Steven VShoutout to Maptime. (Most people had heard of it.) Create something similar to this. I feel a lot of transportation apps come from computer programmers. Planners should be empowered to make this.
American Association of Railroads (AAR): freight tonnage transported by category for USA, Mexico, and Canada (so you can see the rise of transporting fracked oil from North Dakota to Illinois and New York)
Perhaps maps of density, where people live and work
Q: City mandate that developments can only go where there's existing service?
A: An adequate public facilities ordinance in Arlington county, 5 TDM districts. Developments costs and fees.
There are some municipalities that have TDM requirements. You can develop whatever you want in Cambridge, but you can't increase vehicle trips there. There can only be so many vehicle trips to that development.
Grubhub advertising pizza. Can we look at their data to show where all the pizza is being delivered? That would be a key indicator that someone should open a pizza joint there.
Q: I work with the National Household Travel Survey. What kind of questions could be asked to better serve land use planning?
A: Are people using ride-sharing, car-sharing? Can you conduct more multi-day surveys?
A: How low does the cost have to go? GPS and smartphones are those cheap devices that can do those multi-day surveys. There's a sampling issue if you rely on what devices people currently own.
A: Mobile phone operators, INRIX. Then the problem is removing the personal data.
Q: Buses know when and where people are boarding and deboarding. Uber knows where people are getting in and out of their cars. What clearinghouse should there be to collect and distribute this data?
A: Perhaps each area with an MPO.
Q: I think there are a lot of forces to open data. And governments are on the right side of history for doing so. Do your local land use planning entities know where it is and how to use it? That's where local governments need help. Bikeshare is a great example, and people are playing with the data and visualize it. And it could lead to individuals to say, "look at what I've learned" after making this visualization and messing around the data.
Q: The question of institutions is important. These data are available, but will the MPO actually use them? Boston: local MPO partnered with state DMV and got VMT broken down by 50 meter x 50 meter grids. They released it as a part of a visualization competition. So how do we move from the design competition to understanding the resource institutionally. What are the land use decisions that need to be made, and what are the data needs?
Q: Most people here in the room are data users and few are people who have data to provide. So many retailers want this data: who came into my shop? We had this event, what was the result?
Q: Not building up to the zoning limit, that's development left on the table. Form a more permissive zoning. Data could be used to show the development left on the table. Having data on where people are traveling (to certain types of stores) you could conceivably reduce VMT if you were to relax zoning in certain areas. Make the zoning responsive to the travel demand.
Q: Grubhub. They don't actually sell food. They don't care if another pizza shop opens, they connect customers to food. They don't have that incentive to keep the data closely held, like someone like Rite-Aid might. Melbourne: carbon negative; adding services as infill in neighborhoods.
Q: Bikeshare data knows about the trip but it doesn't know about the end use. Transaction data (credit card) is more telling about what I'm doing at places.
A: Comparing mixed use with single use zones to see if the different zones can reduce overall VMT and relate that to bikeshare station density.
Q: Land isn't changing but building is changing and the new user needs development approval. Residents want to know, is that going to impact me? And planners are required to say "yes" or "no". The data on what kind of trips that new building use will generate is really unknown (the data are weak).
A: What data do you want, and how we can get it for you? What data are useful for land use planning? (make an audit and assessment of all the initatives and how precise they are)
Q: I think the game changer is not the data collection but the linkage of different sources of development. Get different parts of the elephant to patch together. We can't see that we all have different parts of the same animal. It seems we have the same problem with data.
Q: Change the number of bikes, station locations, pay people to do the reverse commute?
A: DCDOT tried that but it didn't work, partially because the rewards were issued manually. Also, $1 isn't enough to get people to ride uphill. From another session: another reason this didn't work is because of the land use just doesn't support a different route/commute.
A: IEEE conference analysis of Citibike NYC to push people to nearby stations instead of another route.
no extra fees for locking up inside the hub, incentive to rent from a hub. small fee for locking up outside of the hub; the fee isn't 1:1 –$2 fee for locking outside of hub in Phoenix, and you get $1 or $1.50 if you bring it into a hub. I think we can make it more dynamic, perhaps based on distance or time spent outside of the hub. What if we surged, increased, or decreased the fee. Perhaps incentivize reverse trips (problem in D.C.). Paul DiMaio: we found that people didn't go out of their way to get a bike, we were essentially rewarding people (with gifts) to people who already had those reverse commutes.
30% of users are parking bikes out of hubs; 30% of users are bringing out-of-hub bikes back to hubs
How do you choose hubs? Follow some of the same siting guidelines as dock models, but also have our own feasibility model. Idea of what a station is: Rigid for dock-based. Each station is a $50,000 investment, so you don't want to have outposts that would really only need 5-10 bikes. So with SoBi you can have that with 5-10 bikes (pocket hub) and it's more feasible.
Ryan Rzepecki: take this data and shape the cities. SoBi is new to the bikeshare industry. After a few weeks see these concepts proven out. Gonna issue data formally. Sneak peak to an industry audience, not all of this is public yet.
We thought Phoenix would outperform Tampa but that wasn't the case. Tampa has more use on weekends which is probably more recreational use.
Each bike has a cell connection itself. The bike receives your account number and PIN code and you validate on the bike with your PIN code each time. You can make a booking on the bike itself with an RFID.
[Showed off dashboard data visualization for the users.]
Q: Is it possible to separate the software from the hardware and sell them individually, perhaps for e-bikes or scooters?
A: We used to have that, with an attachment for the bike. But bikeshare bikes need special features, like integrated lighting. Most companies are making sport bikes. Then we developed our own bike. We can manufacture at scale. We don’t operate a bikeshare system. We offer a platform for operators to make their own business choices.
Phoenix had to wage severe political battles to get bike infrastructure installed.
Q: How open is the data? Is it just for the buyer (operator)?
A: I think it will be best if it’s open. The clients obviously
I don’t have the full rights to release the data publicly. Many cities, though, have open data policies and all of them have agreed that it’s better.
People have been using the tech as we anticipated.
Q: Can you see casual users buying memberships? What's the conversion?
A: It's only been a few months; don't know yet.
Q: price point diference of student and regular annual?
A: $20 price break; $59 vs. $79. $5 per 60 minutes.
Q: What happens if someone brings it onto their private property (theft)?
A: You can see the last user in our dashboard. There's going to be some amount of gaming the system. We can see the last location of the bike.
Q: How often does GPS ping?
A: Was 30 seconds (as breadcrumb), but we're thinking of switching it to 5 seconds and uploading it every 2 minutes.
Q: Open data, anonymity from operators and from users.
A: That's something we're going to have to deal with. Taking baby steps to open that up. Can the user see this quality of data on their own profile? Yes. We also have a social network.