Friend-of-STB Jonathan Hopkins of Lime tweeted six weeks of Lime Scooter and E-Bike Data:

Note that there are four times as many Jump bikes as scooters at this time. Hopkins remarks that they have about the same number of rides over this period, implying scooters have considerably more rides per vehicle.

It’s interesting that Jump is more prevalent on the outskirts. It’s not clear if this is more about where the scooters are available, or where the long-haul trips (where the bikes are more attractive) are. Indeed, Hopkins says the average bike trip is 47.8% longer.

35 Replies to “New Lime/Jump trip data”

  1. Perfect timing, I was wondering whether Lime would release this data at some point. I assume they will present (more detailed info) to council before the number of scooters allowed on the street is increased.

  2. Great data, thanks for posting. Things that pop out to me:

    Lime >> Jump on the West Seattle waterfront, whereas Jump is favored in almost all other outlying areas. Maybe people are using them to bar/restaurant hop (during a pandemic…)?.

    Arterials on the north end attract bike traffic, even well past the point that they have nice bike facilities. Suggests a need for continuing those improved facilities further out from the center.

    People love riding bikes to and around the big parks.

    1. I believe that these devices are crucial to last-mile access and reducing car ownership, and have treated them as such.

      1. +1. In addition, STB has covered many things adjacent to transit, e.g. car sharing, land use.

      2. See this is exactly why the original post needs to reference transit.

        Many of these areas are served by buses — and having these available may contribute to taking trips off buses. In fact, I’d speculate that few of these trips are for last-mile access to transit and they are instead used for local trip making — partly because people fear or don’t want to wait for a bus.

        That certainly makes it easier to live without owning a car. That would be a good thing.

        This is why just stating the reports without framing it back to transit needs to be part of the post.

        What’s next in a post? Toll revenue reports? Traffic volumes on Snohomish County streets and freeways? Numbers of containers unloaded at ports? Speeding tickets by jurisdiction?

      3. Personally I think first/last mile access is the most critical issue for transit, maybe because I live in an area where density is not great, and there is no local bus transit (called east King Co.). So any kind of first/last mile access is relevant to me.

        However that being said I don’t think scooters and E-bikes are serious first/last mile access. They failed badly on Mercer Island, and even in Seattle only around 2% commute by bike. Our topography and weather (including dark days in the winter) make bikes poor transit. They are mostly toys for the young (which is the definition of bar hopping). Unless you live in an urban area with plenty of bikes you can’t find one in a residential neighborhood when leaving the house.

        I do think E-bikes and scooters, and electric motorcycles, begin to blur or expose some biases on transit, especially the long held belief — especially among Urbanists — cars are inherently evil, even when electric, even when an electric motorcycle (or scooter that approximates a motorcycle) that carries one person is not evil.

        If people are to ride rail to work and back, or anywhere they have to be somewhere at a time certain every single day, and they live in areas that lack the density for feeder buses, and Metro and community transit are cutting or shifting transit because revenue is declining, they need first/last mile access. This includes the older rider, women, safety, weather, topography, people with kids, habit, carrying something, comfort, etc.

        It isn’t that hard to build a rail line and some stations, but you have to figure out how to get folks to the train in a way they think is convenient, safe and comfortable, or they won’t take the train.

        It is a hell of a lot easier to build a rail line and station to Lynnwood than figure out how to get those residents to the train every day, and how to afford that. Either you build a park and ride they want to use and has the capacity, or you find a way to go and pick them up. If you tell them tough luck, figure it out yourself, or walk two miles to a bus that comes every 30 minutes, or find and ride an E-bike, these are people who have a car in their garage. They are going to tell transit F you, I’ll drive.

        Urbanists think we just upzone the entire three county ST region to create density for transit, despite the fact we don’t have the population and never will, even in most of Seattle let alone Angle Lake, and it still doesn’t solve the funding issues for Metro and community transit. Who is going to give 10 minute frequency bus transit to Sammamish’s 65,000 or Lynnwood’s 38,000 citizens?

        Right now where transit is failing miserably is first/last mile access because we built a huge rail system in a mostly rural region, because the reality there is just a lot of nothingness between areas in this region.. Transit is disadvantaged to begin with because it starts outside in a region on the 48th parallel, but many transit advocates who might live in very dense areas think that is not their problem. Well, it is, because if you lose the full fare paying commuter fare revenue plunges, levies don’t pass, and all transit gets cut, or powerful cities demand park and rides.

        We tried subsidized Uber/Lyft but ironically the south end of Mercer Island is too far and not dense enough to support regular Uber/Lyft. E-bikes bombed. Our park and ride is filled by 7 am mostly by off-Islanders. We effectively have no intra-Island transit. The Island is a steep rock in the middle of a lake so the driveways are steep and hard to walk. Most of the Eastside is similar.

        The benefit of cars for first/last mile access is most commuters hate the idea of a two seat commute/trip, but generally don’t consider driving to a park and ride a “seat”, although it really is. If you think cars are evil, except every commuter has one in their garage they like quite well, then come up with a better first/last mile access, and not crazy ideas about rezoning the three county area or crazy future population growth targets or E-Bikes or scooters. Otherwise transit will lose the large demographic it needs to pass levies and fund transit. If East Link turns out to be a dud eastside voters won’t vote for another transit levy, and their votes are critical.

      4. @Daniel Thompson
        They (escooters/ebikes) are brought up as first/last mile access, but as you said its not really what they’re good for. I find they are better for off peak medium/short distance travel. Say going from ballard to fremont on the bike trail, yes you can take the bus but with the ebikes/escooter you don’t need to wait for the bus.

        Regarding the ‘car is evil’ comment, it’s kinda a conflation of issues, but the main issue of traffic is different with escooters/bikes. You can have a more bikes or mopeds per lane/hour compared to cars.

        For East King County (or any other suburban area) yes as you pointed out light rail isn’t such a good fit as you can’t reach the station easily. Building elevated parking garages though can cost 50 to 100k per spot, not a very good use of money if each rider only rides twice. There’s a reason why BRT would probably have been a better fit for example Kirkland where it could have actually reached downtown Kirkland rather than just staying on on the freeway. Or with West Seattle where you could have had BRT lines branch out into 3 lines and remerging when crossing Duwamish.

        For mercer island itself, honestly its a perfect fit for some form of automated vans that constantly drive around the area. The speed really doesn’t matter as much as the frequency. I know some on this blog are kinda against automated vans/busses as it doesn’t actually solve traffic for commuting, but it’d work quite well for the suburbs where the issue is low frequency.

      5. Jeremiah Thompson, if you would come down off your anti-“Urbanist” soapbox for a minute, you’d understand that the ONLY reason Mercer Island has a station is that it’s “on the way” to Bellevue and it only costs $100 million or so to add one. Nobody really expects any of you to ride the train. Too many cooties. Too many tawny faces. Too many headphone-wearing hipsters. Too many [insert disliked group here].

        Within ten years Arizona and Southern California will be emptying out; no more water from the Colorado River. No snow in the mountains to feed it.

        Where are they gonna go, to Iowa? Not likely; they’ll come to the Northwest following the first three million pathfinders who are telling their friends, “The rain is only bad three months a year. The rest of the time it’s GREAT!”

        So your confident bloviation “we don’t have the population and never will” is pathetically wrong.

  3. They are everywhere in Pioneer Square today, although I don’t see too many riders. I don’t see how they can hurt, although I know some serious commuter bicyclists complain scooters, electric bikes, new sit down scooters, etc. clog up the dedicated bike lanes for those actually trying to commute somewhere.

    One of the problems with using your own expensive bike — especially if it used for first/last mile access — is it can be stolen easily, whereas you don’t have to worry about shared scooters and E-bikes, although they are not very good for any kind of longer term travel.

    I will also be interested to see how the data compares to post pandemic data. Like one of the comments on the tweets, where are all these folks going to in a pandemic? Most of these kinds of shared trips are pretty short. Maybe to transit, except transit ridership is way down. Maybe joy rides. I know kids love the scooters. Although the tweets claim the rides came at the expense of using a car (during a pandemic) generally the rides come at the expense of walking or transit.

    At the same time much of the competition for these kinds of shared transportation involve more than one person, during a pandemic. When folks are more willing to share a ride, I think Uber/Lyft and just the bus will eat into these numbers, and more folks back at work might mean less time for joy rides.

    Finally I think it is negligent that the city council turns a blind eye towards the critical need for a helmet when riding any kind of bike or scooter. For years we have heard horror stories about bike accidents just by hitting the pavement, and the need for dedicated lanes. Simply falling on concrete without a helmet, without any collision, can cause death or catastrophic brain injury. At least the new sit down type scooter (called a mini bike in my day, I can’t wait for the electric motorcycle in the bike lanes) comes with a helmet with a replaceable liner.

    I have to imagine this will be a very lucrative area of tort litigation in the future.

    1. Daniel, teachers bill a lot lower amount of time than lawyers. So from what I’ve seen in Europe, driver-training should definitely extend to bike-riders. Enforcement-wise, a lot of bad peddlers get ticketed. By police on guess-what?

      For injury-prevention, a grooved rail that is crossed correctly will never snag a bike-wheel. But on the citywide scale, as a volunteer program-including bike-clubs maybe?- people could volunteer to retrieve left-behind bikes.

      Like I think Sea-Tac Station still does, bike-and-scooter racks might also pay you to bring things back and load them in. Lot less ($) than roving retrieval crews. My Rooseveltian-Post-COVID program could also fight Homelessness by Hiring People.

      Health-Care? Put them on the same program Congress gets right now.

      Mark Dublin

    2. If there were many cases of people falling off scooters, hitting their head, ending up in the ER or worse, I’m sure it would have made the news by now. Especially with ER space limited during the pandemic. Now, I know the risks and personally I will avoid riding without a helmet whenever possible, but IMHO it’s not something that is to the level where a government mandate and use of police resources is called for. It is not the same level of a public health issue like, say, wearing seatbelts in cars, which even with that we see tens of thousands dead annually and an entire insurance-medical-legal industrial complex built around it.

    3. Agreed on the need for a helmet law, and they need to be excluded from multi-use trails, as do the E-bikes. They’re simply too fast and have too much mass when they hit a pedestrian.

      1. E-bikes are heavier than pedal bikes, but the actual weight difference is within the range of normal variation between the humans on board the bikes. If heavy people on pedal bikes aren’t banned from the Burke-Gilman due to their weight, lighter people on e-bikes shouldn’t be banned either.

        In terms of speed, the worst offenders actually tend to be those on pedal bikes, not e-bikes. This is due to a variety of reasons. The typical spandex-clad macho rider who treats every trip like a tour-de-France almost always rides a pedal bike, whereas e-bike riders tend to not treat commuting like a race because they know that since they have a motor, they don’t have anything to prove. E-bikes also have a speed limiter, which shuts off the motor at or above 20 mph.

        Also, many corridors have no safe travel option for vehicles limited to 20 mph except for bike trails. For instance, if you ban e-bikes from trails, how is someone in an e-bike supposed to get across Lake Washington? The 520 and I-90 trails would both be out, as would the Burke-Gilman around the lake. The 520 and I-90 freeways remain off-limits. Do you ride highway 522 and share the road with cars going 45 mph? Detour even further north to try to find some calmer streets?

        Ultimately, e-bikes have to be allowed on trails in order to be a viable transportation option. Like any other bike, it is the rider’s responsibility to ride safely and not hit people.

      2. Yes, the Spandex crew is pretty rude, but they do tend to be excellent riders, so though they can be scary as hell whizzing by a foot away, they do almost always maintain at least that foot.

        I didn’t know they have absolute governors. I’d be fine if they were location-specific so that if an E-Bike were actually on the BGT or other multi-use trail, inside a park or on a greenway it would be limited to 10 mph. It’d be nice to build a governor into the Spandexers, too, but alas, there’s no USB interface.

      3. And of course Lynnwood would have gotten a station. It has an actual, you know, “downtown”, not a pretty three block strip of faux New England.

        You do have a valid point about Angle Lake; there’s no “there” there. In its defense, though, it is a genuine work destination.

    4. Happy Thanksgiving to you too, Tom.

      I doubt ST or any of our regional plans are based on millions of climate refugees, although this drives your transit and land use philosophy. Actually I think Phoenix was the fastest growing U. S. city last year, and added more citizens than all of King Co. Air conditioning is what changed population migration in the first world.

      In fact, I think the future population estimates in the PSRC and Cascadia 2050 reports—predicated on normal, non-climate driven assumptions and development/zoning desires — are fantastical. All of King Co. grew by 28,000 residents last year.

      You may be correct, but I hope not because if hundreds of millions of citizens worldwide begin flooding north because where they live has become unlivable because the melting ice cap has begun releasing methane like Mad Max or Waterworld we have bigger problems than ADU’s and first/last mile access. We have total chaos and anarchy.

      Of course MI only got a rail station because it sits in the middle of a lake the bridge must cross. When did you first figure this out? From our cheap station design? The new bus intercept configuration? Do you think Lynnwood would have gotten a station if it didn’t sit along the line between Seattle and Everett. Or that metropolis Angle Lake?

      Some other cities barely larger in population than Mercer Island like Issaquah got a $4.5 billion line TO BELLEVUE not Seattle out of sheer political power. Pretty impressive if you follow politics.

      I think however you missed the point of my prior post. I am not refusing to ride East Link because it might have tawny faced and hipster riders (which it probably won’t being East Link, unless Redmond is hosting a hipster convention with a french cheese tasting at the Spring District with an open house for zillion dollar condos), although the fear of virus (cooties in your term) transmission could be an issue for any public gatherings post pandemic, Mercer Islanders won’t ride East Link BECAUSE WE CAN’T GET TO IT.

      Here is a brain teaser for you: no matter the city or your opinion of it, how does a resident ride a train they paid for if they can’t get to it? And no, the answer is not upzoning.

      It doesn’t take a citizen very long to figure out Mercer Island only got a rail station because we are the Island in the lake the bridge must run through when ST and Metro never provided — or thought about — first/last mile access.

      True, Islanders as a whole are pretty agnostic on rail, but so is the entire Eastside. Even the most progressive Islanders will likely continue to drive their Tesla’s after East Link opens, comforted by the fact they are emitting less carbon than a Metro rider,

      But not everyone has that luxury or privilege, and if ST is going to suck $74 billion out the pool of tax capacity to build a rail system it has a moral obligation to provide first/last mile access to those who don’t have a Tesla in the garage, first to reduce carbon emissions from driving, and second because it is right thing to do.

      Don’t worry about Issaquah: it will get whatever first/last mile access it wants (park and rides because it won’t amend its single family zoning and large lot minimums) but do worry about others who can’t ride a train they can’t get to reasonably safe and comfortably. That is who transit is designed to serve, although ST forgot that.

      Despite all the faults and questionable budget estimating by ST I think the biggest mistake was not beginning with a plan for first/last mile access, certainly for ST 2 and 3 when rail lines began to move into less dense areas. That is because ST was always about Seattle, until the N. King Co. subarea ran out of money. ST has never understood East KC, or it would have kept the express buses, but Bellevue, Microsoft and Issaquah could never allow Seattle to have rail but not them, and Rogoff finally understood where all the subarea money was.

      Right now first/last mile access is either (declining)) feeder bus service or huge park and rides, and I guess that is it, except for naive Urbanists led by 23 year old editors fresh out of college about upzoning creating either affordable housing or first/last mile access.

      The risk for ST/Metro is when there is a void something fills it. For short in-city trips that is Uber/Lyft. For the Eastside it will be working from home and driving. If transit has continued to make one mistake as it expands out of the urban core it is the belief citizens HAVE to take transit, so transit doesn’t try. If transit it is to survive in the post pandemic world people who don’t have to ride transit will need to want to, because they have the money and are the deciding demographic for regional transit levies. Right now there is no chance ST 3 would pass in the Eastside, which means it wouldn’t pass at all. For ST and Metro that means the funding they have now — which is clearly inadequate — is it for a long while.

      1. Air conditioning isn’t worth much without water to drink.

        So, cancel the program? Rip up the rails on I-90? They’re not really complete yet; there’s still time to put the asphalt back. Shrink the District to North King and South King? Gotta keep a little strip of Pierce then or maybe just turn South Sounder around at Auburn?

        If the only people who are going to ride will be driving to P’N’R’s, there won’t be enough of them to make a dent in the debt. Better stop NOW!

        If everyone is going to be working from home — all the people that matter, that is — I expect that most people who live in Seattle would be just peachy keen fine with stopping at Northgate and Angle Lake and calling it good. Now that the outer lanes on I-90 are re-striped, putting back the reversibles would mean SEVEN LANES inbound of a mornin’!!!! Woo-hoo!

        That would solve the last mile problem, wouldn’t it? There wouldn’t be anything at the end of the mile……

        But, here’s the deal, if you want out from under that $74 billion burden, you need to get your suburbanite and EWa friends and co-religionists to let Seattle set any tax rate and charge any tax type it wants, so it can “go it alone” on future projects.

  4. My biggest takeaway is that neighborhood greenways are not being used much for micro-mobility trips. People prefer to use arterial streets. Which is exactly what one might expect if people are trying to get from points “A” to “B” on devices that charge fees by the minute.

    Hopefully someone from SDOT gets the memo and stops assuming that greenways are a reasonably substitute for proper bike lanes on arterials (*cough* Rapid Ride H *cough*). Maybe we can finally acknowledge the major problems with greenways including (1) limited visibility due to parked cars; (2) lack of signal priority at major intersections; and (3) meandering routes that lead nowhere in particular–great for recreation but not for actual transportation.

    1. The greenways are really for local trips, last-mile access to artierials, and leisurely slow rides. They’re park ways in the original sense like Mt Baker Blvd. If you’re going a long distance and want to get there quickly, you take an arterial because they’re faster. The Burke-Gilman east of U Village used to have signs, “Faster riders use Sand Point Way”. Arterials have stoplights in their favor, while non-arterial greenways have a stop sign at every arterial, and sometimes every block.

      The push to close more streets during covid was in many ways simply compensating for the lack of sidewalks in those neighborhoods. We can’t build sidewalks fast enough, but we can close a street so pedestrians and children on bikes can have at least one place to walk without getting run over.

      So we need both greenways for leisurely riding in a quiet “green” neighborhood, and bicycle highways or good arterial lanes for longer-distance trips.

    2. I used a recent King 5 article that cited census data. 28,000+ growth was actually 2018. Growth in 2019 according to the article was 29,000+, or something like 1.28%/year pre-pandemic. If I were on a computer I would link to the site.

    3. I’m an occasional bike rider. I don’t own any spandex. Where bike lanes on arterials exist, I’ll happily use them. I think these are great. I also think neighborhood greenways are great. I tend to prefer them to the arterial bike lanes in cases where the greenway is a similar distance. I find the trip more pleasant if I don’t have to worry as much about cars passing me every five seconds. The nice thing about greenways is they’re pretty cheap to implement. A few signs, some paint, the occasional speed bump, and no drivers complaining about losing a lane. There’s no good reason not to implement a solid network of greenways throughout the city.

      I’m not saying greenways are a substitute for bike infrastructure on arterials, but we also shouldn’t need to see it as an either/or thing. Let’s put in greenways because they’re cheap and minimally controversial and serve quite a few bike trips. Let’s also put in bike lanes on arterials because there are a lot of places where the arterial is the only reasonable route through our topologically interesting city, and people should be able to ride bikes safely in these areas too.

    4. Tom, not every issue is class warfare. All I suggested is future transit and land use planning should probably anticipate county and regional population growth in the next ten years that reflects growth and growth rates over the past ten years, although past growth was an historical anomaly.

      In some situations like the Magnolia and Ballard bridge replacement upzoning needs to account for greater capacity. One cannot pretend the needs of growth — or more accurately targeted density — won’t materialize, or humans will change hundred year old habits.

      I was glad to see The Urbanist finally question the nutty Cascadia 2050 report and it’s ridiculous population growth projections in order to support upzoning, and wish more attention was paid to the inflated population growth projections in the PSRC 2050 Vision Statement to support upzoning (see the common theme in both).

      Do I think working from home will end urban cores or transit as we know them? No. But WFH will definitely have an impact, especially tax revenue, since ST sold light rail based on very high future ridership projections that were questionable before working from home.

      Since transit receives significant general fund subsidies, total tax revenue and fare revenue will dictate what can be built AND operated. Transit is still a business, like an airline.

      2020 has been a wake up call because we have finally seen the reality of less tax revenue, although we ignored critical infrastructure during good economic times, because too many though total tax revenues would never decline, or could decline. The citizens still overwhelmingly approved a $1.7 billion levy for Harborview, which means less tax capacity for other projects.

      The North King Co. subarea was always going to run out of money — again — before it met its promises in ST 3 although the pandemic accelerated that reckoning. But I think it is just so irresponsible, if predictable, that the first project being cut is the second transit tunnel that will support reasonable frequency.

      If there is one point I try to raise, other than subarea equity, it is that transit BEGINS with first/last mile access, although I think ST forgot that, and as you move fixed rail transit to less dense areas — whether East, North or South, and whether among rich or poor — first/last mile access becomes much trickier and more expensive per rider.

      It isn’t a rich/poor issue. It is a dense/not dense issue, and upzoning won’t solve it or adding a few expensive TOD’s along the route, because the affluent prefer to drive all things being equal.

      What is a rich/poor issue is the rich have alternative forms of transportation whereas the poor have to rely on first/last mile access, and not surprisingly ST and progressives are so giddy over upzoning rich neighborhoods although they will never be able to afford the new construction the poor have no first/last mile access.

  5. Al S, that metal contraption between the front bumper and the windshield of every single bus in the fleet. Is this just modern art? With traffic right now, I wish it was a time-travel antenna.

    Stuttgart, Germany has a streetcar line that not only climbs hills with the help of a cog-wheel mechanism, but has a trailer full of bike-racks coupled to every car.

    But Martin, you might want to start “prepping up” for the inevitable. As Sound Transit expands across the region, a certain number of Transit Oriented Developments will face pressure to couple trailers carrying automobiles to all its railcars.

    “Semi’s” are better off with Sounder and the Washington State Ferry system. But worst of all, since I always make such a big deal of how much depreciation, wear, and expense that Transit saves my car…..

    Maybe I’d better stop following the Route 27 ex-cable car with one eye on my dashboard regeneration reading. Instead of [OT], STB can call it [AUT-T] and blank it out.

    Mark Dublin


    These motorcycles/scooters are green, emit no carbon, are electric, and provide first/last mile access to transit, and beyond, and are much better made than shared bikes/scooters, although like Jump and Lime they pretty much provide transportation for one. Should they be exempt from helmet laws, and should they be allowed in dedicated bike lanes, and if not why not?

    1. Thanks for the link, Daniel. Long as batteries don’t either poison anything or catch fire, and user- training is as mandatory as for cars….why not go easy on the breezes?

      Sharing lanes with pedaled bikes, I’ll leave that to their organized ridership. Way out of shape to re- learn the facts. Point is that whatever I’m riding, or driving, let alone walking, I’d a lot rather get “T-boned” with a Schwinn than a Harley Davidson.

      But I really wish you’d tell me why anybody would want, let alone demand to be able to ride a bike without a helmet? The Bill of Rights was written in the Age of Reason, by Founders for whom The Greatest Good was The Common One.

      And as a motorist however involuntary, I see this mandate as sheer legal self-defense. Juries are temperamental, and susceptible to pity for major disfigurement.

      Somebody battery-powering themselves into my door or fender will render me a lot less Homele($)($) if they had their helmet on.

      By the Ninth Amendment, I could conceivably have the right to pick up a red-hot frying pan without my padded gloves on. Though Ben Franklin and Alexander Hamilton would have used me as an example as to what inbred hereditary aristocracy does to bones, brains, and countries alike.

      But above all, we can also look at blanket helmeting as tax relief. If my flying idiot is not in fact Jeff Bezos, Mercer Island’s worst blue-and-white-bus damage will be pennies compared to what we both have to pay in taxes to take care of him for life. For the rest of OUR lives.

      There was once a Russian play called “Darkness at Noon.” Yesterday around four, un-lighted black vans are definitely proved to me that freedom from helmets is the same as freedom from headlights. You people are STALINISTS!

      So being good with natural electricity sources, by now Ben Franklin would’ve invented a battery bike-helmet that’d automatically adjust itself to ambient light. Ambient idiocy, potential source of power that’ll move a double-bottomed semi.

      Mark Dublin

      1. Hi Mark, I am a big proponent of mandatory motorcycle helmet laws, although motorcyclists — especially those who don’t wear helmets — are a primary source of organs for transplants since the age of the deceased is usually young and often the head injury causing death does not damage the other organs..

        But I also think the majority of those who ride motorcycles or scooters are young, and the young sometimes make unwise decisions.

        The social cost of not wearing helmets is huge. It is nearly impossible to get UIM insurance for a motorcycle, PIP insurance is usually the minimum $10k, the young often have few financial resources, the injuries especially to the brain can be catastrophic, and the medical, vocational, and social costs fall on the citizens.

        My own father was rather laissez faire when it came to child rearing as long as you were doing well in school, but his one unbreakable rule was no motorcycles, which is one of the unbreakable rules I have with my son, along with wearing a helmet when riding a bike (although once they turn 16 riding a bike has little interest).

      2. Daniel: Agree 100% about helmets while riding motorcycles. Did you know the third leading cause of traumatic head injuries is car crashes? Seems like helmets may be useful while inside moving cars as well, no? Check out @carhelmets on Twitter if you’re curious about this topic.

  7. Daniel,

    Between 1953 and 2020, sixty-seven years can sure take a lot of the Youth out of your average Rebellion. Can’t it?

    And maybe because of the existential threat to the United States and the large size of our population, World War II provided an impressive number of people of both genders whose toughness went from straight through the heart to deep in the mind.

    The goal for my own teenage War of Liberation was to use my Dad’s enormous old family car to free suburban Detroit from the ever-worsening tyranny called “Cars Stuck In Traffic”.

    An oppressor who exterminated a the prize-winning PCC streetcar line up Woodward Avenue.

    Which was the last remnant of the system called called the Detroit Street Railways, whose “DSR” trolleybuses did not long survive their namesake.

    Ninth grade or thereabouts, the heroes and heroines of my script started bike-locking “Harleys” to our streetcars’ trolleybuses’, and Grand Trunk Railway’s every rack. If your jacket wasn’t leather and your collar not turned up, and jeans un-pressed, soldier, you were “OUTTAUNIFORM!”

    So OH! the humiliation. The giant British “Matchless” motorcycle I was pricing in the back streets of Tanzania’s capital in 1965, a half-block’s ride revealed the problem of finding ten people to help me pick it up if it ever fell over. Damn. Back to the Citroen.

    My guitar’s three-chord repertoire turned permanently to Swedish labor songwriter Joe Hill, whom Utah executed for capital PUN-ishment. Kind of lost him his CHAIR, didn’t it?

    Also steam locomotives whose engineers’ chief cause of death was “Being On Time” (BN-right?) And drills that really did make dynamite holes in rock. Except powered with compressed air, not hammers anymore, 9-pound or 12 either one.

    So my word to our whole new generation of both Marlon Brando’s and Lee Marvin’s rebellious successors:

    Since I just saw Tim Eyman heading for Fred Meyer’s Office Furniture, THE success of your uprising depends upon you being the ones to make it plain that this time you will not LOSE YOUR CHAIR!

    And take heart!

    While I know he’ll always give his streetcar seat to a lady, Joe Hill Really Did Not Die after all! Did he? Name Ballard Link Station after him, and all’s settled.

    Mark Dublin

  8. The new phenomenon that’s called an “Electric Wheel”…has transit got any stats yet as to problems over safety, on-board or off?

    And talk about giveaways over personal Eastern European age and ethnicity: Something in me thinks the user should first and foremost be a bear.

    Though I know our Fare Inspectors would rather your bear have its ORCA card around his neck with a cord or chain, instead of having to carry it in his mouth all the time. Every “tap” seems to sound more like “slurp.”

    What’s the latest from Link, which I still think we should arrange with Charlotte NC so it can also be called “Lynx.” Named after a sausage, the best-intentioned bear in the world will still think they’re supposed to eat it.

    Mark Dublin

  9. It’s interesting that Jump is more prevalent on the outskirts. It’s not clear if this is more about where the scooters are available, or where the long-haul trips (where the bikes are more attractive) are.

    I’d say it’s mostly about availability. I live in the area between Green Lake and the U District that shows very few trips with either vehicle type on the map. Pulling up the Lime app, the default map view near my house shows five bikes available right now, and zero scooters. Scrolling north a bit to the Green Lake urban village, I see a bunch of bikes and zero scooters. Scrolling southeast to the U District, I see a bunch of bikes and three scooters. None of these scooters are indicated to have more than two miles of range remaining.

    I scroll down to SLU and it’s a different story. There’s a good mix of bikes and scooters, but the scooters are more common. Furthermore there are plenty of scooters showing a full battery (up to 15 miles of range).

    This pattern seems to indicate that Lime is focusing their scooter deployment and charging efforts toward the center of town. People occasionally ride them farther afield to the U District and such, but by the time they get up this way the battery doesn’t have many more trips left in it.

    By contrast they spread the bikes out more broadly. The bikes seem to have significantly higher range (clicking around I see a few with 45 miles remaining), and people in lower-density areas tend to take a bit longer trips, so I think this split makes some sense. Keeping the vehicles that need to be charged more often closer to the urban center means less driving around to all four corners of the city by Lime employees to replace batteries.

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