Tag Archives: urban mobility

Electric Bikes

Electric Bikes and Scooters Revolutionize Campus Travel at Boston University

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Boston University, stretching nearly two miles along both sides of the bustling Commonwealth Avenue, presents a unique challenge for commuters trying to navigate its length. With a diverse community of students, faculty, and staff moving daily across this extended campus, multiple transportation options have long been available. From the MBTA Green Line, which runs directly through campus into downtown Boston, to the familiar sight of pedestrians walking briskly, and the ever-reliable free BU Shuttle, the ways to get around are varied.

Yet, in recent years, a new mode of transportation has gained prominence in Boston’s urban fabric—and on BU’s campus: electric bicycles and scooters. These battery-powered micromobility devices are redefining how many traverse city streets and campus pathways. According to BU Transportation Services, such vehicles include “bicycles, skateboards, scooters, and other small, wheeled conveyances designed for personal transport,” highlighting the broad range of options now available.

The surge in popularity of these electric vehicles is not unique to Boston. MassBike, a cyclist advocacy organization, points to a significant rise in e-bike usage across Massachusetts over the past five years. Although micromobility devices have existed since the 1990s, technological advances have been pivotal in making batteries smaller, lighter, more affordable, and capable of longer distances. This evolution, they say, has greatly enhanced the appeal and utility of these machines.

Part of this growing trend is driven by the introduction of electric bikes by bike-share companies such as Bluebikes. These silver electric bikes, which can travel up to 18 mph, are now accessible throughout Greater Boston for both subscribers and casual renters. The network of over 400 charging stations across the region offers convenient points for parking and recharging, further encouraging their use.

Story Highlights:

  • BU’s campus stretches nearly two miles along Commonwealth Avenue, posing transit challenges.

  • Electric bikes and scooters have become popular personal transport options on campus and city streets.

  • Bluebikes’ electric bikes reach speeds up to 18 mph and are supported by a wide charging network.

  • E-bikes contribute to reducing carbon emissions by replacing car trips.

  • Safety concerns exist due to increased speed and interaction with pedestrians.

  • BU encourages safety, vehicle registration, and provides resources like the BU Cycle Kitchen for repairs.

One of the primary attractions of electric bikes and scooters is their environmentally friendly nature. A study from Portland, Oregon, referenced by The Roundup, an e-bike information site, estimates that if 15% of daily trips switched from cars to e-bikes, the city would reduce carbon emissions by 11%, roughly equating to 900 metric tons of CO2 saved every day.

Carl Larson, assistant director of transportation demand management and planning at BU Transportation Services, sees the rise of these devices as a positive step toward sustainability and inclusivity.

“E-bikes have been huge because they’ve gotten people on bikes.”

“Many people are riding their e-bikes instead of driving their cars—that’s a tradeoff I welcome.”

E-bikes come in three classes based on speed and pedaling assistance. Class 1 bikes require pedaling and can reach up to 20 mph. Class 2 bikes can reach the same speed without pedaling, offering motorized assistance. Class 3 bikes are bulkier, require pedaling, and can reach speeds up to 28 mph.

However, this increased speed brings its own challenges.

“It can take very little effort to go very fast.”

This raises safety concerns, especially in a campus environment bustling with pedestrians and other vehicles. Yet, Larson quickly clarifies that scooters and e-bikes are not the main contributors to safety incidents on the streets, emphasizing that cars remain the biggest hazard to pedestrians and bikers along Commonwealth Avenue.

For many users, convenience is a major factor in choosing e-scooters or e-bikes. Kohana Bondurant, a student who frequently uses e-scooters to get around campus, shares her experience.

“I have not gotten hurt, but the scooter braking was a potential danger because it would take a second to slow down.”

City planner and Metropolitan College lecturer Terrance J. Regan discusses the broader urban implications of micromobility devices.

“One of the things you really need to care about at intersections is the speed conflict.”

Regan highlights the delicate balance cities must strike between accommodating both vehicles and pedestrians.

“If we care about pedestrian safety, we need to realize that the faster somebody is going to hit a pedestrian, the worse the injury.”

While average walking speeds hover between three to four miles per hour, traditional bikes can reach between eight and 15 miles per hour. E-bikes and scooters often exceed these speeds, increasing the risk of accidents. Miles Forrest, a student who prefers walking to class, recalls witnessing a collision:

“I saw this girl get knocked off her feet by a scooter once, right into a puddle.”

“The scooter driver also fell and was pretty hurt it seemed.”

Despite these incidents, the convenience of micromobility remains appealing. Forrest admits:

“It can take me up to 30 minutes to walk across campus, so I like to take the BU Shuttle often.”

To help riders stay safe, Larson stresses the importance of predictability and control.

“All too often when someone on a bike gets hit by a car, the driver will say the biker came out of nowhere.”

He recommends holding a straight line, assuming vehicles may turn into your path, and staying in front of or behind vehicles rather than weaving between them.

While progress has been made in creating dedicated lanes and space for alternative vehicles in many cities, Regan acknowledges that more work remains, particularly along Commonwealth Avenue.

“Every vehicle has benefits and negatives.”

“We should care about having clear rules on who can use what, and we should put some effort into enforcement.”

BU Transportation Services actively supports e-bike and e-scooter users through safety guidelines and resources. Students are encouraged to register their vehicles with the University to prevent theft and to use secure bike rooms on campus. Additionally, the BU Cycle Kitchen (BUCK), located at 1019 Comm Ave, offers a do-it-yourself repair shop where community members can maintain and fix their bikes and e-bikes.

“We see a lot of e-bikes and e-scooters coming through the door of the BUCK.”

“There are some really enthusiastic community members who love getting around that way. We’re happy to help them out.”

As micromobility continues to reshape urban and campus transportation, balancing convenience, speed, safety, and sustainability remains a challenge for Boston University and the city alike.

As electric bikes and scooters continue to weave themselves into the daily rhythm of Boston University and the surrounding city, their impact is undeniable. Offering an environmentally friendly and efficient alternative to traditional transportation, these devices bring convenience and speed to a sprawling campus. Yet, with their rising popularity comes the critical need for clear safety guidelines, responsible usage, and thoughtful infrastructure planning. Boston University’s efforts to educate riders, provide resources like the BU Cycle Kitchen, and promote vehicle registration are important steps toward fostering a safer, more sustainable commuting culture. Ultimately, striking the right balance between innovation and caution will determine how successfully e-bikes and e-scooters become a lasting part of campus life.

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Austin Spins a New Traffic Tale with Safer Roundabouts

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You’re behind the wheel in Austin, following your usual route through a quiet neighborhood. Suddenly, the road opens up into an unfamiliar intersection. No red lights, no stop signs—just a wide concrete circle surrounded by signage and landscaping. There’s a moment of hesitation. Do you yield? Merge? Speed through?

If you’ve been in that situation, you’re not alone. Welcome to the age of Austin’s roundabouts—where traditional crossroads are being redesigned into safer, continuous loops of motion.

As part of an evolving urban mobility strategy, the City of Austin is replacing more and more traditional intersections with roundabouts. These circular junctions, while still a novelty to many locals, are increasingly being seen as tools of transformation in the fight against traffic crashes and congestion.

A Safer Spin on City Streets

According to city officials, Austin’s embrace of roundabouts is rooted in hard data: roundabouts reduce fatal and injury-related crashes by up to 80%. Traditional four-way intersections can contain up to 32 potential vehicle conflict points. Roundabouts? Just eight. The slower speeds they enforce also protect pedestrians, offering reduced risk and better visibility.

“The reduction in crashes is significant,” said Ruth Steiner, a professor of urban and regional planning at the University of Florida.

“Often, the reduction in severity is even more important, because with roundabouts, you have slower traffic.”

Roundabouts eliminate the possibility of head-on collisions and drastically reduce the likelihood of right-angle or “T-bone” crashes. Unlike signalized intersections, where drivers may speed up to beat a light, roundabouts encourage consistent caution—no green light to chase, no red light to run.

The Circle of Cost and Functionality

While safety is a major selling point, roundabouts aren’t cheap. The new roundabout at West Mary and Evergreen Avenue has a price tag of $1.3 million, funded by a $720 million mobility bond passed by voters in 2016. By comparison, a standard traffic signal in Austin costs about $500,000 to install.

But proponents argue the extra cost pays off in the long run. Roundabouts don’t require electricity, don’t malfunction during power outages, and reduce long-term maintenance needs.

“Roundabouts not only improve safety, but also reduce congestion and delay,” said Cody Stone, an engineer with Austin’s Transportation Department.

“We’ve gotten support from residents who say, ‘Why don’t you consider one here?’ That kind of feedback tells us the culture is changing.”

The Learning Curve: Yield or Yell?

Even so, confusion reigns. Many drivers still don’t understand that they must yield to traffic already inside the circle, including cyclists and pedestrians. That hesitation—or refusal—can create dangerous situations, especially for vulnerable users.

And not all residents are thrilled. For blind or visually impaired pedestrians, roundabouts pose unique challenges.

“One of the groups that’s been concerned about safety around roundabouts has been blind pedestrians,” said Steiner.

“They depend upon hearing traffic stopping at an intersection. And in a roundabout, it never stops.”

From Skepticism to Support

Austin’s roundabout experiment didn’t happen overnight. The city first dabbled with “traffic calming circles” in the late 1990s, but these early models were small and not up to modern engineering standards. The turning point came in 2010, with the arrival of Gary Schatz, then a city traffic engineer.

“When I came to Austin in April of 2010, along with having the interest in roundabouts, I was also on an international roundabout committee,” said Schatz.

“I kept seeing different intersections in Austin and thought, ‘That kind of wants to be a roundabout.’”

His ideas didn’t always go over smoothly. Schatz remembers a local real estate developer who was ridiculed for suggesting roundabouts in a housing development. Even city staff pushed back.

“We fear the unknown or the unfamiliar,” he recalled.

“Oh my God, what if I screw this up? What if I get in there and I go the wrong way or I do the wrong thing? What if somebody runs into me?”

But those internal fights helped shift the thinking. With time, traffic engineering teams began to recognize roundabouts not just as functional tools, but as community enhancements. Today, intersections that once caused concern are being redesigned into modern, multi-modal hubs.

Future Circles in Motion

The city has completed 47 roundabouts to date. Construction is underway for number 48 at Evergreen Avenue and West Mary Street, in the Bouldin Creek Neighborhood. Number 49 will be built at Bluebonnet Lane and Del Curto Road in 2026. A 50th roundabout is being designed for the junction of Rutland Drive and Parkfield Drive.

“Basically around 2013 or ’14 is when we started really pushing for roundabouts a little more,” said Mario Porras, supervising engineer at the city.

Yet, challenges persist. Designing a roundabout often requires slicing off corners of private property, which can spark opposition. And as the 2016 bond money thins out, city officials acknowledge that the pace may slow.

Still, the roundabout momentum remains strong.

“We’re trying to speed them up,” said Stone.

“They work. We know they work. And people are starting to see that, too.”

As more Austin drivers learn to navigate the spin, the city’s streets may just become not only safer, but smarter. Roundabouts may not be the future everyone asked for—but they could be the solution the city needs.

As Austin steadily replaces traditional intersections with roundabouts, the city stands at a pivotal point in its urban evolution. While these circular designs promise enhanced safety, reduced congestion, and modern functionality, they also invite hesitation, cost concerns, and accessibility challenges. Yet, with rising public support and proven crash reduction, roundabouts are quietly reshaping how Austinites move through their city. Whether embraced or questioned, they mark a deliberate turn—both literally and figuratively—toward a new rhythm of road design that prioritizes flow, caution, and community focus.

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Austin’s Driverless Dream Hits the Streets with High-Tech Precision

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A quiet yet thrilling transformation is taking place on Austin’s roads as Avride’s self-driving cars glide through the city without a human touch. Born and built in North Austin, the company blends science and surprise by developing both autonomous vehicles and delivery robots under one roof. With sensors, LiDAR, and over a dozen cameras, these futuristic cars promise precision and performance. As Avride plans to expand its fleet and launch services beyond Austin, the race for the road enters a bold new chapter—where the driver is silent, and the technology speaks.

STORY HIGHLIGHTS — READ BOX

• Avride, based in North Austin, testing autonomous cars across the city
• Builds both self-driving cars and delivery robots in tandem
• Technology shared across both platforms speeds up innovation
• Cars use LiDAR, cameras, and sensors for road navigation
• Around 85% of riders feel comfortable within first 3 minutes
• Fleet to expand to 100 autonomous cars in coming months
• Delivery robots already serving via Uber Eats in three cities
• Full AV rollout planned in Dallas before Austin
• Other self-driving firms like Waymo and Tesla already active in Austin

A new chapter in Austin’s transportation evolution is quietly unfolding — and it’s being written by one of the city’s own. As more self-driving cars begin to share the road with traditional vehicles, an Austin-born tech company, Avride, is carving out its place in the autonomous future.

Though the company may not yet be a household name outside the region, Avride has been laying the groundwork for years. Founded in 2017, the company established its roots firmly in North Austin, where it now houses everything from vehicle assembly to its software engineering and corporate operations.

Today, its vehicles are no longer confined to labs or testing facilities. They’re out on public roads, navigating Austin’s neighborhoods with no human behind the wheel — just an array of sensors and software.

What makes Avride’s approach particularly notable is its dual focus. While many competitors concentrate on either self-driving cars or delivery robots, Avride has chosen to develop both simultaneously. That decision has led to a unique internal synergy between its two teams.

“We are probably like the only company on the market which is developing the two products simultaneously — cars and robots,”
said Yulia Shveyko, head of communications for Avride.

According to the company, this shared development track allows for faster innovation. Both vehicles and robots rely on similar foundational technologies, such as LiDAR (Light Detection and Ranging) sensors, visual cameras, and advanced navigational systems. A breakthrough in one area often translates into progress for the other.

“They use the same technological approaches, and when breakthrough happens in the robot team or the car team, these teams are happy to share this solution with each other,”
Shveyko explained.

Each of Avride’s self-driving cars is equipped with more than a dozen cameras, all working together to perceive and interpret the environment. This web of sensory input is what enables the vehicles to move safely through city streets, even in complex or unpredictable situations.

Still, the idea of riding in a vehicle with no driver can be a tough sell for some. But the company believes skepticism often fades once passengers experience the ride firsthand.

“The first minute or two, the first-time passenger will be filming the videos, the steering wheel rotating all by itself… two minutes later, they’re in their emails, you know, messenger, whatever,”
said Shveyko.

In fact, Avride reports that approximately 85% of first-time riders feel at ease with the absence of a driver within the first one to three minutes. It’s a statistic the company sees as a strong indicator that public perception can shift with just a small taste of the technology.

Right now, only a few dozen of Avride’s autonomous cars are operating in Austin. But that number won’t stay small for long. The company has plans to scale up to a fleet of 100 in the coming months, gradually increasing its footprint across the city.

In addition to self-driving cars, Avride’s food delivery robots have already moved beyond testing. These compact sidewalk-navigating machines are now being used commercially in Austin, Dallas, and Jersey City through a partnership with Uber Eats.

The company plans to launch its autonomous vehicle services in Dallas before bringing the full rollout to Austin — a move that appears to be both strategic and logistical.

Meanwhile, Austin continues to serve as a hotbed for autonomous innovation. Alongside Avride, companies like Waymo and Tesla already have self-driving vehicles active on the roads. Others, such as Zoox and Volkswagen’s ADMT division, remain in the testing phase.

As Avride steadily expands, its local roots — and its decision to keep operations centralized in Austin — offer a compelling counterpoint to the growing number of Silicon Valley-driven initiatives in the space.

For Austin residents, this means the future of mobility might not be arriving from far-off tech hubs — it may already be just around the corner, rolling quietly down their street.

As Avride steadily extends its fleet of autonomous vehicles across Austin and beyond, the company stands as a symbol of local innovation meeting global ambition. With its unique approach of developing self-driving cars and delivery robots side by side, Avride not only accelerates the future of mobility but also redefines how cities may function in years to come. While competitors continue testing, this Austin-based tech force is already on the move—quietly reshaping roads, routines, and the very rhythm of urban life. The driverless journey has begun—and it’s homegrown.

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DC Metro Reboots: Buses Slashed, Trains Sped Up in Bold Transit Shift

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In a rare move that reshapes the very rhythm of Washington’s daily commute, the Washington Metropolitan Area Transit Authority (WMATA) has launched a sweeping overhaul of both Metrorail and Metrobus services. With early weekend trains, extended late-night hours, faster Red Line runs, and a historic full-scale bus network redesign, this bold transformation signals a fresh chapter in public transit. Slashing over 500 bus stops and redrawing routes, WMATA aims to offer speed, clarity, and modern comfort—without extra buses or added cost. Change is rolling in—fast, wide, and city-deep.

STORY HIGHLIGHTS

  • New weekend hours for Metrorail: Service now starts at 6 a.m. on weekends

  • Extended late-night service: Trains run until 2 a.m. on Fridays and Saturdays

  • Red Line upgrade: Trains arrive every 4 minutes during weekday peak hours

  • Silver Line update: Now follows two branches—New Carrollton and Downtown Largo

  • Metrobus overhaul begins June 29

  • First full redesign of the bus network in 50 years

  • All routes renamed and renumbered

  • Over 500 bus stops to be removed

  • Frequent-service routes increase from 37 to 48

  • New cross-city lines introduced, including D74 and P90

This summer, the daily routines of Metro riders in the Washington metropolitan area are being reshaped by one of the most comprehensive transit overhauls the region has seen in decades. The Washington Metropolitan Area Transit Authority (WMATA) has embarked on a multi-phase initiative that aims to streamline and strengthen both its rail and bus systems in response to changing commuting patterns, rider feedback, and long-standing service concerns.

From expanded weekend rail service hours to the launch of a completely redesigned bus network, WMATA’s rollout is not just another seasonal update—it represents a foundational shift in how public transit is structured and delivered across the capital region.

Rail Service: Stepping Up Frequency and Flexibility

The first wave of changes took effect on June 22, when Metrorail service adjustments were quietly introduced to improve overall reliability and offer greater flexibility to weekend and night-time riders. Among the updates, the most noticeable is the extended weekend operating window: Saturday and Sunday service now begins at 6 a.m., and late-night trains continue to run until 2 a.m. on Fridays and Saturdays—an important shift catering to nightlife-goers, service industry workers, and off-peak commuters.

The Red Line, a key artery in the network, has seen its peak-hour intervals shortened, with trains now arriving every four minutes—a minor change on paper, but one expected to make a noticeable difference in congestion and wait times during busy weekday mornings and evenings.

Meanwhile, the Silver Line has adopted a dual-routing model. Some trains now continue toward New Carrollton, while others shift toward Downtown Largo via Stadium–Armory. The split is intended to provide better coverage and relieve pressure on the eastern segments of the network.

Bus Service: A Generational Transformation

If the rail changes are notable, the forthcoming overhaul of the Metrobus system—set to go live on June 29—is historic. WMATA is preparing to launch what it calls the “Better Bus Network,” the first full system redesign since it took over the region’s bus operations in the 1970s. This effort, which has been in development for years, reflects a bold attempt to rethink bus travel across the region by focusing on speed, simplicity, and accessibility—without requiring additional buses or operators.

The changes will affect nearly every bus rider in the system:

  • New route names and line designations will be introduced, replacing the current alphabet-number code structure.

  • Over 500 bus stops will be eliminated, a move intended to cut down on redundancy and reduce travel time.

  • New cross-city routes will serve previously underserved travel patterns, including the D74 (Brookland to Dupont Circle) and the P90 (Alexandria to Suitland).

  • Frequent-service routes will increase from 37 to 48, enhancing reliability and wait time predictability in heavily trafficked corridors.

While some commuters may initially struggle with the changes, Metro officials are emphasizing the long-term benefits. The redesign was shaped with the help of more than 45,000 public comments, surveys, and rider engagement sessions. According to WMATA, the plan directly responds to shifting post-pandemic commuting trends, where weekday office travel has dipped but demand for all-day and weekend service has grown.

Why Now?

WMATA’s push for change isn’t just about improving transit—it’s also about survival and modernization. With ridership patterns shifting and funding sources fluctuating, transit agencies across the country have been forced to rethink their models. For Metro, the timing was critical.

Officials say the aim is to build a system that meets modern demand without overextending resources. Cutting underused stops and reorganizing inefficient routes gives the system a better chance at long-term viability while offering faster, more direct service to core riders.

In an era when more people are returning to public transit with new expectations and schedules, WMATA’s efforts are about more than moving buses and trains—it’s about restoring trust in a system that’s long been burdened by reliability issues and slow response to change.

Key Takeaways for Riders

Here are the most important changes Metro commuters should prepare for:

  1. Earlier weekend trains: Now starting at 6 a.m.

  2. Late-night service extension: Until 2 a.m. on Fridays and Saturdays

  3. Faster Red Line frequency: Every 4 minutes during peak hours

  4. Dual-route Silver Line operations

  5. Comprehensive bus network redesign starting June 29

  6. All new route names and numbers

  7. More than 500 stops eliminated for faster service

  8. New frequent routes in high-demand corridors

  9. Two new routes: D74 and P90

  10. No new buses or operators added—focus is on efficiency

As summer unfolds, riders will be watching closely to see whether these sweeping changes deliver the smoother, quicker experience WMATA has promised—or whether the transition brings more confusion than clarity. Either way, it’s a defining moment for public transportation in the D.C. region.

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