Cincinnati Aims to Open Initial Phase of Bike Share System This Summer

Cincinnati Bike Share Station MapCincinnati is set to join the ranks of American cities with bike sharing with the launch of Cincy B-Cycle next summer. The program is being organized by Cincy Bike Share, Inc. and is expected to begin operations in June.

Jason Barron, who previously worked in the office of former mayor Mark Mallory, was hired as the non-profit organization’s executive director in early December.

Over the last several years bicycle sharing programs have begun operating in several dozen cities across North America, and many more are planned. In July, CoGo Bike Share started operating in downtown Columbus and surrounding neighborhoods – marking the first bike share system to open in Ohio.

The planning for Cincinnati’s bike share system has been underway since 2011, when the Cincinnati USA Regional Chamber’s Leadership Cincinnati program started looking at getting a program running here. Then, in 2012, a feasibility study was commissioned by Cincinnati’s Department of Transportation & Engineering (DOTE).

It was not until the summer of 2013, however, that Cincy Bike Share, Inc. was established, and quietly selected B-Cycle to manage the installation and operations of the program.

B-Cycle operates bike share programs in over 25 cities in the United States, including Kansas City and Denver, and has started expanding overseas.

While traditional bike rentals are oriented to leisure rides, with the bike being rented for a few hours and returned to the same location, bike sharing, on the other hand, is geared for more utilitarian use.

According to Barron, usage of shared bikes is intended for one-way rentals over shorter time periods. Bikes are picked up and dropped off at unattended racks, where they are locked with a sophisticated system that is designed to allow users to quickly make trips that are just beyond walking range – often times about a half-mile to two miles in length.

The way the systems usually work is that users can either purchase a monthly or yearly membership that entitles them to a certain number of rides per month. Non-members, meanwhile, are typically able to purchase passes by the hour or day and are able to pay by cash or credit card at the informational kiosk present at each station.

Proponents view bike share programs as attractive components in the development of vibrant cities. With the continued revitalization of Cincinnati’s center city, Barron feels that bike share will fit well into the mix.

“With all systems of transportation, the more the merrier” Barron explained. He went on to say that he hopes that bike sharing, cars, buses and the streetcar “will work together to give people some great mobility options.”

One of the remaining tasks for Barron and the newly established Cincy Bike Share organization will be securing the necessary funding to build the approximately $1.2 million first phase of stations and the $400,000 to operate it annually. Barron believes that it can be accomplished through a number of ways including through a large number of small sponsors, as was done in Denver, or signing one large sponsor like New York City’s CitiBike system.

In addition to added exposure, bike share advocates point to research that shows improved public perceptions for companies sponsoring bike share systems. In New York, it was found that Citicorp’s sponsorship of CitiBike led to greatly increased favorability of the bank shortly after that bike share program launched.

“It’s a tremendous opportunity for a corporation to tap into the young professional market,” Barron told UrbanCincy.

Cincy Bike Share is planning to start operations with about 200 bikes based at about 20 stations in downtown and Over-the-Rhine in the first phase, and would include a total of 35 stations with 350 bikes once phase two is built. Cincinnati’s initial system is modest in size when compared to other initial bike share system roll outs in the United States.

New York City CitiBike: 6,000 Bikes at 330 Stations
Chicago Divvy Bike: 750 Bikes at 75 Stations
Boston Hubway: 600 Bikes at 61 Stations
Atlanta CycleHop: 500 Bikes at 50 Stations
Miami DecoBike: 500 Bikes at 50 Stations
Washington D.C. Capital Bikeshare: 400 Bikes at 49 Stations
Denver B-Cycle: 450 Bikes at 45 Stations
Columbus CoGo: 300 Bikes at 30 Stations
Cincinnati B-Cycle: 200 Bikes at 20 Stations
Salt Lake City GREENbike: 100 Bikes at 10 Stations
Kansas City B-Cycle: 90 Bikes at 12 Stations

Cincinnati’s bikes are expected to be available for use 24 hours a day, and Barron says they will also most likely be available for use year-round. Cincy Bike Share will be responsible for setting the rate structure. While not final yet, it is estimated that annual memberships will cost $75 to $85 and daily passes will run around $6 to $8.

The 2012 feasibility study also looked at future phases opening in Uptown and Northern Kentucky. While it may be complicated to work through operating a bi-state bike share system, Barron says that Cincy Bike Share has already discussed the program with communities in Kentucky and says that they have expressed interest in joining.

While there is no state line or a river separating the systems initial service area downtown from the Uptown neighborhoods, steep hills at grades ranging from 7% to 9% do. These hills have long created a barrier for bicyclists uptown and downtown from reaching the other area with ease.

Barron views the hills as an obvious challenge, but part of Cincinnati’s character and what make Cincinnati great. When the Uptown phase gets under way, he says that it will be operated as one integrated system with the first phase, but that it is not known yet how many users will ride between the two parts of the city.

Over the past few years, the DOTE’s Bike Program has greatly increased the city’s cycling infrastructure, and it is believed that continued improvements will help make using this new system, and the increasing number of cyclists, safer on the road.

Cincinnati’s new bike share system also appears to have majority support on council and with Mayor John Cranley (D), who has publicly stated that he is in favor of the program. “We plan on working with the City as a full partner,” Barron noted. “We think everything’s in place.”

If everything goes according to plan, the initial system could be operational as early as this summer.

Salt Lake City GREENbike photographs by Randy Simes for UrbanCincy.

  • Tom

    Capital Bikeshare in DC actually has over 2,500 bikes and over 300 stations

    • Yes. This was a comparison of initial systems. We did not count the initial initial system in DC that was a total flop…just the one that exists today. Chicago also has many more.

    • JacobEPeters

      or the initial initial Chicago B-Cycle system. Which was all of 8 stations all but ignored by the city residents. Looks like Cincy’s B-Cycle will actually aim to serve city residents and with B-Cycle’s B-Connected program (which allows for you to use other B-cycle operated systems with your B-Cycle pass) Northern Kentucky could build their own B-Cycle system & still be able to use both systems. The trick would be that no 2 B-Cycle programs are within a 30 minute ride of each other currently. Maybe just have the bike colors be different (since the two systems would technically co-exist & own their own bike fleets) as a way of representing how much each side of the river influences the “complexion” of the other.

    • It’s my understanding that this Cincy Bike Share non-profit intends to expand across the river into Nky, and that they have already begun those conversations. So there will not be a need to two separate systems. If this were run by the city, as it is in Chicago, then it would be another whole situation.

  • James Bonsall

    I love this, especially having a station at Union Terminal. I am arriving via Amtrak in a couple of weeks and would love not to have to take a taxi to my destination downtown.

    • That’s a good point…one potential use I had not yet considered.

    • Mark Christol

      That would work for me, too, but I travel light & the idea of riding around downtown at 3AM is AOK.
      But how many other people live out of a backpack & want to ride around (especially in a strange city) in the middle of the night?

    • James Bonsall

      True! But everybody’s small uses add up to a truly value-adding piece of the transportation puzzle.

  • Eric Douglas

    I like the approach of treating the two areas separately.
    How’s the riverfront bike center doing?

    • I haven’t spoken with them in the past few months, but last year I had heard they were doing well. I think most of their revenue doesn’t come from traditional bike rentals though. Rather it is coming from rentals of group bikes and that kind of thing.

    • Eric Douglas

      I’m skeptical that it was a worthy investment given its hidden location and that you’re basically confined to the eastern riverfront. This proposal seems like a much better idea given its widespread network and success in other cities.

  • Neil Clingerman

    One critique I have of the plan is not taking advantage of the hillside steps. There should be stations right next to the major staircases allowing people to be able to ride their bikes to the steps then grab one again up around campus.

    • I’ve thought that the city could easily make it a policy that whenever hillside steps are restored or maintained that they be retrofitted to include a runnel for bicyclists.

    • I’ve heard rumors about Metro letting bike riders on free at the bottom of hills to the top. Its been awhile so the talk probably went no where.

  • Now we just need to lose most of the “No turn on red” signs.

    • James Bonsall

      Why? Those signs help protect pedestrians and bicyclists. Many European cities don’t allow drivers to turn on red anywhere.

    • Then cyclists need some kind of sensor or button. I’ve been stuck at many a light, waiting for a car to come and trip the sensor. I don’t WANT to break the law, but my bike does not set off the sensor that’s made for a car.

    • Traffic lights in urban areas should never rely on pavement sensors to turn the light green. Pedestrians and bicyclists should be treated like first class citizens and should not have to press a button in to trigger a walk light. Actually, many of our urban traffic lights could be eliminated to both improve safety and reduce ongoing maintenance costs.

    • James Bonsall

      Cyclists need a button anyways, not just because of the “No Turn on Red” signs.

  • jeff miller

    Worth mentioning that Minnesotas’ NiceRide program operates 1550 bicycles at 170 locations in the twin cities area

    • It’s incredibly smart for Blue Cross and Blue Shield to sponsor bike share programs, as they did in the Twin Cities.

    • jeff miller

      Agreed. I think Cincinnati needs to implement a better bike trail infrastructure. Moving from Cincinnati to Minneapolis it’s amazing how many dedicated trails there are here and everywhere you can get to via those trails.

    • James Bonsall

      Something missing in this discussion is that Humana is a part owner of BCycle. With 2,000 employees it in Cincinnati it is possible they might be willing to partner. Never know until you ask.

  • Bill Cappel

    I think one or two stations in Northside would work as part of Phase 1 network.

    – Via Central Parkway, Northside is the one of the few destinations one can easily ride to from the Downtown/OTR basin and vice versa without climbing monster hills. Getting up the hill to Clifton Heights and UC via Clifton or Vine is near impossible and even getting to the Clifton Gaslight District from Northside via Ludlow is difficult.

    – “Hip” Northside folks would quickly embrace a program like this

    – Bike lanes are in place on Central Parkway and new bicycle infrastructure is being added