The first known public bike-share program began in La Rochelle, France in 1974. About three decades would pass, however, before other cities in significant numbers would adopt such programs.
Since then, the successes, difficulties and criticisms of bike share schemes have been similar. In the latter category is the allegation--credible--that share programs were serving only central downtown areas and nearby neighborhoods where the young and affluent live and shop.
Since then, some cities have tried, with varying degrees of success, to make share bikes available to older, poorer--and sicker--residents. I've seen Citibike ports by city housing projects whose residents, for a variety of reasons, are more likely to have chronic and acute health conditions (including COVID-19) than other New Yorkers. Rides and memberships have been made more affordable, or even free, for residents and others who receive public benefits in an effort to improve their health and transportion options.
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| Photo by Jeff Wheeler, for the Star-Tribune |
Minneapolis, it seems, is going even further than most other cities. Its "Nice Ride" share bikes and scooters will return to the city's streets in the middle of this month. The city has just signed new contracts with vendors (Lime and Spin for scooters, Lyft for bikes, e-bikes and scooters). What is interesting, and possibly unique (at least for now) about the new arrangement is that it attempts to remedy the problem I mentioned.
According to the agreement, the vendors must distribute at least 30 percent of their scooters in Equity Distribution Areas of north and south Minneapolis. A maximum of 40 percent of vendors' scooters are allowed in downtown and surrounding neighborhoods.
But the contract goes even further: All of the vendors are required to offer low-income pricing arrangements. It also includes incentives for the operators to provide more parking infrastructures, including bike racks, parking stations and on-street corrals. Moreover, the vendors are mandated to provide ongoing education and outreach on safe riding and parking behavior, and on state laws for motorized and manual scooters.
It will be interesting to see what comes of these efforts. If anything, they sound like more integrated efforts than those in most other cities to provide a true alternative transportation infrastructure that includes bicycles. As I've said in other posts, bike lanes and share programs, by themselves, don't make for an infrastructure that will encourage people to trade four wheels for two, at least for local trips.
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