This morning there was a story on NPR about bike sharing, specifically how it doesn’t do a good job of serving the poor. There are basically three reasons for this:
- The bike stations are not located in areas most useful to poor people;
- You need a debit card or credit card to use the system;
- Bike-share programs are expensive.
The story got me thinking about all the ways it’s expensive to be poor, and they’re certainly illustrated in this example.
To get a debit card, you need a bank account. To get a bank account, you usually need to scrape together $100 for an opening balance. This is not a huge hurdle to overcome, but if you never have $100 left at the end of your pay period, it’s going to take planning, and if life throws you a curveball before you’ve got that $100 saved up, you’re back to square one.
I looked at the prices for bike-share programs. Chicago’s Divvy has two price structures: yearly memberships and day rates. $70/year or $7/day, plus usage: in both cases you get 30-minute trips for free, but if you’ve got a longer bike trip than that, you get dinged $1.50 or $2.00 per 30 minutes. Austin’s nascent bike-share system has a similar breakdown, but is slightly more expensive.
So if you’re poor, the annual plans are probably out just because of the upfront costs, even though on a per-day basis, they’re a much better deal. If anything, you’re on the daily plan (Austin also has a weekly plan), although again, this presupposes you’ve got a bank account.
What about getting your own bike? You can get a beater bike on Craigslist. There are bikes listed there right now in the $20–50 range, so if you’re poor, the break-even point for rent vs own comes quickly—within one pay period. If you could afford the daily bike rental, you could afford to buy a bike. If you’re going to use a bike for commuting to and from work, it would be a no-brainer. It would also be a no-brainer for someone with more discretionary income who wants to commute by bike.
So given that anybody with even marginal math skills could figure out that ownership beats rental for routine, day-to-day bike usage, what’s the use-case for rental? It’s for when you’re out of your routine. Non-routine uses are hard to predict—it seems redundant to point that out. That makes the best placement of bike stations problematic.
Another obvious use case is tourism, and from what I’ve seen in Chicago and San Antonio, the placement of bike stations clearly targets tourists.
I don’t think it would be a bad idea for bike-sharing systems to be more accessible to the poor, but as long as those systems are run by private companies trying to turn a profit, it’s going to be difficult to balance that equation. Organizations like the Yellow Bike Project can do more to improve bike mobility for the poor right now, by providing them with their own bikes, teaching them how to maintain bikes, and giving them access to shop space.