Is Cincy RedBike America’s Most Financially Successful Bike-Share System?

RedBike Monthly Ridership Totals

RedBike Monthly Ridership Totals

Since launching nearly two years ago, RedBike has been embraced by the region in a way even the bike-share system’s early proponents had not imagined.

When RedBike opened to the public on September 15, 2014 it included 29 stations, but has since swelled to 57 stations spanning two states, four cities and more than a dozen neighborhoods. The ability to expand and integrate the system across state and city lines is particularly notable as it is a feat most other bike-share systems in North America have not yet achieved.

This relatively rapid expansion has been fueled by higher than expected ridership. As of early July, RedBike had hosted 116,739 rides – or about 5,300 per month. Bolstered by more than 1,500 annual members, these ridership totals translate into some 17,683 different people who have ridden a RedBike.

“Red Bike has gotten off to a dream start. Our community has embraced this new form of transportation,” Leslie Maloney, President of the Red Bike Board of Directors and Senior Vice President of the Carol Ann and Ralph V. Haile, Jr./U.S. Bank Foundation, said in a prepared release. “We will work to continue providing the highest quality and most fun transportation option in Cincinnati.”

Following the trends of bike-share systems elsewhere throughout the world, approximately 74% of its riders have either never ridden a bike before or at least not within the month before RedBike opened. This data makes many bike advocates in the region looking for ways to improve road safety for the surge of new cyclists out on the streets.

The biggest news in RedBike’s recently released annual report, however, pertains to its finances.

While many bike-share systems around the country have struggled financially, RedBike has been able to operate in the black since its inception, and has grown its cash reserves year-over-year.

In 2014 RedBike had a total of $234,251 in expenses and $1,144,911 in revenues. That net income grew in 2015 when the bike-share system had $484,389, but $1,740,792 in revenues. This net income, RedBike officials say, is used to purchase capital equipment necessary to keep the system fully functional.

While it is difficult to find bad news in the financial details released by RedBike, one might look at the fact that direct program income (user fees) cover only 65% of program expenses. When factoring in sponsorships, a fairly reliable and steady stream of income, it covers nearly 118% of program expenses.

All of the other income sources help to further stabilize the system, keep it operating at reliable and optimal levels, and are helping build a reserve fund that could be used to offset unexpected capital expenses or lower than anticipated operational performance.

UC Health is thrilled to be the presenting sponsor of the RedBike program,” said Dr. Richard P. Lofgren, President and CEO of UC Health. “As someone who lives downtown, all I have to do is look outside to see how successful this program is, and how bike share has been embraced by the citizens of Cincinnati.”

Metro Brings Late Night Bus Back This Saturday

Metro and CincyYP are once again teaming up to encourage young people in Cincinnati to try out the city’s bus service beyond typical commuting uses. This is the third year of this successful  program.

Last year’s entertainment bus event saw more than 400 passenger trips taken. Participants will once again have the opportunity to learn tips to plan their trip including how to read a schedule, catch a bus and use Metro’s real-time apps. There will be special promotions at popular establishments along the event route in downtown, OTR, Oakley, Hyde Park, O’Bryonville, Clifton and East Walnut Hills.

“Cincinnati’s YP leaders truly get how important public transit is to our community, and their commitment to encouraging their peers to use Metro is inspiring,”Metro’s Outreach and Sustainability Manager Kim Lahman stated in a prepared release, “The ‘Late Night Test Ride’ provides us with a safe, fun and adventurous way of introducing young professionals to Metro’s service, while allowing them to get to know our community and one another better.”


Metro Late Night Test Ride Route Map [Provided]


Metro Late Night Test Ride Schedule [Provided]

The mobile event will take place this Saturday, April 23 between 8Pm-2AM. Three buses will operate on 30 minute intervals on a route that will take riders around to some 18 bars in seven different neighborhoods.

Many people view transit as a means to get to and from work, but the reality is that nearly three-fourths of all trips made each day have nothing to do with work commutes. As Metro works to grow ridership and expand its customer base, choice riders – those who choose to take transit instead of other alternatives – are becoming an increasingly targeted demographic. Additionally, as the Late Night Test rides are proving, there is a solid demand for late night routes that could be instituted on a more permanent basis.

Unlimited trip passes for the late night shuttle can be purchased online for $8 per person, or $25 for groups of four. The public can also simply purchase single trips at Metro’s normal $1.75 fare anywhere along the route. Those who may not have the cash, or just want to get a bit more involved, are being encouraged to volunteer for two hours and receive a complimentary pass in return.

As Lahman suggests, the hope is to get young people more familiar with using the city’s bus service, and will learn tips about how to plan their trip, read a schedule, catch a bus and use Metro’s real-time arrival services.

VIDEO: Mary Beth McGrew Overseeing UC’s Continued Bold Campus Plans, Designs

The University of Cincinnati has almost completely transformed itself, both academically and physically, over the past 20 years; and one of the people most responsible for that transformation is Mary Beth McGrew.

Over the past decade, McGrew, as University Architect, has overseen the master planning, design, construction, renovation and beautification of 117 buildings with 13.5 million square feet of space, across seven UC locations. She and her team have also managed the sustainability efforts.

What was once a largely commuter school now has become more of an on-campus university – sparking the construction of thousands of residential units in Uptown‘s neighborhoods. What’s more, UC’s main campus has seen virtually every surface parking lot replaced by new development or green space; and continues to see above-ground structures replaced by other more productive uses.

Through her work, and others that preceded her, the University of Cincinnati now boasts one of the world’s most distinctive and award-winning campuses. Such accolades only continue to grow as the university continues its transformation through major projects such as the $86 million renovation of Nippert Stadium, $87 million renovation of Fifth Third Arena, or the construction of the planned new Colleges of Business and Law.

Learn more about the woman behind the designs and plans in the following three-minute video.

Covington’s Parking Plan for MainStrasse To Go Into Effect March 30

After being approved this past October, Covington’s new parking plan for MainStrasse Village will go into effect later this month.

Historically it has been free to park in the area, but the parking plan, which includes new metered street parking, a pay lot, and parking permits, will change that. According to the City of Covington, pay stations will be installed along Main and W. Sixth Street on March 26, signs will go up a few days later, and the pay stations will be live on March 30.

The project is intended to increase parking turnover and create designated parking for residents, so that it is easier for both visitors and residents to find a spot to park in the popular business district.

MainStrasse has seen a surge of new business activity of late. The last year alone saw the opening of Son & Soil, Bean Haus, Frida 602, and Mac’s Pizza Pub. Three more – Commonwealth Bistro, Craft & Vines, and Lisse Steakhouse – are slated to open soon.

Since being announced last fall, the plan has proven to be controversial. Business owners, residents and area patrons have all spoken out both in favor and against the idea.

One of the common concerns is how the new parking fees will affect new and existing businesses. The worry is that the plan will hurt MainStrasse’s ability to compete with other nearby entertainment and restaurant districts including Over-the-Rhine, Downtown, and The Banks, even though those districts also include payment-based parking setups.

The enforcement hours in MainStrasse will be limited, relative to street parking in Newport or downtown Cincinnati, particularly in the evenings, which are prime business hours for restaurants and bars that make up the district.

With street parking free after 5pm, and lots capped at $2 after one hour, businesses may actually still struggle with limited parking turnover during their busy hours at night.

At $0.35 per half hour on the street, and $1 per half hour (with a maximum charge of $2) in lots, the cost of parking in MainStrasse will be somewhat lower than what is charged in Over-the-Rhine, downtown Cincinnati, or Newport, although slightly more expensive than parking in Cincinnati’s other neighborhood business districts.

In addition to visitor-oriented changes, the plan includes modifications to improve parking availability for nearby residents – for a fee.

Sections of Philadelphia Street, Bakewell Street, Johnson Street, W. Sixth Street, and part of the Fifth Street lot will become resident-only parking. Passes to park in these spaces will cost $25 to $30 annually, and each property will be allowed to purchase two passes. Going against national trends to get rid of one-way streets, Bakewell Street, between W. Sixth Street and W. Ninth Street, will become one-way to allow for even more residential parking spaces.

The move will place MainStrasse alongside Pendleton, Newport, and Clifton as areas that also have resident-restricted parking, but it will be the only area charging a fee for the residential permits.

While efforts continue to take place to establish something similar in Over-the-Rhine, such efforts have been stymied due to an impasse between Cincinnati Mayor John Cranley’s (D) administration and neighborhood residents and business owners. Under those previously proposed plans, Over-the-Rhine parking permits would have cost $108 per year or $18 per year for low-income households.

Cincinnati DOTE Aiming to Narrow Liberty Street Redesign to Two Alternatives

Tomorrow night will be the second meeting of the Liberty Street Safety Improvement Study – an effort previously called the Liberty Street Complete Street Project in its 2013 iteration.

At the meeting, Cincinnati’s Department of Transportation & Engineering will present various concepts for the street’s reconfiguration, including five separate options at seven lanes, and additional six, five, four and three-lane options. Many of these scenarios contribute enough additional space to make development on the south side of Liberty Street feasible.

A major consideration, as the project’s title would suggest, is the safety of pedestrians and bicyclists that share the roadway. The current excessive width of the road, coupled with the speed of cars, contributes to an environment incongruous to pedestrian and cyclist safety.

Other elements being considered include pedestrian and cycling facilities, development potential on the south side of Liberty Street, streetscape aesthetics, automobile capacity/safety, and the preservation of on-street parking.

Both current and past public input, like the 2011 Brewery District Master Plan, stress a strong desire to improve the connection of urban fabric between the northern and southern portions of Over-the-Rhine.

“Liberty Street cuts off two sections of OTR,” said Frank Henson, a local cycling advocate. “All other north-south routes get cut up by the expansive width of Liberty; and I support narrowing it, with the inclusion of space for bicycle facilities.”

Many believe that the narrowing of Liberty Street can accomplish both of these objectives; although questions remain about how much narrowing is appropriate, and what should be done with the additional space that is made available.

According to data from the OKI Regional Council of Governments, Liberty Street has an annual average daily traffic (AADT) count of 14,278, which is actually less than the much narrower Ludlow Avenue’s 14,551 AADT in Clifton.

Ludlow Avenue has parking on both sides of the street, aside from peak hours from 7am to 9am where it is prohibited on the south side of the road, and 4pm to 6pm where it is prohibited on the north side of the road. This means that Ludlow Avenue, with its nearly identical traffic count, has fewer lanes of traffic during both peak and non-peak hours.

Martin Luther King Drive, near the University of Cincinnati’s main campus, has the same width as Liberty Street, but carries upwards of 20,000 AADT; and portions of Reading Road carry more than 25,000 AADT with just five lanes.

As a result, one could then deduce that travel demand on Liberty Street is far, far less than its width warrants.

Should Liberty Street be significantly narrowed, based on these figures, it could still absorb its current capacity, and, if necessary, divert traffic to Central Parkway, Fort Washington Way, or one of the many east-west thoroughfares that also have highway access.

Option 7d includes a “shared use bicycle/pedestrian pathway;” and while this widened path is intended to accommodate both pedestrians and cyclists, it is generally considered a less safe practice, as compared to separate facilities, to mix the two due to the faster travel speeds of people on bicycles.

An option that has bike and pedestrian facilities, preserves on-street parking, while also providing three travel lanes could reduce speed, increase safety, provide additional space for development, and still manage capacity based on comparable traffic counts.

The Ludlow Avenue and Reading Road examples disprove the idea that any decrease in capacity would be crippling. However, should demand increase, traffic is also highly divertible to other thoroughfares within a short distance.

Residents and interested parties can express their opinions on Tuesday, March 1 from 6pm to 8pm at the Woodward Theater in Over-the-Rhine. City officials say that they hope to narrow the alternatives to two following this meeting.