May is National Bike Month
I've been dealing with my health issues, so not so motivated to write. I got stuck making commitments to writing a few articles on Bike Month as well as Preservation Month, which require reading books or conducting interviews. I hope to catch up.
One of the things I advocate for Bike Month is for jurisdictions to plan and construct in a manner that they can have major bicycle improvement projects with grand openings during May, to leverage media coverage and attention.
Philadelphia has done that with an extension, “Christian to Crescent” of the Schuylkill Banks Trail ("New $48M pedestrian bridge connects Schuylkill Banks in Center City to Grays Ferry," Philadelphia Inquirer).
The Connector cost $48 million, for a length of about one half mile. The big expense was the bridge.
It happens that Greater Philadelphia has one of the most extensive programs for building a trail network across multiple counties.
New York City has opened a pedestrian and bicycle path on the South Outer Roadway of the Queensboro Bridge ("Cyclists and pedestrians will now have separate paths on Queensboro Bridge," AMNY, "Queensboro Bridge to open long-awaited pedestrian and bike lanes on May 18," QNS). The bridge connects Queens and Manhattan.
South Outer Roadway Bicycle and Pedestrian Path, Queensboro Bridge.
Photo: Cindy Ord, Getty Images.
Judging from this photo, of the already extant North Outer Roadway Path, there would be significant conflicts between bicyclists and pedestrians, especially with e-bikes used for delivering goods. So the creation of a separate pedestrian path on the south side is a good thing.
At the same time you can see by this photo, that in peak use periods the lane will have people throughput equal to or greater than a lane of motor vehicle traffic.
-- Reddit video
-- Reddit video
Another celebration combines the Bridge pedestrian path with the 31st Avenue bicycle lane in Astoria, Queens.
Labels: bicycle and pedestrian planning, car culture and automobility, micromobility, sustainable mobility, transportation planning
posted by Richard Layman @ 8:16 PM&Permanent Link
19 Comments:
https://www.nytimes.com/2025/06/05/nyregion/eric-adams-nyc-speed-limit-ebikes.html
Mayor Adams Wants to Force E-Bikes and Scooters to Slow Down
Mr. Adams called for a 15 m.p.h. speed restriction for electric bicycles and scooters in New York City, even as other vehicles will be allowed to drive faster. Critics say it’s dangerous.
The vehicles have become popular for a range of uses, but especially for commercial purposes. Since 2019, the number of delivery workers on e-bikes and other vehicles has roughly doubled to 60,000.
In 2023, 30 bike riders, most of whom were on e-bikes, were killed in traffic accidents, marking the deadliest year for cyclists since 1999. But a majority of the accidents involved crashes with cars.
Some transit groups have questioned an enforcement policy that focuses on e-bikes, when larger vehicles have the capacity for much more damage.
There were 121 pedestrian fatalities in New York City in 2024, up 21 percent from the previous year, according to data analyzed by Transportation Alternatives, a mass transit advocacy group. Only one of those pedestrians was struck by an e-bike.
A large share of e-bike riders are immigrant workers, and the criminalization of minor traffic offenses has many concerned with the threat of deportation, said Ligia Guallpa, the executive director of the Workers Justice Project, a group that represents the workers.
It’s the Golden Age of Weird Vehicles
Standup scooters, electric unicycles, homemade contraptions of all sorts. New Yorkers have plenty of ways to get around.
https://www.nytimes.com/2024/06/24/nyregion/street-wars-bicycles-scooters.html
https://www.bicycling.com/culture/a45270350/ayesha-mcgowan-first-black-american-woman-pro-cyclist/
The Abundant Joy of Ayesha McGowan
In 2021, she became the first African American woman to reach the pro road-racing ranks. The astonishing, heroic story of achieving a wildly ambitious dream—and all that comes after.
10/23
She runs the blog A Quick Brown Fox, which she initially launched to chart her journey to pro status but has since become the nexus for a movement to help Black, Indigenous, and other people of color thrive in cycling and outdoor sports. She helped found The Black Foxes, an “international collective of unapologetically Black cyclists …. [with] a mission to welcome more Black people into outdoor spaces.”
... A 2021 report by the League of American Bicyclists noted that in a household study from 2009 to 2017, the percentage of commuter bike trips taken by Black cyclists shrank from 11 percent to 6 percent, and that Black people make up a significantly smaller percentage of bike commuters than they do of the workforce. East of the Mississippi River, where the difference was most extreme, Black people made up 37.7 percent of the workforce but only 15.9 percent of bicycle commuters. The idea persists that cycling is overwhelmingly white in both practice and culture.
Representation isn’t the only challenge in the movement to make cycling more accessible. There is also a long history of infrastructure disparity. A 2023 report from the advocacy group BikeLA revealed that Los Angeles County neighborhoods with the highest percentage of people of color had a lower distribution of bicycling facilities (e.g., bike lanes, repair shops, signage). Areas with the lowest median income were also the areas with the highest number of bicycle and pedestrian crashes. This suggests that for people of color to feel interested, motivated, and safe around cycling in greater numbers, we need infrastructure access to the things that support cycling—and we need role models.
Molly's Last Ride
https://www.bicycling.com/culture/a42690937/molly-steinsapir-lawsuit-rad-power-electric-bike/
1/23
12 year old dies from e- bike crash. Points made:
- kids that young shouldn't be on such powerful machines
- e-bikes are heavy, especially for young people
- no standard for parts reliability in e-bikes as opposed to regular bikes, it's likely that heavy e-bikes need more robust parts, not ones made for regular bikes.
- the author also has a RAD Power bike and it has persistent issues with braking. Need to replace brake pads as frequently as every two weeks.
- lawsuit was settled, no public communication about it.
https://www.bicycling.com/bikes-gear/a43903525/the-best-bike-gets-you-out-of-your-car/
Spring 2023
This matters, because climate change is the defining fight of the next 25 years. We need every tool we can get. But we need to look hard at them. Electric vehicles require vast amounts of raw materials, and it’s not certain we can sustain the production necessary to change a U.S. vehicle fleet of internal combustion vehicles to electric ones, or that doing so is a net win for the climate. Steel, copper, cobalt, and lithium production and refinement require massive amounts of mostly fossil-fuel energy, create toxic waste, and oppress already struggling people. Finally, batteries are only as clean as the grid that charges them, and ours is still 61 percent fossil fuels. We can’t beat climate change by simply switching petroleum for plugs; we have to use less energy, period.
Fortunately, e-bikes do exactly that. The energy capacity in a single Tesla Model 3 battery is enough to power 100 e-bikes. That car will produce 36 tons of carbon dioxide in its total life span, including production. An e-cargo bike will create about 300kg of CO2. That is less than 1 percent of the Tesla’s impact. And substantially all of that is from manufacturing, as charging and maintenance are negligible for bikes.
... E-bikes change the physics of cycling: That little boost shortens time, shrinks distances, and lightens loads. An e-cargo bike might not just be the best bike you can buy today, but the best bike ever made. Ultimately, a bicycle is just a tool. To realize its potential takes all of us.
https://archive.ph/C2ykR
New e-bike policy for state trails could boost Michigan’s outdoor recreation industry
Crain's Detroit Business, 8/14/25
A new state policy allowing e-bikes on natural surface trails will include more riders with disabilities and could boost Michigan’s outdoor recreation industry, observers say.
The Michigan Department of Natural Resources last week approved a rule change that will allow pedal- and throttle-assisted e-bikes on natural-surface non-motorized bicycle trails and pathways that the state manages.
... Previously, the state allowed e-bikes only on improved-surface, paved or gravel/asphalt trails.
The DNR said the rule change, which comes after a couple of years of study of safety, speed and trail maintenance issues, is designed to be more inclusive for people who have physical limitations.
“We had a number of individuals who were requesting the use of e-bikes on natural surface trails (because) they had disabilities and weren’t able to recreate with a traditional pedal bicycle,” said Nicole Hunt, regulatory unit manager for the DNR’s Parks and Recreation Division. “The language of the statute, and the way that the rules were at the time, didn’t allow for that use, and so we weren’t granting it. So we started to really look at that and explore it.”
... The policy change allows users of Class 1 e-bikes, which are pedal-assisted and can go up to 20 mph, on non-motorized, natural surface trails and pathways. It also allows Class 2 e-bikes, which are throttle- and pedal-assisted and can travel up to 20 mph, as long as cyclists have a permit from the state.
Class 3 e-bikes, which are pedal-assisted and have a maximum speed of 28 mph, remain prohibited on state-managed non-motorized trails.
https://www.bostonglobe.com/2025/08/11/opinion/bicycle-crashes-separated-bike-lanes-cambridge-boston
Our loved ones died biking in Cambridge last year. Boston-area candidates need to follow the facts on bike lanes
Some candidates are displaying a staggering lack of regard for people who cycle, victims of traffic violence, and everyone who cares about safer roads.
But our reading led us to the same conclusion, which is overwhelmingly supported by years of studies: Safe street infrastructure and policies save lives, and separated bike lanes are one of the most important tools in this toolbox, alongside truck safety features and protected intersections.
Boston-area candidates raise important questions about how bike lanes will affect our cities. Common fears, however, aren’t backed up by research. We hear that bike lanes will worsen congestion, but a study cited by the FHA found they don’t. In fact, bike lanes boost ridership and can decrease driving, lessening traffic for everyone. Yes, installing separated bike lanes can reduce street parking, but many local leaders are pursuing alternate parking locations and solutions. And studies resoundingly show that bike lanes don’t hurt retail sales.
https://highways.dot.gov/safety/proven-safety-countermeasures/bicycle-lanes#psc-footnote
We hear that bike lanes will worsen congestion, but a study cited by the FHA found they don’t.
For some parents, minivans are out and e-bikes are in
https://www.bostonglobe.com/2025/08/13/metro/car-free-parent/
As electric-assisted bikes improve — and morph, adapt, and proliferate — parents say they are finding it easier than ever to do most anything that once required four wheels on just two. For this crew, minivans are out. E-cargo bikes are in.
A decade ago, when Amanda Rychel was rolling up to the day-care drop-off in Somerville atop a cargo bike, she said, “I was an oddity.”
But other parents were intrigued. She never got stuck in Somerville’s often snarled traffic, never had to circle the block for a parking space. All her kids’ supplies seemed to travel just fine — no trunk necessary.
“A lot has changed in 10 years,” said Rychel, a 51-year-old project manager. “Now there’s a whole fleet of cargo bikes picking up their kids.”
Like many bike-focused parents in the area, father-of-four Cody Dunne Scott, 40, still has a car, but barely uses it. He’s “car-light,” as parents here say, pivoting most of the time to using a bike that he pedals, but that has an electric motor that adds the extra power he needs to go long distances or up steep inclines with the little ones in tow.
... “The bulk of the stuff I do up to an hour bike ride away with the kids, I throw ‘em in and cruise,” Scott said. “It’s a lot more fun for the kids than being in the car. They get to have the wind in their face, which they like.”
In the summer, he carries spray bottles to mist them if they get too hot. In the rain, he installs a plastic cover.
Use of Boston bike share, like DC and NYC, is exploding.
Bluebikes’ popularity has skyrocketed. This map shows where they are used most and where they lag
https://www.bostonglobe.com/2025/08/04/data/boston-bluebikes-ridership-map/
More commuters than ever in Greater Boston are embracing Bluebikes on their daily trips to work, driven by a growing network of pickup stations, the introduction of e-bikes, and expanded discount programs. In just four years from 2020 to 2024, annual ridership increased by 2.7 million.
But the rising popularity isn’t as evident outside of the Boston city center and major college hubs. There are still gaps, particularly in less dense neighborhoods, such as Roxbury and Dorchester, which logged far fewer trips in comparison.
Across the 13 municipalities served by the Bluebikes network, managed by the rideshare company Lyft, riders logged more than 4.7 million trips in 2024. Boston, Cambridge, and Somerville were among the top use areas.
Bluebikes launched in 2011 with just 600 bicycles parked at 60 stations in a limited section of Boston. Now the program has more than 3,000 bikes at over 400 stations across the metro area.
Wilkens said one reason the trip numbers have surged recently is the addition of e-bikes, which have made the program more accessible to residents with disabilities or other mobility issues.
Despite the program’s rapid growth, stations in neighborhoods such as Dorchester and Mattapan logged surprisingly few commuter trips. Multiple stations reported fewer than 500 commuter trips in those areas from January 2024 through May 2025.
In contrast, areas with lower urban density and fewer nearby Bluebikes stations have been slower to see upticks in usage.
“If you have to walk 15 minutes to go get a bike share, you’re less incentivized to do it,” said Galen Mook, executive director for MassBike, a cyclist advocacy organization.
Boston is about halfway through a two-year initiative to construct 100 new stations, said Kim Foltz, the bikes director at Boston Streets Cabinet, a division of the City of Boston that oversees transportation infrastructure.
The ultimate goal is to make the stations so common throughout the city that no one lives more than a five-minute walk from a pickup, she said.
The three busiest stations during peak commute hours were in the dense city of Cambridge, clustered near Harvard University and the Massachusetts Institute of Technology. All three of those stations recorded more than 40,000 trips during commute times.
That high use number is driven in large part by Harvard and MIT students, who are offered steep discounts on Bluebikes memberships by their universities, advocates said.
https://www.bloomberg.com/news/features/2025-08-12/in-san-diego-homeless-cyclists-find-support-on-group-bike-rides
For Homeless Cyclists, Bikes Bring an Escape From the Streets
This weekly ride, which started with a handful of donated bikes in 2015, is just one example of the ways that cycling and homelessness intersect in North American cities. For those living on the streets, a bike can be essential transportation, a means of earning money or a kind of currency in itself. It can also serve as a vehicle for escaping the stigma and social isolation that the state of homelessness breeds.
“This is a way to rediscover childhood joy,” said Doug Hoffman, cofounder of Rebike San Diego, a charity that provides repaired and refurbished bikes for Roberts’ program. “This is a tool to meet and see the community.”
Basic transportation is a huge issue for this population, said Margot Kushel, director of the University of California San Francisco’s Benioff Homelessness and Housing Initiative. According to the organization’s study and survey on homeless Californians, mobility challenges and lack of reliable ways to get around hindered progress and prevented many from keeping jobs and accessing social services. “Transportation came up in our statewide study as a huge barrier to jobs, a huge barrier to everything,” said Kushel.
Cheap to own and operate, the bicycle can play a critical role in addressing a number of challenges faced by unhoused Americans, from trips to jobs and social services to experiencing the simple freedom that residents of car-dependent urban areas take for granted. The cardio benefits of riding don’t hurt, either: The 2023 Benioff study found at least 60% of California’s homeless had at least one chronic health issue such as diabetes, asthma or a heart condition.
They’re part of a population of so-called invisible cyclists: low-income riders who use two-wheelers as an affordable necessity to get around or do delivery work, in contrast to Spandex-clad fitness bikers and pannier-equipped professionals who ride to office jobs. Their bikes don’t live in suburban garages or storage sheds — they’re locked to fences and covered in tarps, often heavily loaded with bags and belongings, in the sidewalk encampments and tent cities seen in many US cities. And their voices are largely absent from policy conversations about bike infrastructure and regulation between advocates and city leaders.
... While San Diego doesn’t officially have a homeless transportation policy, there are some cities making a more concerted effort to address this cohort’s mobility needs. In San Francisco, for example, when someone is entered into the coordinated entry system that tracks and processes aid, they’re provided a free transit pass. Seattle offers discount ORCA LIFT transit fares to low-income residents, who can get enrolled in the program when they pick up food stamps. But none have added bikes or bikeshare memberships for this purpose, said Wasserman.
Kushel wants to see a more holistic strategy around bikes, mobility and the unhoused. Along with scooters and e-bikes, bikes could have a bigger role to play in providing accessible mobility. Shelters, clinics and transitional housing, for example, could be sited along safe biking routes and designed with better bike infrastructure, including secure bike parking and garages.
https://www.bostonglobe.com/2025/08/14/business/bike-lanes-boston-wu-cashman
He supported Michelle Wu for mayor. Then the city put a bike lane in front of his Back Bay mansion.
Boston construction mogul Jay Cashman used to be a big supporter of Mayor Michelle Wu. Then came the bike lane on Dartmouth Street in front of his Back Bay mansion.
That was last fall, and the two haven’t talked since.
“This is about the whole city for me now,” Cashman recalled telling Wu in October. “You basically woke me up. This thing is really wrong.”
Cashman is taking bike lane backlash to a whole new level. He’s pouring his own time and money into an advocacy group he launched called Pedal Safe Boston. He’s convening neighborhood groups and meeting with lawmakers about legislative fixes to create bike lane standards.
He has even spent $100,000 to evaluate whether a statewide ballot measure to regulate bike lanes would be a more effective way to make streets safer.
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Amid tensions over bike lanes, city releases new recommendations for Boston streets
https://www.bostonglobe.com/2025/04/03/metro/boston-new-streets-plan
A team of city officials had this advice for Mayor Michelle Wu for how to manage Boston’s streets: pump the brakes and listen to community feedback.
The mayor had called for a 30-day review of all street and transportation projects undertaken over the past 15 years.
The memo — sent by Mike Brohel, superintendent of basic city services, to Wu on Wednesday — appears to echo a comment Wu made during an interview on GBH last month, when she said the city overlooked the concerns of community members and “just wanted to move as quickly as possible.”
“We heard consistent feedback that project communications and community engagement were inadequate, that decisions seemed predetermined, and that processes too often did not achieve consensus, contributing to a loss of community trust,” reads the memo. “Many felt that their feedback was given insufficient attention.”
... The memo suggests prioritizing “consensus over speed” to improve project communications, establishing a clear timeline for future temporary projects, and identifying alternative solutions to replace flex posts that protect cyclists.
“In many neighborhoods, residents have expressed concern that there are too many flex posts in the road, creating confusion and visual noise,” according to the memo. “We recommend that Streets [the city’s Streets Cabinet] rightsize the number.”
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https://www.bostonglobe.com/2025/02/18/lifestyle/boston-bike-lanes-controversy-opinions-pro-and-con
How do Bostonians feel about bike lanes? Read the emails.
A Globe reporter put out a query on social media seeking opinions on the city’s bike lanes. She couldn’t keep up with her inbox
https://www.thestar.com/opinion/star-columnists/finally-news-involving-the-ford-government-that-gives-me-something-to-smile-about/article_3051d2b0-aa86-43f6-8037-089d4f496b41.html
Opinion | Finally, news involving the Ford government that gives me something to smile about
8/1/25
But he cannot rip out our bike lanes.
So says the Ontario Superior Court: a decision released Wednesday by Justice Paul Schabas found that Ford’s plan to remove bike lanes on Bloor Street, University Avenue and Yonge Street violated constitutional rights to life and security of the person for the cyclists who use them.
“Removal of the target bike lanes will put people at increased risk of harm and death,” Schabas wrote, before calling Ford’s plan “arbitrary and grossly disproportionate, and therefore not in accordance with the principles of fundamental justice.”
https://www.deseret.com/lifestyle/2024/11/20/outdoor-recreation-economy-cycling-boating
This sport was the fastest-growing outdoor activity last year
Bicycling grew faster than winter sports, hunting, camping
Bicycling was the fastest-growing outdoor recreation activity in 2023, according to data released Wednesday by the U.S. Department of Commerce’s Bureau of Economic Analysis.
Pedaling a bike increased 26.6% from the previous year, narrowly outpacing winter activities, which include skiing, snowboarding and snowmobiling, at 25.2% growth. Hunting/shooting/trapping (19.3%), climbing/hiking/tent camping (13.9%) and motorcycling/ATVing (7.6%) rounded out the top five.
Last year, 54.7 million people participated in bicycling as an outdoor activity, according to the 2024 Outdoor Participation Trends Report released earlier this year by the Outdoor Industry Association.
The growth in bike riding could be attributed to a number of factors including environmental awareness, health and fitness, urban congestion, improved bike paths, cost efficiency and the proliferation of e-bikes.
https://www.bostonglobe.com/2025/08/25/metro/bike-thefts-spike-every-summer-greater-boston-check-out-hotspots-here
Maps: These hot spots are the worst for bike theft in Boston
https://www.highspeed.blog/here-comes-the-bikelash
Here Comes the Bikelash
Why Bike Lanes are a Key Issue in Montreal's Looming Municipal Election
The great thing about Montreal's bike-lane network is that it combines leisure uses—paths through Lafontaine Park, or along the Lachine Canal, for example—with practical, A-B commuting.
Where I see progress, though, other people see overreach. A municipal election is coming on November 2nd, and the opposition Ensemble Montréal party is turning the perception that the "expansion débile" of "les maudites pistes cyclables" is killing Montreal into a major campaign issue. (To cite an op-ed in the Journal de Montréal, our populist and reliably car-friendly version of the New York Post or the Daily Mail.) In other words, we are finally seeing a Québécois version of the bikelash—a politically-motivated backlash against cyclists—that Premier Doug Ford has been using to get votes in Ontario.
... In mid-August, Martinez Ferrada held a press conference in front of a Montreal bike path, and announced that, if elected mayor, she'd undertake an audit of all existing bike paths, and tear out the ones she deemed dangerous. When reporters pointed out that might be a costly endeavor, she responded: "You can't put a price-tag on safety."
This is classic bikelash rhetoric, and it is transparently politically-motivated. When she was a federal M.P. for Hochelaga, Martinez Ferrada pleaded for more bike paths in the lower-income Montreal riding she represented; now, as a mayoral candidate, she is making political hay by exploiting the frustration that some drivers have with congestion in the city.
In fact, a new McGill University study, with the excellent title "The Cars Are Going to Be Alright," shows that the number of bike paths in Montreal could be doubled without increasing the amount of time drivers spend in traffic. If anything, traffic might be reduced: after all, every person on a bicycle is one less person in a car. (Simple exercise: imagine if all the people you see in a busy bike lane were car-commuters, and each was behind the wheel of her own automobile; then imagine all of those drivers in single-occupancy vehicles lined up in front of your car at a traffic light. Not pretty, right?)
... Bike lanes aren't slowing cars down—though it makes sense that a driver stuck in tailbacks might start to stew when he see cyclists moving through the city far more quickly (and with bigger smiles on their faces) than he does, and settles on a two-wheeled scapegoat as the target of his frustration.
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https://www.journaldemontreal.com/2025/05/15/les-maudites-pistes-cyclables
The damned cycle paths
The damned bike lanes are killing Montreal. Downtown, bike lanes have cut the space for cars and trucks on many vital arteries in half.
The results are visible. Year after year, traffic in Montreal becomes more difficult. Traffic jams increase, and with them, air pollution.
In the city center, the slightest trip takes tens of minutes longer than it did a few years ago.
A well-administered city must allocate its resources in proportion to the users of each service.
However, barely 10% of people travel by bicycle. Yet bicycles occupy up to half the space on many streets.
In a normal city, the road network can quite easily absorb traffic diversions caused by roadworks.
This is no longer the case in Montreal because bike paths take up too much space in many areas.
She’s not buying what bike lane critic is pedaling
https://www.bostonglobe.com/2025/08/26/opinion/letters-boston-bike-lane-critic-nimbyism/
https://www.bostonglobe.com/2025/08/26/opinion/boston-bike-lanes-mass-ave-beacon-street
Bike lanes on I-93?
An absurd idea on the highway — and just as misguided on Mass. Ave.
I have long argued that busy arterials — built for the cars, trucks, and buses that transport the overwhelming majority of people moving through the nation’s cities — are no place for cyclists. Bicycles can be a charming, even exhilarating, way to get around. So, for that matter, can electric scooters and skateboards. But they shouldn’t be mixed into the flow of motorized traffic on roads that are already too clogged. To pretend otherwise is dangerous and irresponsible.
... The politics of bike lanes have become a stand-in for something larger: who city streets are really for. Are they lifelines of transportation, commerce, and emergency response? Or are they canvases for “green” experiments that elevate a minuscule minority of cyclists above the far greater number of drivers, bus riders, and delivery vehicles that keep the city moving?
... Cycling enthusiasts love to point to Amsterdam or Copenhagen as proof that American cities could be remade into bike utopias. But Boston isn’t Amsterdam-on-the-Charles, and it isn’t going to be. European cities never sprawled like ours; their dense cores were laid down centuries before the automobile. When they expanded cycling infrastructure, it wasn’t by striping lanes onto their busiest boulevards but by redesigning whole districts, often pushing cars out entirely. And there is a cultural gulf, too. Europeans are more willing to accept sweeping mandates from above. In America, there is a deep-rooted ethos of freedom, space, and near-universal car ownership.
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https://nowweexplore.com/2021/09/01/why-are-european-city-centers-so-much-nicer-than-american-ones
https://ggwash.org/view/100635/bikeshare-beat-over-700k-rides-in-july-over-4-million-in-2025
Bikeshare Beat: Over 700K rides in July, over 4 million in 2025
Capital Bikeshare (CaBi) recorded 705,343 trips in July, an increase of 19.7% from July 2024. Annual ridership in 2025 has now passed 4 million rides through July and is up 27.1% from 2024. The regional bikeshare network has now recorded year-over-year monthly ridership increases for 43 consecutive months.
Annual members of Capital Bikeshare continue to make up the majority of trips (69.2%) and e-bikes also remained the preferred option, accounting for 62.2% of all rides. Members tend to show a slight preference for e-bikes (65.4% of member rides). Meanwhile, casual riders are more closely split with 55% choosing the electric option and the other 45% cruising on acoustics.
In Colombia, the Bike Ride Starts Before Dawn
Morning group rides, known as “trains,” are a popular way to seize the day in Bogotá.
https://www.nytimes.com/2025/07/24/well/move/morning-cycling-bogota.html
In the bicycle-crazed, early-rising capital of Colombia, pre-dawn group rides have become popular among cyclists looking to exercise before work or school. The group rides offer an added layer of protection that’s especially appealing to cyclists rattled by crime in recent years.
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