It Was A Nice Ride--While It Lasted

In 2010, Minneapolis became the first major US city (Denver was the first) to launch a bike-share program.

Now the program, known as "Nice Ride," is ending.

The chief reason is an operating deficit, a result of Blue Cross and Blue Shield of Minnesota ending its contract with Lyft, the ride-share company that has operated Nice Ride.  

After reading and hearing a Minnesota Public Radio report, however, I think the end of the road, so to speak, for Nice Ride has as much to do with how bike-share programs have changed and are leaving older programs behind.

For one thing, in many cities, bike share programs have turned into micromobility schemes.  According to Nice Ride executive director Bill Dossett, only 15 percent of micromobility rides were taken on the iconic lime-green pedal bikes.  As in other cities, motor scooters and ebikes have gained popularity.

That helps to confirm two of my suspicions, based on my observation of bike share programs in my hometown of New York and other cities.  

One is that the people drawn to the share programs weren't cyclists. When bike share programs started, they used the bikes for short trips. But, as share programs began to offer ebikes and scooters, users shifted to those conveyances.  

The other is this:  People who use micromobility programs are not using them in place of driving.  Rather, they are substituting their ebike and scooter trips for mass-transit rides--or for short rides with ride-share services like Lyft.  That, I believe, is one reason why Lyft has acquired, or been co-sponsoring or operating micromobility plans in other cities.  In other words, Lyft knows its market.

One thing that ride-share companies and micromobility schemes have in common is this:  People use phone apps to access them--except in Minneapolis.  Dossett says that Nice Ride plans to sell its 1333 bikes and 198 docking stations, but admits that it might difficult to find buyers because the bikes and stations were designed before those apps came into use.  Also, not many people or shops may want the bikes because they have custom parts and, as Dossett explains--and I can attest--"it takes a lot longer to maintain one of those bikes if you just have to fix a flat." (If you've ever had to fix a rear flat on a Raleigh DL-1, or any similar bike with rod brakes, you have some idea of what he's talking about.)  So, he says, the best hope might be to sell some of the still-usable parts

 

4000 Posts: Change And Hope

 Today this blog reaches another milestone:  post #4000. Every milestone, whether of this blog or in any other area of my life, is a time to reflect. 

It's perhaps not such a coincidence that I, and this blog, have reached such a landmark  after my latest trip to Florida.  I hadn't been there--or seen my father--in three years.  The occasion of my previous visit to the Sunshine State, which wasn't long enough (or quite the occasion) for a ride, was my mother's funeral. That was not long after my 3000th post on this blog. 

As I mentioned a few days ago, a couple of months after my mother passed, "COVID happened." In many ways, the world--at least the parts I know--have changed.  

I got to thinking about that while in Florida.  For one thing, while riding I noticed many more cyclists (which, of course, made me happy), and many more young or youngish people, than during previous visits.  Both of those developments are, at least partially, results of the pandemic. I also saw what I had never seen before on any of the streets, paths or trails:  e-bikes and scooters.  Of the latter, I would say that I saw, not only fewer overall-- which would make sense because there are fewer people in Palm Coast than in my neighborhood-- but also a lower ratio of scooters to bikes, e-bikes and other vehicles. Or so it seemed. Also, the e-bikes and motorized bicycles were ridden, it seemed, by recreational riders:  I didn't see anyone who seemed to be delivering anything.

Seeing the damage Ian wrought, though not as severe or extensive as what other parts of the state have endured, is enough to make me wonder how or whether some of the very things that attract people--namely, the scenic roads along the ocean and through the woods--can endure.  Perhaps more important, though, is how the psyche, if you will, of the place might change.  I couldn't help but to feel a more--for lack of a better term--sober atmosphere than I'd seen before.  Even the tourists, whether the motorcyclists along the A1A or the college students and other tourists out for the long weekend, didn't seem as carefree as in times past.

I hope some of the joy will return--accompanied, of course, by a safer environment for cyclists -- in Florida and elsewhere.  As long as people are cycling, I have hope.  And as long as I can pedal, whether to a milestone or no place in particular, I have at least one source of joy in my life.    

For the occasion of this milestone, here is a "4000" bike--an early '80's classic from Panasonic:

Panasonic DX-4000, circa 1981

A Scooter In Any Other Bill

When is an e-scooter a bike?

For the moment, it isn't.  But if a few US statehouses have their way, the two could be, for all intents and purposes, equal.

Most cycling advocates and bicycle industry insiders don't have a problem with e-scooters per se.  Like e-bikes, they are seen as quiet and less-polluting alternatives to automobiles, especially in urban areas.  In fact, some electric scooter-sharing companies also run bike-sharing systems and are members of the People for Bikes Coalition.

Here's the rub:  Bills on the table in 27 states seek to provide a legal footing for e-scooter rental and use, which is still illegal in many areas.  The problem, according to Morgan Lommele, is that those basically seek to provide legal parity between bicycles, e-bikes and e-scooters.  That leads to situations like the one called for in California's bill:  Scooter- and bike-share systems would be required to maintain general-liability insurance.  

That requirement would be especially onerous for non-profit bike-share systems or small bike-rental companies, which usually require riders to sign a waiver when they hop on a bike. The California bill, Lommele says, "implicates bikes and lumps bike share with scooter share."  In other words, bicyclists would bear the blame for the high cost of sharing or renting a scooter.

Spin e-scooter share system, Jefferson City, Missouri.  Photo by Tony Webster

As bad as California's bill is, one in Florida is even worse:  it would lump "motorized bicycles" into the same category as "micromobility devices" for the purpose of regulating electric scooter-share systems.  Lommele wants "motorized bicycles removed from that definition" to "avoid any negative consequences for bike-share operators in the state.

Of course, it's hard not to imagine that the consequences of Florida's bill, if passed, could be as bad for bike-share programs as the potential outcomes of California's bill--and similar legislative proposals in other states.  One reason why they are even being discussed is something I didn't realize until yesterday:  The scooter-share companies are "massive multi-billion dollar operations, heavily backed by venture capital," according to Lommele.  They are "aggressively seeking market share" from bicycles and e-bikes.