Transportation Deployment Casebook/Bike-sharing Programs – Wikibooks, open books for an open world

{displaystyle S(t)=K/[1+e^{(-b(t-t_{0})}]}

Bike-sharing has emerged initially of the 21th century as a means for cities to extend various, lively transportation modes, cut back congestion and enhance air high quality (ITDP, 2013). Though the concept emerged within the 1960s in Amsterdam with the White Bikes program, it wasn’t till the early 2000s that the system turned a worldwide phenomenon. The primary technology of bike-sharing methods was positioned in Amsterdam and was very primitive: unmonitored, widespread bikes left at random places for his or her use by the neighborhood. Right now most cities have both third or 4th technology methods. They’re characterised by designated distribution factors, centralized monitoring, cost and safety methods, and particularly designed and branded bikes [1][2]

Bike-sharing methods are a sort of transportation service which gives customers a nonmotorized point-to-point journey possibility between a community of interconnected key locations [3]. Customers can pick-up specifically designated bikes at any station within the community and return them to any station positioned close to their vacation spot. Bike-sharing doesn’t require the person both to attend for a automobile (as buses or trains do) or waste time on the lookout for parking (as non-public vehicles do). As such, it’s an possibility envisioned and inspired for brief (lower than Three miles), spontaneous journeys because of its comparatively smaller journey instances.

The White Bicycles Plan[edit]


The asphalt terror of the motorized bourgeoisie has lasted lengthy sufficient. Human sacrifices are made each day to this newest idol of the idiots: automobile energy. Choking carbon monoxide in its incense, its picture contaminates 1000’s of canals and streets.

Provo’s bicycle plan will liberate us from the automobile monster. Provo introduces the WHITE BICYCLE, a chunk of public property.

The white bicycle isn’t locked. The white bicycle is the primary free communal transport. The white bicycle is a provocation in opposition to capitalist non-public property, for the white bicycle is anarchistic.

The white bicycle can be utilized by anybody who wants it and the should be left for another person. There will probably be increasingly white bicycles till everybody can use white transport and automobile peril is previous. The white bicycle is an emblem of simplicity and cleanliness in distinction to the vainness and foulness of the authoritarian automobile. In different phrases: A BIKE IS SOMETHING, BUT ALMOST NOTHING!

—Provo’s Provokatie (Pamphlet) #5 – Witte Fietsenplan (White Bicycle Plan)

The proto system for bike-sharing was proposed within the 1960s by a Dutch counterculture motion referred to as Provo. The Provo (quick time period for Provotariat – proletariat in Dutch) nucleated a number of political activists who pronounced themselves in opposition to the capitalist, car-dominated tradition that had pervaded all through the earlier many years.

The Netherlands has traditionally held a deep relationship with the bicycling tradition, to the purpose of being recognized as a nationwide cultural image [4]. Biking in Europe fell dramatically through the 1950s and 1960s, when motorization charges started rising quickly and urbanization began spreading out. Throughout that interval, many European cities centered on facilitating automobile use by increasing roadway capability and parking provide, whereas systematically ignoring the wants of pedestrians and cyclists. [5]

The White Bicycle Plan, created by industrial designer and Provo activist Luud Schimmelpennink, was one of many numerous “White Plans”, which advocated for restricted industrial growth and heavy taxation for polluters, amongst others. The bicycle plan was posed as a realistic response to site visitors congestion in Amsterdam whereas additionally constituting a political critique, linking vehicle growth to unjust capitalist infrastructures, environmental air pollution and shopper ideology [4].

The Plan proposed the closing of central Amsterdam to all motorised site visitors to extend transit mode share to at the least 40 %. [6] Provos additionally urged the Metropolis of Amsterdam to yearly buy 20,000 bicycles for use freely by the residents, to complement public transportation. The Metropolis rejected the Plan, however the Provos nonetheless insisted on the system, and started leaving white-painted bikes across the metropolis, unlocked and freed from cost. [7] Nonetheless the police impounded the bikes as they violated municipal legislation forbidding residents to go away non-public property with out securing it [6].

Schimmelpennink was a visionary, and his concepts of shared private transportation methods, just like the White Bike and the White Automotive (just like at this time’s car-sharing scheme) turned realities within the following many years. The White Bicycles Plan spurred a global curiosity, and comparable White Bikes packages started showing in some European cities, like Velos Jaunes in 1973 (La Rochelle, France), within the US with the Yellow Bike Venture in 1994 (Portland, Oregon). Nonetheless, because of the lack of safety and system formality, most bikes had been stolen and the system collapsed rapidly.

Variations with conventional bike-rental schemes[edit]

Bike-sharing methods differ from conventional rental providers in that they’re meant for short-distance and short-term period journeys. Bike-rental providers are likely to favor leisure customers, like vacationers. In distinction, bike-sharing methods goal native residents and are often devised inside a bigger transportation community, often as enhances for multi-modal journeys initially and finish of bus or subway journey (what’s often referred to as first-mile/last-mile legs), or as substitute for shorter journeys (often lower than Three miles). As well as, conventional bike-rental methods require customers to return the bikes to the identical station from the place they had been picked up, whereas bike-sharing permits customers to select up and drop off at completely different factors inside a bigger, interconnected system. [2] Using particular docking methods decreases person accountability on offering safety for the bicycle when the journey is completed, which minimizes person legal responsibility. [3]

From Cash to IT: 2nd and third Era Programs[edit]

The primary technology of bikesharing methods had been principally small, non-formal pilot tasks from advocacy and political teams who sought to make bike journey in city areas obtainable to a variety of individuals and detter automobile use.

It wasn’t till 1995 that bikesharing methods acquired a “second likelihood”. The Bycyklen (Metropolis Bikes) Program launched in Copenhagen in 1995, turning into Europe’s first large-scale bikeshare program [2]. These new methods, additionally referred to as Coin-Deposit Programs, addressed among the most important problems with the earlier ones by requiring a 20 DKK (roughly equal to $Three USD) coin to unlock the bikes, which was refunded upon return on the finish of the rental [2]. Bikes had been additionally designed for intense use, with stable rubber tires, and integrated promoting on wheel plates to assist with working prices [1]. Though extra formalized than earlier methods, theft was nonetheless outstanding because of person anonymity and the comparatively low worth of the safety deposit [1].

The top of the 20th Century sought to deal with these shortcomings with using good expertise and centralized methods (IT) to permit detailed person info and automobile monitoring [2]. These adjustments constituted a brand new technology of bikesharing, often known as the “IT-based technology”. Expertise-based methods allowed for a wide range of enhancements: person identification, electronically-locking racks, automated unmanned kiosks, digital cost methods and digital person interfaces [3]. The primary third technology bike-sharing system was Bikeabout in 1996 in Portsmouth College (England), and started rising slowly within the following years, with packages in France (Vélo à la Carte, Rennes, 1998) and Germany (Name A Bike, Munich, 2000). Throughout the subsequent few years, France launched then the primary two main large-scale developments: Lyon’s Vélo’v in 2005 and Paris’ Vélib’ in 2007. Velib’ initially launched 7,000 bikes, which has elevated to 23,900 and stays the biggest bikesharing system in Europe [8]. These packages generated noticeable repercussions throughout the transportation world, turning into milestones for bikeshare growth. In addition they spurred the emergence of a number of new methods in Europe, Asia and America.

The introduction of RFID expertise has additionally allowed present packages to trace bicycle utilization and person info, serving to curb bicycle theft which was a serious disadvantage for prior system generations [3]. The requirement of bank cards for signing up in third technology methods acts each as cost methodology and safety deposit, additional discouraging theft. As well as, a pricing construction is established to incentivize bicycle turnover, often permitting the primary 30 minutes for a set membership worth, after which customers are charged on a rising scale [9]. Lastly, some third technology methods embody GPS expertise which permits them to observe ridership patterns in actual time, and in flip, drive each day redistribution efforts and supply helpful information for planning system growth [3].

The principle challenges of third technology bikesharing methods are bicycle redistribution and integration with public transit methods [7][2][10] Fleet rebalancing (transferring bikes between excessive provide/low demand to low provide/excessive demand areas) can counteract the environmental advantages and automobile utilization lower by requiring suppliers to shuffle bikes round, consuming gas and growing automobile automobile miles traveled (VMT). [9] The dearth of correct integration with different public transit methods can also be a serious deterrent: for instance, there most bikeshare methods function with their very own cost and card system, and don’t combine with present transit cost methods, comparable to good playing cards [3].

The rise of the Fourth Era: Rising developments[edit]

Since 2010, a brand new technology of bikesharing methods has been slowly rising, usually because of earlier system enhancements. The fourth technology of bikesharing is outlined as a demand-responsive, multimodal scheme to create versatile, inclusive and built-in methods. The principle areas for enchancment have been [2]:

  • (a) Docking methods: Versatile docking would enable stations to be put in and redistributed with ease, acknowledging that utilization patterns can change in accordance with exterior components (transit growth, new city options, and many others.) and person calls for. .
  • (b) Rebalancing methods: New rebalancing methods comparable to incentivizing user-based redistribution would enhance system effectivity and reduce working prices [2][1].
  • (c) Integration with public transit: A extra seamless integration with transportation through smartcards that help a number of transit modes and different various sharing schemes, comparable to carsharing, would facilitate multimodal journeys, additional lowering auto utilization.
  • (d) Actual-time monitoring: Actual time monitoring by way of GPS may enhance bicycle safety [2] and supply helpful information for multimodal evaluation [9].
  • (e) Various vitality sources: Electrical bikes can enhance ease of use in cities with various topography and reduce bodily exertion, thereby attracting customers who in any other case wouldn’t be bodily in a position to journey bikes [1], or commuters carrying enterprise apparel [2]. Photo voltaic and Wi-Fi powered stations would ease set up prices and want for a help vitality grid for operations [2]
  • (f) Improved enterprise fashions: new fashions of provision would enable smaller populations to entry these methods the place promoting fashions wouldn’t be worthwhile.[1]

Bikesharing within the 2010s[edit]

As of 2014, there are greater than 700 cities in 57 international locations working bike share packages [11][8], a rising fee of over 50 % when in comparison with 2013 [12]. Programs fluctuate broadly in dimension, from single-dock methods and some bikes to 1,000 docking stations and 20,000 bikes [12]. Every metropolis has tailored the system to the native context, taking into account city density and infrastructure, financial sources and the pure surroundings [13].

In keeping with an Earth Police Institute (EPI) report [8], between 2000 and 2014 bikesharing worldwide has elevated over 110 instances in variety of packages (from 6 to over 700) and near 200 instances in fleet dimension (from 4,000 to 800,000). The distribution of bike-share packages all over the world, nevertheless, appears to focus closely in Asia and Europe. For the reason that starting of the primary packages in 2008, Asia has seen an amazing progress fee each in variety of packages and fleet dimension, outpacing all different continents, even Europe. As of September 2014, China leads the bike-sharing world with 170 methods [8]. China additionally has the biggest bikesharing system on the planet, the Hangzhou Public Bicycles system, comprising 78,000 bikes distributed throughout 3,113 service factors [14]. Nonetheless, Europe nonetheless holds the best variety of packages (approx. over 400), with Italy and Spain having near 130 every [8].

Present bikesharing methods are funded by way of a mix of promoting, self-funding, person revenues, municipalities and public-private partnerships [2]. First and second generations had been principally non-revenue producing methods administered by way of non-profit organizations and authorities funding [2]. The success and additional unfold of third technology methods by way of the globe have originated a various vary of nonprofit and for-profit enterprise fashions.

A number of fashions of provision are current all through the completely different generations of bikesharing:

  • (a) governments;
  • (b) transport businesses;
  • (c) nonprofits;
  • (d) for-profits and
  • (e) promoting firms

The federal government mannequin designs and operates bikesharing methods as simply one other transit service, exerting full management over its deployment [1]. These methods could be funded principally by their very own governments, but in addition by way of utilization charges and promoting on bikes and stations [2]. Nonetheless, public our bodies could not have the
essential experience that present bike-share operators do and this may be counterintuitive with the truth that they preserve full legal responsibility for its operation [1].

Quasi-governmental fashions present bikesharing providers underneath the steerage of a public authority, comparable to a public transit company [2]. Income is collected by way of a mix of presidency subsidies, utilization charges and promoting [2]. Reasonably than producing income, the aim of quasi-governmental fashions is to supply good service, with the added bonus of the experience from bike-sharing service suppliers [1]. Nonetheless, it’s the (lack of) experience of the company operator that may be a detriment to the standard of the service [1].

Non-profit fashions have been used for the reason that early generations of bike-sharing packages. They are often particularly created or they are often an existent group that includes the service into its pursuits [1]. This enterprise mode locations legal responsibility on a corporation a lot much less more likely to be sued, which could be enticing for governments [1]. Nonetheless, they are often closely depending on native funding [2].

For-profit fashions are often supplied outdoors authorities purview, which could be useful for personal sector entrepreneurs as they don’t want to attend for the rise of recent transportation methods often related to the implementation of bikesharing packages [1]. This after all means an total lack of funding help from public our bodies, utilizing promoting and person charges as their most important sources of income. This may additionally result in an unbalanced system since non-public fashions will probably be extra considering deploying stations on closely populated areas the place income is extra more likely to be larger, no matter transportation fairness points.

Promoting fashions are the most typical mannequin in Europe, the place non-public firms supply bike-sharing packages to jurisdictions in change for the correct to make use of public area for commercial functions [1]. This may be very cost-effective for native governments, which has contributed to its recognition [1]. Nonetheless, since system revenues often go to the jurisdiction, system effectivity and high quality of service could be compromised. Promoting fashions are discovered extra prominently on Europe, whereas North American cities have tended in direction of non-profit and quasi-governmental fashions. Public businesses are additionally turning into most important suppliers in China [2].

Information Assortment[edit]

Bike-sharing statistics are onerous to seek out. Availability of information concerning variety of journeys, variety of customers, fleet dimension or variety of stations varies tremendously relying on the nation, town, the service supplier and the technology of the service. Most bike-sharing methods presently deployed are third technology methods, which implies statistical information is collected by way of centralized methods. That is true for almost all of enormous scale methods with hundred or 1000’s of bikes, that are discovered on bigger cities. Nonetheless, smaller cities are likely to have methods on the vary of 25-150 bikes. In such circumstances, more often than not information isn’t collected, both as a result of the required infrastructure prices are excessive for a small scale system, or as a result of these methods are older generations which haven’t been upgraded.

Mixture information on bike-sharing methods is sparse at greatest. Though there exists plenty of organizations and businesses with a demonstrated curiosity in bike-sharing practices, the issue of acquiring detailed information regularly makes it a time-consuming and unreliable course of. JCDecaux, an non-public operator of among the world’s largest methods in France comparable to Velib’, doesn’t launch person statistics as a result of they don’t seem to be obligated by legislation [15]. As such, some researchers and organizations have obtained information by monitoring and gathering real-time info supplied by third technology’s on-line methods who enable third-party entry by way of their APIs, comparable to The Bike-Sharing World Map[16] and The Bike Share Map[12]. All in all, this makes bikesharing evaluation and system dimension prediction an estimate at greatest, with big caveats concerning information reliability. As extra methods are upgraded to third+ technology methods with real-time on-line information updates, information will change into extra dependable.

The info for this life-cycle evaluation comes from the Earth Coverage Institute’s 2013 [17] and 2014 [8]Information Heart. This information corresponds with the 2000-2013 interval. Further information was obtained from particular person reviews to include the primary third technology methods from 1995 to 1999.


The Life-Cycle evaluation makes use of a S-Curve prediction methodology to detect a system’s three most important deployment intervals: delivery, progress and maturity. The mannequin makes use of system dimension information (complete variety of bikes in bikesharing methods on the planet) for the 1995-2013 interval for its prediction.

The Life-Cycle mannequin estimates the expansion cycle of the system utilizing a three-parameter logistic operate:

S(t)=Ok/[1+e(b(tt0)]{displaystyle S(t)=Ok/[1+e^{(-b(t-t_{0})}]}

The place:

A regression mannequin was used to seek out the saturation worth (Ok) of the system, because the bikeshare deployment remains to be on its early levels. To seek out an correct worth for Ok, a statistical vital worth with a excessive coefficient of willpower (R-squared). Through the curve-fitting section, all values of Ok above 1 million had coefficients of determinations above 0.95. In consequence, different variables had been thought of for Ok with a view to obtain a saturation worth, e.g. the feasibility of such quantity to occur, considering inhabitants dimension and bike modal share in transportation. Lastly the chosen Ok worth was 6 million bikes worldwide.


Measured vs estimated worldwide system dimension for 1995-2060.

Precise and Modeled System Dimension[edit]

12 months No. Bikes Predicted No. Bikes 12 months No. Bikes Predicted No. Bikes 12 months No. Bikes Predicted No. Bikes
1995 1,305 634 2017 2,299,171 2039 5,998,358
1996 2,350 940 2018 2,877,839 2040 5,998,893
1997 1,645 1,395 2019 3,465,758 2041 5,999,254
1998 1,820 2,069 2020 4,019,169 2042 5,999,497
1999 1,820 3,070 2021 4,503,899 2043 5,999,661
2000 4,080 4,553 2022 4,902,405 2044 5,999,772
2001 3,980 6,753 2023 5,213,303 2045 5,999,846
2002 9,600 10,014 2024 5,446,089 2046 5,999,896
2003 10,740 14,846 2025 5,615,078 2047 5,999,930
2004 12,080 22,000 2026 5,735,020 2048 5,999,953
2005 17,140 32,583 2027 5,818,794 2049 5,999,968
2006 24,150 48,216 2028 5,876,653 2050 5,999,979
2007 58,130 71,260 2029 5,916,303 2051 5,999,986
2008 147,750 105,123 2030 5,943,330 2052 5,999,990
2009 261,800 154,657 2031 5,961,686 2053 5,999,993
2010 367,450 226,636 2032 5,974,123 2054 5,999,996
2011 449,840 330,221 2033 5,982,534 2055 5,999,997
2012 517,240 477,237 2034 5,988,217 2056 5,999,998
2013 800,000 681,834 2035 5,992,053 2057 5,999,999
2014 958,914 2036 5,994,641 2058 5,999,999
2015 1,320,632 2037 5,996,387 2059 5,999,999
2016 1,770,863 2038 5,997,565 2060 6,000,000

Regression Abstract Output[edit]

Variable Worth
Ok 6,000,000
b 0.394522436
tnought 2018.206543
Regression Statistics
A number of R 0.977101436
R Sq. 0.954727216
Adjusted R Sq. 0.952064111
Commonplace Error 0.497466249
Observations 19
Coefficients Commonplace Error t Stat P-value Decrease 95% Higher 95% Decrease 95.0% Higher 95.0%
Intercept -796.2277626 41.75663878 -19.06829156 6.51667E-13 -884.3265696 -708.1289557 -884.3265696 -708.1289557
X Variable 1 0.394522436 0.020836568 18.93413692 7.31023E-13 0.35056112 0.438483753 0.35056112 0.438483753

Bike-sharing methods appear to be leaving the delivery section, getting into a interval of sustained and incremental progress. All in all, the values appear to suit throughout the predicted S-Curve, aside from the interval between 2008-2012, the place the precise system dimension is larger than anticipated. In 2012 the anticipated dimension matches once more with the expected system dimension. In keeping with the S-Curve predictions, the system dimension will attain its inflection level in 2018 with plenty of bikes of roughly 2.9 million. The maturity section will probably be reached across the yr 2025 with 5.6 million of bikes on the planet, and by 2060 saturation (6 million of bikes) will probably be reached.

  1. abcdefghijokaylmno DeMaio, P. (2009). Bike-sharing: Historical past, impacts, fashions of provision, and future. Journal of Public Transportation, 12(4), 41-56.
  2. abcdefghijokaylmnopqr Shaheen, S. A., Guzman, S., & Zhang, H. (2010). Bikesharing in Europe, the Americas, and Asia. Transportation Analysis File: Journal of the Transportation Analysis Board, 2143(1), 159-167.
  3. abcdef Toole Design Group,. (2012). Bike Sharing in america: State of the Apply and Information to Implementation. USDOT Federal Freeway Administration.
  4. ab Furness, Z. (2010). One much less automobile. Philadelphia: Temple College Press.
  5. Pucher, J., & Buehler, R. (2008). Biking for Everybody: Classes from Europe. Transportation Analysis File: Journal Of The Transportation Analysis Board, 2074(-1), 58-65. doi:10.3141/2074-08
  6. ab Tusman, L. (2010). Actually Free Tradition. PediaPress
  7. ab DeMaio, P., & Gifford, J. (2004). Will Sensible Bikes Succeed as Public Transportation in america?.Journal Of Public Transportation, 7(2), 1-15.
  8. abcdef,. (2014). EPI Releases – Bicycle Share Reality Sheet | EPI. Retrieved 5 November 2014, from
  9. abc Fishman, E., Washington, S., & Haworth, N. (2013). Bike share: a synthesis of the literature. Transport Critiques, 33(2), 148-165.
  10. Jäppinen, S., Toivonen, T., & Salonen, M. (2013). Modelling the potential impact of shared bicycles on public transport journey instances in Larger Helsinki: An open information method. Utilized Geography, 43, 13-24.
  11. Fishman, E., Washington, S., & Haworth, N. L. (2014). Bike share’s affect on automobile use: proof from america, Nice Britain, and Australia. In Proceedings of the 93rd Annual Assembly of the Transportation Analysis Board.
  12. abc O’Brien, O.. Bike Share Map. Retrieved 6 November 2014, from
  13. Institute for Transportation and Improvement Coverage,. (2013). The Bike Share Planning Information. New York. Retrieved 7 November 2014, from Hyperlink
  14.,. (2014). 杭州公共自行车(免费单车)网站. Retrieved 7 November 2014, from Hyperlink
  15. Barz, S. (2013). Present Me the Information! or Stuff I’ve Learn About Vélib’, half Four of 4. An Urbanist in Paris. Retrieved 7 November 2014, from Hyperlink
  16. Meddin, R. The Bike-sharing World Map. Retrieved 6 November 2014, from
  17.,. (2013). Variety of Bicycles in Bike-Sharing Applications by Area 2000-2012. Retrieved 5 November 2014, from

Related posts

Leave a Comment