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Posts tagged "Divvy"


Could Longer Rental Times Help Divvy Appeal to More Chicagoans?


Vienna’s CityBike Wien system givers users twice as much rental time as Divvy. Photo: Michael Podgers

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While visiting Vienna, Austria, I gave their CityBike Wien bike-share system a spin and found it has a couple of advantages over Chicago’s Divvy system. CityBike Wien is dirt cheap, with a one-time registration fee of only one euro, about a dollar, compared to $9.95 for a Divvy day pass. And the first hour of every ride on CityBike Wien is free, while Divvy users start racking up late fees after the first 30 minutes. That means you can practically ride across the entire city of Vienna without having to re-dock your bike.

My experience with CityBike Wien made me think about what Divvy could do to improve user experience and encourage more ridership. Offering a longer period before late fees kick in might make the system more convenient to use, and there are several other possibilities for making the system more user-friendly.

Bike-share is generally designed for short trips and errands, especially “last-mile trips” between transit stations and other destinations. When Divvy bikes are used this way, 30 minutes is plenty of time. Moreover, customers can take longer rides without accruing late fees by “dock surfing,” briefly checking in the bike at a station every half hour. If you have a membership key, this usually adds only a dozen seconds or so to your trip time.

On the other hand, there are other systems besides Vienna’s that offer a longer free rental period than Divvy. For example, New York’s Citi Bike and Paris’ Vélib’ allow annual members to use bikes for 45 minutes without late fees, although day pass holders can only use them for 30 minutes without extra fees.

So would it make sense to extend the Divvy rental period? Michelle Stenzel, co-leader of the grassroots group Bike Walk Lincoln Park, isn’t convinced that’s necessary.

“Although I don’t want to diminish the needs of users who truly want to ride a Divvy for 45 minutes…I have to ask whether those people have actually tried riding a Divvy for that long,” Stenzel said. “Those bikes are heavy!” She added that she avoids using Divvy for more than 20-25 minutes at a time, but that’s plenty of time for the kind of trips the system is intended for.

However, as the Divvy coverage area grows, customer may wish to take longer rides. This year the network expanded to 476 stations, covering 476 stations and 33 of Chicago’s 50 wards, making it the largest system in North America based on the number of stations and the geographic area served. Next year, Divvy is adding 70 new stations in Chicago, Evanston and Oak Park next year, so the the coverage area will grow significantly.

But Jim Merrell, a campaign director at the Active Transportation Alliance doesn’t think the larger service area will lead to a demand for a longer rental period. “Divvy’s great for the shorter trips, but I have a hard time seeing people using Divvy [for longer trips],” he said. He added that Divvy seems to be most useful for rides within neighborhoods, or when combined with transit. Still, longer rental times could make using Divvy a more relaxing experience by reducing the need to watch the clock and dock surf.

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O’Shea Can You See? Formerly Anti-Bike Alderman Now Wants Divvy


19th Ward Alderman Matt O’Shea.

DNAinfo’s Ted Cox provided a nice write-up of an entertaining discussion of bike issues that took place at yesterday’s City Council budget hearings. You should definitely check out the original article, but here’s some additional background and analysis.

It’s great that aldermen on the Far South Side are clamoring for Divvy stations in their wards. Currently, the bike-share system’s coverage area only extends to 76th Street. Both 9th Ward alderman Anthony Beale, whose district includes parts of Roseland and Pullman, and 19th Ward alderman Matthew O’Shea, whose territory includes Beverly and Mount Greenwood, asked when their constituents will be getting stations. O’Shea said his constituents are “anxious for Divvy.”

That represents a major about-face O’Shea. At a Chicago Department of Transportation budget hearing back in 2012, he told CDOT, “If you never put a bike lane in my ward, that’s too soon.” However, Southwest Side residents have recently lobbyied to get Divvy, and the Beverly Area Planning Association launched a petition for stations in the neighborhood, which has garnered almost 400 signatures. It’s nice to see that O’Shea has changed his tune and is now responding to his constituents’ desire to make the ward more bike-friendly.

At yesterday’s hearing, downtown alderman Brendan Reilly (42nd) questioned CDOT’s practice of hiring the Active Transportation Alliance to do outreach to residents and businesses in advance of the construction of new bikeways. He complained that Active Trans “targeted” him after he proposed an ordinance to force CDOT to remove the Kinzie Street protected bike lanes removed, at least temporarily, during the construction of a tower at Wolf Point.

In response to Reilly’s move, the Active Transportation launched a petition asking other alderman to oppose the ordinance, which garnered more than 1,400 signatures. They also got almost 50 businesses to sign a letter to Reilly asking for the Kinzie lanes to be left in place but improved. Eventually CDOT and Reilly reached an agreement, and the bike lane was refurbished last summer.

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Divvy Membership Skews White and Wealthy, But Hopefully Not for Long


A Divvy station outside Comer High in Grand Crossing, a South Side community. Photo: John Greenfield

Thanks to member surveys, we’ve known for years that bike-share membership in other cities like Washington, D.C. and Denver has been disproportionately white, male, young, educated, and relatively affluent. Now we have confirmation that the same is true of Divvy’s annual members. However, the Chicago Department of Transportation hopes the Divvy for Everyone (D4E) equity program will increase access and help broaden its appeal, so that ridership better reflects the city’s demographics.

At a Mayor’s Bicycle Advisory Council meeting Thursday, CDOT officials announced some of the findings of a Divvy survey conducted earlier this year. The system currently has about 30,000 annual members.

Of the hundreds of members who responded to the questionnaire, 65 percent were male, and 79 percent were non-Hispanic whites – a group that makes up only about 32 percent of the city’s population. The average age was 34, the majority of respondents had middle-to-upper incomes, and 93 percent have a college degree or more.

Why does this matter? Divvy is a public transportation system, whose infrastructure is subsidized by taxpayer money. “Bike-share is a public amenity, so it should be accessible not just to those who have the means, but also those who might not have the means,” noted Go Bronzeville’s Ronnie Harris at the D4E launch last July. Moreover, low-to-moderate-income neighborhoods and communities of color stand to gain the most from the mobility, economic, and health benefits of bicycling.

One reason the Divvy membership doesn’t look like Chicago yet is station placement. When the system debuted in 2013, the first 300 docking stations were concentrated in parts of the city with a high density of people and destinations, in an effort to make sure the system was financially sustainable. However, this meant the lion’s share were installed downtown and in North Lakefront neighborhoods.

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Take a Free Ride: No Charge for Divvy on Three Days in September


Every Divvy kiosk now has a sticker advertising the free ride days. Photo: CDOT

Back in July, the Chicago Department of Transportation launched the “Divvy for Everyone” equity program, offering $5 bike-share memberships to low-income Chicagoans. Now they’re trying a social experiment that will answer the question, what if Divvy was, almost literally, for everyone?

Thanks to sponsorship from T-Mobile, Divvy will be offering free rides for 24-periods on three Saturdays in September: the 5th, 12th, and 19th, available to anyone 16 or older with a credit card. Taking advantage of the promotion works just like buying a regular day pass, which usually costs $9.95.

One those days, residents and visitors will be able to simply walk up to a Divvy kiosk, swipe a credit card, go through the sign-process, and check out a bike – minus the normal fee. They can take as many 30-minute rides as they like during the 24-hour period. The usual late fees will apply.

A similar concept has already been tried in New York City, where the Divvy concessionaire Motivate also operates the Citi Bike system. On Thursday, May 14, free Citi bike rides were bankrolled by, curiously, Switzerland Tourism. Motivate talked with T-Mobile about doing a Chicago sponsorship and put them in touch with CDOT.

As part of the deal, the telecommunications company will pay an undisclosed sum, which should cover the projected cost of the three days of complimentary Divvy use, as well as the expenses for beefed-up Divvy valet parking services – more on that later. “We expect we’ll wind up with some additional funds that will help subsidize operations of the system, over and above the three days,” said CDOT Assistant Commissioner Sean Wiedel.

Wiedel is confident that, weather permitting, ridership on each of these free days will shatter the previous Divvy record set last July 4, when about 25,000 trips were taken. On a typical summer Saturday, between 16,000 and 18,000 rides are taken. “This is a grand experiment, so we’re not really sure how many rides we’ll get,” he said.

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More Deets on the Divvy Funding Situation


While Divvy has previously used CMAQ money to cover operations shortfalls, they probably won’t need to in the future. Photo: John Greenfield

In an article last Friday, the Tribune’s Jon Hilkevitch implied that the new price hike for Divvy day passes is a desperate measure the city is taking because the bike-share system is bleeding cash, when that’s not the case at all. “The daily fee to rent a Divvy bike will jump by more than 40 percent next week because of a deficit and escalating costs to run the expanding bicycle-sharing system,” he wrote. “Divvy has yet to steer clear of red ink.”

Hilkevitch noted that that the system, which launched in June of 2013, posted a $171,000 operating loss for the remainder of that year, and a $500,000 operating loss in 2014. However, he chose not to include info that Chicago Department of Transportation Commissioner Rebekah Scheinfeld sent him in a statement:

The overall system revenue, including the Blue Cross Blue Shield sponsorship [$12.5 million over five years] and advertising on kiosks, brings in income to Divvy and the city’s bike programs. Overall Divvy is not losing money.  CDOT is investing the revenue from Divvy in bike infrastructure improvements such as bike lanes, bicycle safety education and other programs that benefit the entire city of Chicago, not just Divvy users.

Divvy gets guaranteed advertising revenue from the docking station placards via its outside ad vendor Outfront, formerly Van Wagner, CDOT spokesman Mike Claffey told me yesterday. The minimum amount of revenue for the city was $31,250 per month back when the system had 300 stations. Now that Divvy has expanded to 476 stations, the guarantee has risen to about $45,000 per month.

Around the time the bike-share program launched, Hilkevitch and the Tribune published a series of articles disparaging it. However, a few months later, the reporter ran a column that basically admitted he was wrong to suggest no one would use the wildly popular system. Last Monday, I responded to Hilkevitch’s latest Debbie Downer Divvy article with a Streetsblog post.

On Wednesday, the first day of the price hike, the Trib ran another piece by Meredith Rodriguez featuring quotes from bike-share users. Most of them had no problem with the price of 24-hour passes rising from $7 to $9.95. Once again, the article contained Hilkevitch’s misleading statement that the program “has yet to steer clear of red ink.” When I called him out on Twitter for repeating the same claim twice, he had an interesting response. Read more…


Despite the Day Pass Hike, Divvy Is Already Making Money, Not Losing It


The Divvy day pass hike will largely affect visitors, not locals. Photo: John Greenfield

In Friday’s Chicago Tribune article about the impending price hike for Divvy day passes, transportation reporter Jon Hilkevitch implied that the extra revenue is needed because the bike-share system has been a money loser. In doing so, he ignored a statement he received from the Chicago Department of Transportation noting that, when you factor in sponsorship and ad money, Divvy is actually generating revenue for the city.

Starting this Wednesday, the price of a 24-hour pass will increase from $7 to $9.95. CDOT and Motivate, the Divvy concessionaire, expect this will generate an additional $800,000 per year. The cost of an annual membership will remain at $75, a steal when you consider that a year of monthly CTA passes costs $1,200.

The day pass price hike will largely affect visitors to Chicago, since about two-thirds of the passes are purchased by out-of-towners, according to CDOT. 86 percent of the system’s roughly 27,400 annual members live within the city limits. The $9.95 price for a 24-hour pass also puts Divvy on par with New York City’s Citi Bike, which is also run by Motivate, while an annual membership in NYC costs almost twice as much, at $149.

Hilkevitch spun the news to suggest the higher day pass rate is a fiscal austerity measure for a bike-share system that is hemorrhaging cash. “The daily fee to rent a Divvy bike will jump by more than 40 percent next week because of a deficit and escalating costs to run the expanding bicycle-sharing system,” he wrote. “Divvy has yet to steer clear of red ink.”

The reporter notes that the program’s stated goals include financial self-sufficiency, as well as generating surplus revenue that would help fund other bike infrastructure. He points out that the system, which launched in June of 2013, posted a $171,000 operating loss for the remainder of that year, and a $500,000 operating loss in 2014.

Hilkevitch’s piece is largely based on a statement provided by CDOT Commissioner Rebekah Scheinfeld. She said the department is raising the day pass price “in order to maintain and build on Divvy’s success and maintain the high level of service that our users are accustomed to.”

Scheinfeld acknowledged that the original projections for how much revenue would come in from usage fees, and how much it would cost to run the system, were not 100-percent accurate. “Divvy was launched at a time when big cities were just beginning to launch bike share programs and many of the financial predictions we made were based on other industries, without having a direct precedent to look to in the bike share world.”

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“Divvy for Everyone” Aims to Boost Ridership in Low-Income Areas


A Slow Roll Chicago ride in Bronzeville. Divvy provides loaners for Slow Roll events. Photo: John Greenfield

Divvy bike-share has been a resounding success on many fronts, with 476 docking stations installed and more than four million trips taken since the system launched two years ago. However, like most bike-share networks across the country, there’s plenty of room for improvement when it comes to access and ridership in low-income communities. Thanks to a $75,000 grant from the Better Bike Share Partnership, announced last week, the Chicago Department of Transportation will be taking steps to help close the bike-share gap with a campaign called “Divvy for Everyone.”

Bike-share user surveys in other cities have revealed that membership tends to be disproportionately young, white, male, affluent, and college educated. While the CDOT has stats on age and gender based on Divvy membership applications, it has yet to release a full report on demographics. However, when the first 300 stations were installed in 2013, they were concentrated in parts of the city with a high density of people and destinations, which meant that downtown and relatively wealthy North Lakefront neighborhoods got the lion’s share.

A few low-income communities on the South and West Sides did get Divvy stations in the first round, and many more – such as Woodlawn, Washington Park, Canaryville, and East Garfield Park — got access to the system when 176 stations were added this spring. That expanded the number of Chicagoans who live in bike-share coverage areas from about 33 percent to 56 percent.

Meanwhile, CDOT has dispatched its Bicycling Ambassadors outreach team to talk up the benefits of bike-share to local merchants and give residents tips on using the system effectively. However, when I recently visited most of the stations on the perimeter of the new coverage area on a nice day, I only saw one person using the system.

Plenty of people I spoke with on the South and West Sides said they were glad to have access to Divvy, but weren’t clear on how the system works. A credit card is also required to buy a $7 day pass or $75 annual membership, which also serves as a barrier to unbanked individuals.

The BBSP money, along with $75,000 in matching funds from BlueCross BlueShield of Illinois, the Divvy sponsor, will allow CDOT to work on removing barriers to bike-share use, and to shift its outreach efforts into high gear. The Chicago grant is part of nearly $375,000 in grants that the BBSP is awarding to recipients across the country working to make bike-share more equitable. The partnership is a collaboration between the City of Philadelphia, the Bicycle Coalition of Greater Philadelphia, the PeopleForBikes Foundation and the National Association of City Transportation Officials.

Other grants will go to improve bike-share access in New York City, Washington, D.C., Boston, Austin, and Charlotte, North Carolina. The BBSP is also providing funding to researchers from Portland State University who will study Philadelphia’s Indego system to see how perceptions of bike-share, barriers to use, station siting, and specific interventions to increase use influence ridership. The PSU report will determine best practices for expanding access that can be used in other cities.

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The Divvy Perimeter Ride: Checking Out Bike-Share in Outlying Communities


A Divvy station outside Comer High in Grand Crossing. Photo: John Greenfield

[This piece also ran in Checkerboard City, John’s transportation column in Newcity magazine, which hits the streets on Wednesday evenings.]

This year’s Divvy bike-share expansion, beefing up the system from 300 docking stations to 476, has moved at warp speed. As of yesterday, 168 of the new stations have been installed since mid-April; The remaining seven are pending concrete pouring or other factors, and should be in by next month.

As Divvy grows, the city is also trying to make it more equitable. After the expansion, the portion of the population that lives in the service area will grow from about 53 percent to 56 percent, and several low-income communities are getting stations for the first time. Meanwhile, the Chicago Department of Transportation is working on a strategy to provide Divvy access for residents who don’t have credit cards, and they promise they’ll have a major announcement about this by early summer.

To get a sense of how the stations are working out on the terra nova, particularly in low-income neighborhoods, I set out to pedal the perimeter of the completed service area on a sunny afternoon earlier this month. I began my quest at the southeastern-most outpost of the system at Rainbow Beach in South Shore, a mostly African-American community. There was an eerie fog on the shoreline, and the sound of the waves mingled with birdsongs as I undocked my Divvy.

As I made my way clockwise, stopping at every station along the perimeter to snap a photo, plenty of residents approached me to ask about the system. From small children to seniors, the first question was almost always a variation on “How much does it cost to rent those bikes?” I explained that a day pass is $7, and an annual membership is $75, but you have to be careful to check in your bike within a half hour, or else you start racking up late fees.

Outside Comer College Prep, a nice-looking public school at 71st and South Chicago in Grand Crossing, little kids are using a Divvy station as a coat rack, playing with the bungees and bells, and using the cycles like exercise bikes. Diane Griffin, an adult who’s waiting for the bus, is curious about the giant blue cycles.

Like most people I’ve spoken with, she’s unclear on how the system works, such as the fact that you don’t have to return your bike to the same station you got it from. But after I explain, she warms up to the idea. “I think it’s wonderful,” she said. “It’s good exercise, and it beats riding a crowded bus.”

Pedaling along the system’s perimeter turns out to be pretty comfortable, since the docks tend to be located along designated bike routes, many of which have well-marked bike lanes. I make my way west to Englewood, and north to a station at 56th and Halsted.

Bobbie Flowers, a healthcare worker who’s going to the adjacent hardware store, asks me about the system and is pleased to learn that you can use it 24/7. Although it’s been a while since she’s ridden a bike, she’s curious to try a Divvy. “It seems like a nice alternative to sitting in the car and burning gas,” she says.

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The Divvy Density Dilemma: Are Stations in Low-Income Areas Too Far Apart?


This station by Kennedy-King College in Englewood is a 3/4-mile walk from neighboring stations. Photo: John Greenfield

Planning a useful, equitable, and financially sustainable bike-sharing system in a big, diverse city like Chicago is no easy task. You have a finite budget, and therefore a limited number of cycles and docking stations to work with. You want to provide access to the system for as many people as possible, and you’re certain to get complaints from residents and politicians whose neighborhoods don’t get bikes. However, if you spread the available stations across too large a service area, there will be poor station density and the system won’t be convenient to use.

I respect the the fact that the Chicago Department of Transportation has had to make some tough decisions in implementing the Divvy bike-share system. However, a new study from the National Association of City Transportation Officials suggests that the city may have made a mistake by placing Divvy stations too far apart from each other in many neighborhoods, especially low-income communities. The report, titled “Walkable Station Spacing Is Key to Successful, Equitable Bike Share,” argues that cities don’t do residents any favors by creating sprawling service areas that cover large numbers of neighborhoods, but don’t provide a useful network.

Low station density discourages use and undermines equity

The NACTO paper notes that, while bike-share can be an inexpensive, time-saving form of transportation, low-income people are underrepresented among American bike-share customers. In the U.S., poor neighborhoods tend to have a relatively low density of people and destinations, and when bike-share planners respond to this by putting a lower density of stations in these communities, it exacerbates the usage issue.

The study argues that, just as people usually aren’t willing to walk more than ten minutes to a rapid transit stop, if bike-share stations are located more than a five minute walk from a person’s starting point or destination, that person will generally choose a different mode. That jibes with my personal experience. I’m fortunate to live a quarter mile away from a Divvy station, but I find the five-minute walk to and from the station a little annoying, and if it was another block away I’d probably use it less often.

NACTO’s analysis of several different North American systems supports the five-minute rule theory. They found that the number of rides per day to or from a given station increases according to its proximity to other stations. For example, bikes in New York’s Citi Bike system, with 23 stations per square mile, got more than three times as much use as those in as the Twin Cities’ Nice Ride network, with only four stations per square mile.

Therefore, NACTO recommends that stations be placed no more than a five-minute walk from each other, which they define as 1,000 feet, for a density of 28 stations per square mile. I’d argue that average walking speed is a 20-minute mile, so placing stations every quarter-mile (two standard Chicago blocks), for a density of 25 per square mile, should be sufficient.

Low-income people tend to have less spare time and disposable income than wealthier folks, so they are even more likely to be deterred from paying to use bike-share if the station locations aren’t convenient. The study argues that, while efforts to increase bike-share use by low-income people have focused on offering discounted memberships and providing access to unbanked individuals, the density issue has largely been overlooked.

NACTO recommends having a consistently high station density across the service area, including poor neighborhoods with relatively low population densities. Rather than reducing the number of stations in these communities, the number of docking points at the stations should be adjusted according to demand.

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Eyes on the Street: Albany Park Divvy Replaces Cars Parked on Sidewalk

Cars on the sidewalk in Albany Park

Before the Divvy station went in, it was too easy for people to park their cars on the sidewalk. Photo: CDOT

A new Divvy station next to the CTA’s Francisco Brown Line stop in Ravenswood Manor, one of several installed yesterday in the Albany Park community area, replaces parkway car parking spots – which often resulted in cars blocking the sidewalk – with 11 public bike-share docks. Streetsblog Chicago reader Jim Peters gave us a heads-up about the swap.

After: A Divvy station will keep the sidewalk for pedestrians. Photo: CDOT

Now the sidewalk will remain clear for pedestrians. Photo: CDOT

Chicago Department of Transportation assistant commissioner Sean Wiedel, who manages the Divvy Program, said motorists would often drive so far up on the pad that their vehicles would completely block the sidewalk. This forced pedestrians to walk in the roadway. Peters, who lives a block away, said he’s even watched parents pushing strollers in the street. “Seeing open sidewalk and bikes, instead of parked cars, is truly a beauteous sight,” he said.

Wiedel added that removing the car parking here also prevents a potentially hazardous situation. Previously, drivers backing out of the parkway obstructed through traffic, which meant it was possible for waiting motorists to get stuck on the ‘L’ tracks.

Thanks to this smart repurposing of the parkway, instead of warehousing private cars which inconvenienced and endangered residents, the space now houses a handy and affordable public transportation amenity. As of this morning, the Divvy system featured 406 stations, the largest number of stations in any U.S. city. By June, Chicago should have 476 stations, the most in North America.