Anecdotally, I can tell you use patterns vary throughout the network. For those who live in the center who don’t have far to go, it can be a handy way to go short distances because they don’t have to worry about bike storage/maintenance/theft.
Use is heaviest around the waterfront and appears to be predominantly recreational, though people do use them to get to nearby destinations. As you go further away from the waterfront and start dealing with features like hills, more traffic, and less infrastructure the recreational aspect drops, and the use becomes more utilitarian – though it also becomes very light. Things like automatically signing up PSU students for the service noticeably affects use.
The tourists come whether or not there are bikes, so I’m not sure why encouraging them to ride the bikes would not be a good thing as some of the needs would inevitably be met by vehicular services like Uber instead. Also this type of use increases demand/support for bike infrastructure – I doubt it would have ever occurred to anyone that Better Naito had to exist if it weren’t for tourists.
While bikeshare sounds like a great idea, the question is whether it really works in practice. The average mileage per bike is tiny – much less than one would expect for a privately owned bike and it takes a lot of labor (and fuel) to rebalance them – i.e. a van has to drive around so a few people can ride a bit over a mile. There are mechanical challenges as well.
Scooters had noticeably more traction, and I saw people taking them a lot more places where people didn’t want to ride the bikes. Having said that, the actual mileage put on them is also very light.
Typical trips with scooters and bikes are just a mile and change which makes sense when you think of the size of the service area. I personally can’t take either seriously since you can’t rely on them or take them for more than short distances (i.e. they’re really a substitute for walking), but I still feel like they have some role to play.