolen in downtown Palo Alto. Members of the committee asked staff to
talk to the Police Department to get more information on this matter and report back.
Ellen Fletcher noted that signs .on East Bayshore reading "Bike Path closed ahead" should
read "Bike Lane closed ahead."
APPROVAL OF MINUTES
The minutes of June 10, 2008 were approved unanimously.
AGENDA CHANGES
None.
VTA BPAC REPORT
Rich Swent reported on the BPAC discussion of the County Expressway improvement
projects.
The committee reviewed th~ optional improvements for the Oregon Expressway
project. Michelle DeRobertis questioned County staff’about the need to remove one
ma~ked crosswalk under the 6-phase signal options. A meeting with Midtown
residents has been scheduled.
¯Almaden Expressway wide.ning project will add another vehicle lane. County staff
reported project will meet County bicycle accommodation guidelines but not VTA
bicycle technical guidelines.
¯County bicycle plan will go to the VTA Board on August 7 for approval.
REPORT ON EMERSON/EMBARCADERO SAFETY EVALUATION
Staff reported on the proposed improvements recommended by the City traffic engineer.
The project will include striping and signing to channelize traffic turning from
Embarcadero onto Emerson and add bike/ped crossing warning signs. The location does
not meet warrants for a marked crosswalk. Committee members expressed support for the
proposed improvements. Staff will evaluate intersection again after school starts to
monitor the level of ped/bike activity during school commute hours.
DISCIJSSION OF WRONG-WAY RIDING ON HOMER AVENUE
Staff reported that the plans for the mixed-use housing/commercial project on the old city
PABAC Minutes
August 5, 2008
Page 2 of 2
substation property have been expanded to the full block betv~een Homer and Channing
along Alma Street. The project plans include a contra-flow bike lane on Homer between
Alma and High. This would be done in conjunction with converting High to two-way
traffic between Forest and Channing. An EIR will be prepared for the project and the
traffic study will address all of these issues.
DISCUSSION OF BICYCLE COUNTS
Staff distributed copies of the last set of citywide bicycle counts from 1997. Committee
members urged staff to update the counts this year. Most of the counts were west of Alma.
Members requested additional counts in the easterly section of the city, including
Newell/Embarcadero, along Middlefield, as well as at the Homer undercrossing, Sand
Hill/Pasteur, Embarcadero rail trail and Alma Bike Bridge. Staff indicated counts would
be done in October and May. Staff will return with a complete list of locations at a later
meeting.
REPORT ON COUNCIL ACTION ON LIBRARY. BIKES PROPOSAL
Staff reported on the Council assignment for staff to report back on the feasibility of
establishing a library bikes program in Palo Alto modeled after the one in Arcata as
proposed by Bill Burton of librarybikes.org. Committee members expressed skepticism
about the library bikes concept and its value to residents of Palo Alto, commented that the
bike loan program should target commuters, and suggested that the City explore a
loaner/rental bike program at the bikestation that could accommodate casual bike use.
Members also indicated their interest in prioritizing projects listed in the Bicycle
Transportation Plan over this proposal.
lllotion: PABAC has reservations about the Library Bikes concept and specifically the
proposal submitted by LibraryBikes.org. The committee feels other items in the existing
Palo Alto Bicycle Transportation Plan should be given priority instead, for example the
bicycle route signage project, Park Boulevard bicycle boulevard project, other new bicycle
boulevards and bicycle parking throughout the City, etc. l~loti~n approved unanimously.
INFORMATION ITEMS
Oregon Expressway project: staff awaiting traffic study.
-Mid-Peninsula bike routes map: comments from PABAC members and staff submitted to
Ariadne.
Caltrain bicycle plan will be available later this month. Caltrain has requested
comments within an 11 day period.
-Vineyard/Quarry intersection: problem with video detection at reported by Paul
Goldstein
Members asked to be notified of Council date for Googlechildcare center project. Staff
reported that Google expressed interest in all year round bike crossing of Highway 101,.
but not another seasonal undercrossing at Matadero Creek.
-Wilkie Way bike bridge legends need to be corrected. Missing tiles are a safety hazard
where raised screws remain. Need for convex mirror at curve in path to improve sight
lines.