Transportable bicycle parking station for sharing systems in India by Abhishek thurwal meena

SYSTEM DESIGN

Transportable bicycle parking station for sharing systems in India guide : M.D. sheikh project by : Abhishek meena discipline : Furniture and Interior design batch : UG 2010

System thinking in contrast, focuses on how the subject being studied interacts with the other constituents of the system which is a set of elements that interacts to produce a behavior of which it is a part of. This means that instead of isolating smaller parts of the system being studied, system thinking works by : Expanding its view to take into account, subsystem with larger numbers of interactive to study. And all those subsystems and smaller parts then supports and justifies the working of others.

SYNOPSIS

This document is a compilation and presentation of work done as a part of system design project. I am a student of Furniture and Interior Design in National Institute of Design, Ahmedabad. This project understands the possibilities and opportunities for a bicycle sharing system in India. This document constitutes the very basics of Bicycle sharing system, its history, its impact and studying few best practices around the world and India. Analysing the factors that makes or break such systems. Comparing those factors in Indian context in order to identify and study factors effecting bicycle sharing systems in India. Finding intervention and providing a design solution to show a direction for Bicycle sharing systems in 'sleeping giant' India. This project helped me to understand how subsystems depends on each other and perform in a particular manner to constitute a system. This project was important as it comes as a strong platform for future of bicycle sharing in India.

PROJECT BRIEF

This project is about understanding the possibilities and opportunities for a bicycle sharing system in India where there are no Bicycle sharing system which has/had reached the true potential of Bicycle sharing system. Even the one surviving have small coverage which is minimal and provide no impact.

This project is about how with simple design thinking we can help Bicycle sharing systems in india to grow, expand and make an impact. And motivate others for such initiative to improve Bicycle sharing systems in India.

methodology

Studying about Bicycle sharing systems

Case studies around the world

Understanding the possibilities of such systems in India

Finding intervention areas and analyse the effect of such factors

Proposing a solution for most influencing problem as a platform

BICYCLE TRANSPORTATION AROUND THE WORLD

The use of bicycle as a mode of transport has different levels of acceptance and of investment in different countries. Some countries like Germany and Netherlands have a large bicycle infrastructure and the bicycle use is part of the everyday life for all social classes. In less developed countries, the bicycle might be of outmost important in the low-income classes of the population, but have a negative status among the whole population, and therefore less investment in infrastructure.

INDIA

COLUMBIA

NORWAY

ITALY

About a school rickshaw in India, had provoked an interesting debate in a Brazilian webpage about bicycle utilization. Some argued that this is a degrading way of bringing kids to school, while others argue that was a creative, sustainable and remarkable way of using technology to overcome an economical need.

Bogotรก, the Colombian capital, it is one of the cities in the developing world with many initiatives to increase bicycle use. After improving the bicycle structuWre to 350 Km, the city is now preparing a bicycle share scheme that will be integrated with the public transportation system. The example of Bogotรก shows that is possible to give incentives to alternative modes of transports even in developing countries.

In Trondheim, Norway, a bicycle lift helps the cyclists to cycle up a ramp. After paying the fee the cyclist places his feet in a small plate that pushes him up.

In some bicycle sharing programs in Italy, the system gets the necessary energy from solar panels installed over the bicycle stations. In some cases, the stations have recharge points for electrical bikes that are part of the rental program.

(AUTOZINE, 2009)

(BIKE-SHARING, 2008)

PORTUGAL

EUROPE

UNITED KINGDOM

SWEDEN

In the case of Lisbon, the city is famous for her seven hills, which make her habitants think that is impossible to use bicycles to commute there. However, that was not a barrier, since most of the urban part of the city is located in plateaus. The result shows that it is important to change some paradigms to make people more open to bicycles.

The North Sea Cycle Route is a touristic cycle route, and it covers all countries around the North Sea, in northern Europe. It was developed by the European Commission and North Sea Program. The route links the already existing structure in each country with each other in order to create a continuous path that allows a trip by bicycle around the North Sea.

In the UK the non-governamental organization SUSTRANS is in charge of promoting bicycle and walking alternatives. The organization coordinates The UK National Cycle Network, a cycle route that passes within the reach of half of the population in the country, and it promotes several other projects related with sustainable transportation. One initiative to encourage children to cycle to school. The SUSTRANS receives funding from many institutions and individuals, and it works with its own staff and volunteers.

In Stockholm, the neighborhood Hammarby Sjรถstad was planned to be a model concerning all aspects around sustainability. The whole area encourages the use of sustainable modes of transport instead of private cars, for example, the easy access to public transportation, the bicycle and pedestrian friendly streets and the incentive of a car- sharing scheme.

(SANTOS, 2008).

(NSCR, 2007)

(SUSTRANS, 2007).

(HAMMARBY, 2009)

WHAT IS BICYCLE SHARING SYSTEM?

Cycle sharing is a flexible form of personal public transport. Cycles are stored in a closely spaced network of stations. With a smart card or other form of identification, a user can check out a cycle from a station and return it to any other station.

The central concept of these systems is to provide free or affordable access to bicycles for short-distance trips in an urban area as an alternative to motorised public transport or private vehicles, thereby reducing traffic congestion, noise, and air pollution. Bicycle sharing systems have also been cited as a way to solve the “last mile” problem and connect users to public transit networks.

Bicycle sharing systems can be divided into two general categories

“Community bike programmes” organised mostly by local community groups or non-profit organisations.

“Smart bike programmmes” implemented by government agencies, sometimes in a public-private partnership.

Modern cycle sharing systems have the ability to track the identity of the user as a way of preventing theft of cycles. All users are required to furnish identity proof, either at the time of registration or when signing up for temporary subscriptions. Most systems in Europe and North America rely on credit cards as a security mechanism: if the user fails to return a cycle, a fine can be charged against the user’s credit card. The user’s account is also blocked to prevent him/her from checking out other cycles. In China, the user is required to keep a deposit in his/her smart card account, and if he/she fails to return the cycle, the deposit is forfeited. Most cycle sharing systems operate in a publicprivate partnership structure in which the government carries out planning and oversight activities and the private sector handles day-today operations. In most public transport systems, cycle sharing systems generally require supplemental revenue sources to cover operating and investment costs. Revenue streams used in major cycle sharing systems around the world include annual and temporary membership fees, advertising, sponsorships, and on-street parking fee.

attributes of bicycle sharing system

Network of stations • Automated or manned stations • Enclosed or open space • Locations based on - important origin and destinations, tourist spots, colleges, main junctions • Unused parking areas can be utilised, area under flyover, commercial building parking, station parking, institutional premises, etc.

Specially designed bicycles • Anti theft and vandalism - unique paint identity, rfid tags • Reflectors and lights - all safety require ments should be fulfilled • Gear selection- should be installed according to terrain and road of the city • Adjustable components - seats should be adjustable for diff. Heights • Protected components - specially designed part only for particular cycle can demotivate theft. • Unisex cycles- any adult of any gender should be able to use the cycle

User interface • Through web, smartphones • Information about service • Registration • Map of locations - providing information about coverage area and bicycle traffic • User data- personal user data should be available to them 24x7 • News blog - all the events information • Updates- about next new things, new stations and personalized offer for individuals

Relocation • Fleet of vehicles

Monitoring system

Revenue

User interaction

• Time based user fee - depending on the subscription, offer and packages

• Automated or manned

• Real time monitoring traffic

• Stations - overall terminal data, user activity data, cycle location

• Efficiency of service center

• Call center

account payments

• On door service unit

• Web

• Easy docking and feasable docking mechainsm in relocating vehicles

• Service center user

• Advertisement- stations, cycles and hoarding spaces for advertising and sponsors.

• Setting up and managing • Checking in or checking out cycles

• Retail- merchandising brand and developing product variety for further growth

BICYCLE SHARING SYSTEMS (WORLD) - OPERATIONAL

GERMANY

Operational

SPAIN

ENGLAND

FRNACE

CHINA

365

USA

JAPAN

BICYCLE SHARING SYSTEMS (WORLD) - IN PLANNING

GERMANY

In planning

SPAIN

ENGLAND

FRNACE

CHINA

USA

INDIA

BICYCLE SHARING SYSTEMS (WORLD)

GERMANY

Terminated

SPAIN

ENGLAND

FRNACE

CHINA

USA

BRAZIL

HISTORY OF BIKE-SHARING

The 1st generation of bike sharing programs began on July 28, 1965, in Amsterdam with the Witte Fietsen, or White Bikes (Schimmelpennick 2009). Ordinary bikes, painted white, were provided for public use. One could find a bike, ride it to his or her destination, and leave it for the next user. Things did not go as planned, as bikes were thrown into the canals or appropriated for private use. The program collapsed within days.

1965 18

In 1991, a 2nd generation of bikesharing program was born in FarsĂ¸ and GrenĂĽ, Denmark, and in 1993 in Nakskov, Denmark (Nielse 1993). These programs were small; Nakskov had 26 bikes at 4 stations.

1991

It was not until 1995 that the first large-scale 2nd generation bike sharing program was launched in Copenhagen as Bycyklen, or City Bikes, with many improvements over the previous generation. The Copenhagen bikes were specially designed for intense utilitarian use with solid rubber tires and wheels with advertising plates, and could be picked up and returned at specific locations throughout the central city with a coin deposit.The bikes still experienced theft due to the anonymity of the user. This gave rise to a new generation of bike-sharing with improved customer tracking.

1995

The first of the new breed of 3rd generation bike-sharing programs was Bikeabout in 1996 at Portsmouth University in England, where students could use a magnetic stripe card to rent a bike (Black and Potter undated). This and the following 3rd generation of bike sharing systems were smartened with a variety of technological improvements,including electronically-locking racks or bike locks, telecommunication systems, smartcards and fobs, mobile phone access, and onboard computers.

1996

Vélo à la Carte in Rennes, France, was the first city-scale bike-share program to use magnetic-stripe cards and RFID technology. It was a partnership between the city of Rennes and Clear Channel, the advertising company, which developed and operated the new “Smart Bike” technology. The program has offered by the city free of charge and launched with 200 bikes at 25 stations. Munich’s Call a Bike in 2000.

1998

Another advertising company, JCDecaux, partners with the city of Lyon, France Velo’v, with 1,500 bikes in Lyon by . This was the largest 3rd generation bikesharing program to date and its impact was noticeable. With 15,000 members and bikes being used an average of 6.5 times each day by late 2005.

2005

Inspired by its smaller neighbors, Paris launches the 6,000-bike Vélib’ system. In Spain, Barcelona’s Bicing is the first entry in what quickly becomes a nationwide boom in that country.By the end of 2007, there were about 60 3rd generation programs globally (DeMaio 2007).

2007

Outside Europe, bike-sharing finally began to take hold in 2008, with new programs in Brazil, chile, China, New Zealand, South Korea, Taiwan, and the U.S. Each was the first 3rd generation bikesharing program for the countries. Washington, D.C., launches SmartBike DC, a 10-station, 120bike pilot program that is the first modern bike-share system in the U.S. Like Barcelona’s, it uses the same Clear Channel technology developed for Rennes’s Vélo à la Carte. In Montréal, a governmentowned company known as bixi pilots its own system with innovative, robust bicycles and a modular docking system. And

2008 Hangzhou, China, launches its bike-share system with 2,800 bicycles. Today it is one of the world’s largest, with more than 78,000 bicycles. By the end of 2008, there were about 92 programs in China (DeMaio 2008). Currently, there are about 120 programs (MetroBike 2009).

Bixi launches full-scale in Montréal. The company will go on to provide bicycles and docking systems to cities in North America, Australia, and London, but its financial situation will prove to be precarious.

2009

Washington, D.C., launches Capital Bikeshare, replacing its earlier system with Bixi’s technology. Minneapolis follows with Nice Ride, as does Denver with B-cycle, representing the second of the two major suppliers of bikeshare technology.

2010

2013 New York’s bike-share system launches with 6,000 bikes and a first-of-its-kind funding model that uses no public dollars, fully paid for by corporate sponsorships. Chicago and the San Francisco Bay Area also launch bike-share programs this year. Globally, 2013 saw a 60 percent increase in the number of programs, China led the way with 65 new cities. Italy came in second with 20 new services. The USA came in third with 15 new cities -- which is a 90% increase over 2012The number of bike-share bikes worldwide hits 700,000. 2013 comes to an end with over 675 cities worldwide with operating 3rd generation bike-shaing services. At the end of 2013, a global fleet of approximatedly 700,000 bikes are avaliable in 33,000 stations to use as another way to get from point A to point B.

2014 After years of financial woes, Montréal’s pioneering Bixi manufacturing company declares bankruptcy and is taken over by a new owner. Systems using Bixi technology all vow to go on, finding other suppliers if necessary. China; in this year alone, 70 new bike-sharing programs began operating throughout all of the country. There are 235 cities or districts with operating bikesharing programs in China. They comprise approximately 747,400 bicycles in 28,000 stations.

2015 HERE WE ARE 22

Till 2013, Spain leads the world with 132 separate bike-share programs cities. Italy has 158, and Germany, 56. In 2015, China leads with over 200 cities.

London’s Barclays Cycle Hire system launched in 2010 with 6,000 bikes and has grown beyond 9,000. New bike lanes and designated cycle tracks have helped ridership grow.

Since the Vélib’ system launched in Paris in 2007, the number of cyclists on the streets has risen 41 percent. Nearly 24,000 bicycles can be picked up at over 1,700 stations in the city and suburbs.

The United States hosts 36 modern bike-sharing programs. With a number of new programs in the works and planned expansions of existing programs, the U.S. fleet is set to nearly double to over 37,000 publicly shared bicycles by the end of 2014. In 2015 usa has 175+ cities with Bicycle sharing programs.

In 2013, China was home to 82 bike-sharing programs, with a whopping combined fleet of some 380,000 bicycles, also with largest bike-sharing program is in Wuhan, China’s sixth largest city, with 9 million people and 90,000 shared bikes.Now in 2015, its covering whooping 200 cities.

280 Cities - In planning

977 Cities - Operational

Three out of four of the world’s bike-share bike are in China.

China is far and away the leader in sheer no of cycles.

APPROX. 1,224,700 BIKE SHARE BICYCLES

123 Cities - Terminated

Bike-sharing cities are finding that promoting the bicycle as a transport option can lead to more mobility and safer streets for all. This has pushed the total of bicycles used in automated public systems to over one million! The prevalence of bicycles in a community is an indicator of its ability to provide affordable transportation, lower traffic congestion, reduce air pollution, increase mobility, and provide exercise to the world’s growing population. Bicycle share programs are one way to get cycles to the masses.

CONTEMPORARY BICYCLE SHARING:

WHERE WE ARE TODAY

This map shows the location of functioning programs, proposed programs and ended or failed programs all around the world. The map has a lot of surprises, not only how far bike sharing has spread, from Auckland, New Zealand to Bandung, Indonesia to Baku, Azerbaijan, but also the vast number of Chinese bikesharing programs. We hear very often about the rise of traffic of cars and non-sustainable transportation cultures in China, but there are nearly fifty bike sharing programs in China. And many of these fleets are huge: some Chinese cities' systems have over fifty thousands bikes and get millions of riders a year! Indeed, there are almost three times as many Chinese bike-sharing programs as there are American ones. Another major takeaway from this map is just how far the US, Canada and the UK are behind Europe and Japan when it comes to bike-sharing. A quick glance at the full world map reveals a tremendous density of bike-sharing programs in Western Europe: Spain, Northern Italy, and especially Switzerland have a high density and number of bike-sharing programs. Japan also has a large number of the programs. England has a particularly ignominious record, with failed bike shares outnumbering existing ones. The map also shows that the US has many more proposed bike-sharing programs than successful ones, the yellow symbol (which indicates a proposed bike-share on the Bike-Sharing World Map) predominates in the US. As with most issues of sustainable public transportation options, the US is years behind Western Europe and Japan.

The map, in other ways, mostly reflects trends of wealth. The only bike-share in all of Africa is on the Canary Islands (technically part of Spain), there are none in Central America or Central Asia, and fewer in Eastern Europe and South America (though Brazil has a good number) than elsewhere. Of course, these trends probably reflect growth and development of urban wealth more than questions of commitment to sustainability or public transportation.

Current “Fourth Generation” schemes include design innovations such as movable and solar powered docking stations, electric bicycles also known as pedelecs, and mobile phone real time availability. Of these features, the introduction of electric bicycles is particularly significant in terms of enabling bicycle sharing in cities with steep terrain, as well as attracting older users. In Fourth Generation schemes, the dominance of advertising companies is less evident and operators now include a variety of business ventures including companies like PBSC Urban Solutions, a spin-off of Montreal’s parking authority that developed the London and New York bike share systems.

BICYCLE SHARING SYSTEMS (WORLD)

Operational In planning Terminated

CASE STUDY (WORLD) • 6,000 bikes in 420 stations • Launched: March 2007 (For Residents Only) • Operator The City of Barcelona and Clear Channel

• • • •

5,200 Bikes in 460 Stations (2015) Launched: May 12, 2009 Operator: Société de Vélo en Libre-Service System - PBSC Urban Solutions

• 84,100 bikes in 3,336 stations (August 2015) • Launch: May 1, 2008 • Operator: Hangzhou Public Bicycle Transport Service Development Co. wLtd.

• 23,900 bikes in 1,751 stations) • Launched: July 15, 2007 • Operator : CycloCity by JCDecaux

BICING

BARCELONA, SPAIN

BIXI

MONTREAL, CANADA

PUBLIC BICYCLE SHARE HANGZHOU, CHINA

VELIB

PARIS, FRANCE

BICING BARCELONA, SPAIN

“Bicing: Barcelona's Communal Bicycle Program Has Transformed The City”

Owner - Municipality, Barcelona

Total 420 stations

Unisex design

Registration - Office or Online

- HUFFINGTON POST

Opening date - March 22, 2007

Fully automated

Adjustable seats

Require Spain address

Daily rides - 28093 approx.

Open space parking

Easily recognisable

RFID tagged ID card sent to

95% rides less than 30 min.

1 station / 300-400 mtr.

Panels for advertising

address

At peak 90000 users (2007)

15-30 parking slots / station

RFID tagged

Station only for check in/out

Not for tourists

Covers all Metro stations

Night light system

(bike)

Total 6000 BIcycles

Signages for stations

3 speed gears

“Bicing makes biking popular in Barcelona with 30,000 users in 2 month” - AUTOBLOG

“Barcelona’s Bicing Bike Rental Scheme Beats All Expectations”

General Information

Network (stations)

Bicycles

User Interaction

Poorly maintained

MONITORING

Relocation

User Interface

Revenue

- BIKE EUROPE

Real time traffic data

Fleet of specially designed

Services on Web/App/Phone

Annual fee - 47 euro / year

“Bicing goes electric”

Real time user monitoring

vehicles

Stations Map according to GPS

First 30 min. free

- CATALONIA TODAY

Data collected through RFID tags

Real time data update

Availability Of bikes (web/app)

After 30 min. per hour charge

Failed to keep up to demand

Registration preprocess (web)

Total - 2.23 million euros/year

in 2007

News blog (web)

Sponser - Vodafone

Points for distance covered (app)

pays 1.2 million euros / year

“Enough Public Bike Sharing, Get Your Own Bicycles!” - BARCELONA CITY COUNCIL

Social media - Facebook/twitter/ youtube

BICING SWOT ANALYSIS

STRENGTH • • • • •

Good coverage Infrastructure for cycling. Lots of users Advanced bicycle design Advanced monitoring systems • Social media activeness • Self sufficient revenue

PROS

CONS

COMFORTABLE TO COMMUTE

SPAIN ID PROOF UNSUITABLE FOR VISITORS

ITS CHEAP -

WEAKNESS • Only for locals (no tourists or visitors) • Needs citizen proof as identity • Poor maintainence of bicycles • No free ride at all

OPPURTINITIES • Open for all users • Collaborated with public transit

44 EUROS/YEAR

CANT USE FOR MORE THAN 2 HOURS

FIRST 30 MIN. FREE

BICYCLE FRIENDLY CITY

WELL ORGANISED

EXCELLENT WEBSITE AND APP SERVICES

THREATS • Competitors like

bicimadrid, sevibici etc.

BIXI

MONTREAL, CANADA

“Bixi owes $50M, files for bankruptcy protection”

General Information

Bicycles

User Interaction

Owner - Bixi

Total 2700 stations

Unisex aluminium frame

Touch screen interaction

Opening date - May, 2008

Fully automated open space

Weight - 18 Kg

Registration - Online

“Bixi Montreal must prove worth in 2014”

Total 66500 bicycles

Station = Pylon + Bike dock

Cables hidden in frame

$100 deposit

Ecofriendly design

Can be assembled in 30 min.

RFID tagged

Credit card (Identity)

- CANADA CYCLING

Portmanteau of taxi+bicycle

Solar powered

LED light system

Passcode to undock the bike

Available for tourists also

On street parking spaces

Puncture resistant Nitrogen

Button to notify damaged

Easy maintenance and repair

filled tyres

bicycle

- CBC NEWS

“Bixi bike-sharing service to continue until at least 2019” - MONTREAL GAZETTE

“Record number of users signed up as Bixi season gets underway” - MONTREAL GAZETTE

“Montreal’s Bixi service records surplus for first time” - CBC NEWS

Network (stations)

Monitoring

Relocation

User Interface

Revenue

Automated monitoring

Fleet of vehicles

Registration (web/app)

Annual fee - $81 / year

Real time online server

Real time data monitoring

GPS facility (app)

First 45 min. free

Online pylon integrated system

Availability Of bikes and docking

After 45 min. / 30 min. charge

handles user transaction

points (app)

For tourists - $7 / day

Social media - Facebook/twitter/ youtube Collabrated service Communauto

BIXI SWOT ANALYSIS

STRENGTH • • • • • • •

Ecofriendly design For everyone Good coverage area High tech cycles On spot user interaction Social media activeness Free usage

WEAKNESS

PROS

CONS

VALUE FOR MONEY

MALFUCTIONING DOCKING SYSTEMS

SMOOTH AND COMFORTABLE RIDE

• $78 per year for usage dependent on season • Relocation issues

COVERAGE AND PLACEMENTS OF STATIONS

UNAVAILAIBLITY OF DOCKS AND BICYCLES

MAINTAINENCE

OPPURTINITIES • Better relocation service in

MOBILE APP

busy hours • Portable map in apps

THREATS • Financial trouble • High number of failures in region

HANGZHOU PUBLIC BICYCLE HANGZHOU, CHINA

“China Transportation Briefing: Booming Public Bikes” - THE CITY FIX

“China hurries back to bicycle-friendly cities to curb gridlocks and pollution” - EE NEWS

“Powering Past Paris, Hangzhou Will Have 50,000 Bike-Share Bikes” - TREEHUGGER

“The Largest Chinese Bike Share Program Is 12 Times the Size of New York City’s” - YES! MAGAZINE

“Hangzhou’s Massive Bike-Share System Dwarfs All Others” - GOOD MAGAZINE

General Information

Network (stations)

Bicycles

User Interaction

Opening date - May 1, 2008

Total 2674 stations

Unisex design

Registration - Office (Hangzhou

Daily rides - 200000 approx.

1 station / 200-300 mtr.

65000 bicycles

bus IC card service center)

95% rides less than 30 min.

80-140 parking slots / station

Basket for storage

Require passport as Identity

At peak 80% traffic

Semi automated Kiosk & dock

Panels for advertising

Require 300 yuan = 200 (depos

Male - 55% | Female - 45%

Card swipe system

Special pillion seat varieties

it) + 100 yuan (prepaid credit)

Intergrated with bus & metro

Coverage - Public transit, Recre

Target (2020) - 200000 bikes

Smart card also used in bus,

Use - For recreational, business,

ational and commercial hubs

taxi, water bus and parking lots

community purpose

Monitoring

Relocation

User Interface

Revenue

Real time traffic data available

Fleet of specially designed

Website - www.hzbus.cn

Govt. invested 450 million

on website

vehicles

Stations Map on website

yuan ($66 million) till now

IC cards to identify users

Real time data update

Real time traffic data on website

Per hour charge

No real time user tracking

Pre planned and monitored

3rd part app plm hangzhou

First 59 min. free

No theft and vandalism as its

because of large scale

provided real time data on app

After 59 min. per hour charge

(blocked and sutdown)

Most of the rides are free

No social media (worldwide)

Advertising on cycle panels and

mostly free

stations

HANGZHOU

SWOT ANALYSIS

STRENGTH • Highly self sustainable • Mass transportation for • • • • • •

users Integrated with transit system Universal card system for whole transit system One of the best coverage in world World largest bicycle sharing system Simple design Available for eveyone

WEAKNESS

PROS

CONS

COVERAGE

BICYCLE DESIGN

INTEGRATION WITH TRANSIT SYS-

NO SOCIAL MEDIA

TEM

INTERACTION

1 HR FREE RIDE

NO APP SERVICES

99% FREE RIDE

• NONE! (best in the world)

OPPURTINITIES

GOVERNMENT INVESTMENT

• Bicycle design can be more upbeat

USABILITY

THREATS • None

VELIB PARIS, FRANCE

“Velib’ bikes continue to thrive in Paris” - TREEHUGGER

“Velib: Quite possibly the best way to get around Paris” - PARIS FOOT WALKS

“ Five Years of Velib: How Cycling Became Chic in Paris” - SPIEGEL ONLINE INTERNATIONAL

“Velib Launches a Bike-Share Program for Kids” - BLOOMBERG

“Thefts puncture Paris bike scheme” - BBC NEWS

General Information

Network (stations)

Bicycles

User Interaction

Owner - Mairie de Paris (munici

Total 1400 stations

Unisex aluminium frame

Touch screen interaction

pality)

Fully automated

Weight - 22 Kg

Registration - Online

Operator - JCDeaux

1 station per 300 mtr.

Cables hidden in handlebar

150 euros deposit

Opening date - 15 July 2007

Station = payment terminals +

RFID tagged

Credit/debit card with PIN

Total 20,600 bicycles

bike docks

Automatic LED light system

(Identity)

95951 trips per day (approx.)

Open space parking on street or

3 speed gears

RFID cards to annual users

256467 annual subscription

sidewalk, metro stations

Basket for storage

Subscription number to 1 day

Adjustable cushioned seat

and 1 week users

Monitoring

Relocation

User Interface

Revenue

Automated system

Fleet of 23 vehicles

Services on Web/App

Annual fee - 39 euro / year

RFID tags for real time data

Real time data monitoring

Registration (web/app)

First 30 min. free

Location based traffic data

Stations at higher elevation

GPS map (web/app)

After 30 min., 1-4 euro per

monitoring

needs relocation more often

Availability Of bikes and docking

subsequent 30 min.

Real time online server manage

points (web/app)

One day or week subscription

Station docks & system activity

Social media - Facebook/twitter

JCDeaux manages and operates

Station also displays Maps,

velib for 1,628 advert. panels,

availability on other stations

earns 50 million euro per year Paris city recieves 30 milion/yr

VELIB SWOT ANALYSIS

STRENGTH • Popularity • Coverage with 140+ • • • •

stations Advanced bicycle design. Easy user interaction Web/App services Only 34 euros/yr

PROS

CONS

MODULAR DOCKING STATIONS

THEFT AND VANDALISM

MALFUNTIONING COMFORTABLE AND QUALITY

DOCKING POINS

WEAKNESS • Heavy bicycles • Rellocation efficiency

RELLOCATION ISSUES USER FRIENDLY INTERFACE

OPPURTINITIES • Measures against theft and

WEB AND APP SERVICE

vandalism • Rellocation services can be better

CHEAP AT 39 EUROS/YEAR

THREATS • Other service in France- Velo etc.

BICYCLE SHARING SYSTEMS IN INDIA

OPERATIONAL

ahmedabad, gujarat, india MYBYK- 1000 bikes in 4 hubs non station based pilot testing since May 12, 2014

bangalore, karnataka, india ATCAG 3 stations Pilot Program started October 2011

saket, delhi, india DMRC Bike Sharing with 76 bikes in 4 stations Launched: January 8, 2015

IN PLANNING

bangalore, karnataka, india Namma Cycles Planned Pilot Program on the Indian Institute of Science Campus as an incubator for a city-wide program in 2013.

bhopal, madhya pradesh, india Considering a tender in 2016 for 34 station program as a start.

chennai, tamil nadu, india Chennai Cycle Sharing system shall consist of 3,000-3,500 cycles at 150-170 stations . Funding for feasibility study in June 2015

gurgaon, haryana, india Investigation a pilot program of 60 bikes in 10 stations for 2014.

new delhi, dwarka district, delhi, india Planned 300 station automated system during 2014

new delhi, south delhi, india South Dehil Municipal Corporation in March 2014 had commisioned Feasbility Study for the South Dehli and rest of city.

indore, india chandigarh, india Issued request of expression of interest for a Bike share program during February 2015

Considering and Planning

mysuru,karnataka, india Planned system for spring 2013. No further info.

pune, india Public Bicycle System New Municipal tender offered in January 2013. For 3000 bicycles in 25 stations to use smart card.

TERMINATED

thane, india FreMo Believed to be terminated - not verified by 2014. Fleet: 6 stations Launched: 2009 For-profit model

CASE STUDY (INDIA)

MYBYK

AHMEDABAD, INDIA (FIELD)

AZTAG

BANGALORE, INDIA (DEKSTOP) 39

ATCAG

BANGALORE, INDIA

“Actag: Connecting Bangalore with bicycles” - DNA INDIA

“ATCAG – It’s Green, Healthy And Deserves To Succeed” - EXPLOCITY

“Actag - Wheeling in the change” - BANGALORE MIRROR

“Cycle-sharing scheme picking up speed in Bangalore” - THE SOFTCOPY

“ Bangaloreans wary of cycling, 270 registered but only 3 are part of pilot project” 40

- TOI

General Information

Network (stations)

Bicycles

User Interaction

Owner - Kerberon Automations

Total 9 stations

Unisex frame

Touch screen interaction

Opening date - Feb 2011

6-12 bicles / station

Calliper brakes

Registration - Online and On

Total 45 bicycles

Fully automated open space

GPS tagged

the spot

300 user (capacity)

Station = Kiosk + Bike dock

Advertising panls

Smart card system

Only 60 registered users

Stations located at Metro station

No adjustable seat

Biilling detail sent via sms to

One gear

user after use

For locals & tourists Implementation - BMRCL (metro) 7 rides per day

Monitoring

Relocation

User Interface

Revenue

Control center manages transac

Vehicles for redistibution

Services on web

Rs 1000 deposit (refundable)

tion and data

Based on real time data

Registration (web)

First 1 hour free

IT based tracking for bicycles

No map information

After 1 hour, Rs 10 / hour

Automated system (on spot)

No user data (web)

Payment - Cash/credit card

handles user transaction

Social media - Facebook

Prepaid from Rs 250 - 1000

Billing detail sent to user via

Govt. subsidies

SMS after use

Advertising panels on bike and stations

AZTAG SWOT ANALYSIS

STRENGTH • India first 3rd gen. Bicycle • • • •

sharing system User interactions Smart card system Cheap First 1 hr free

PROS

CONS

AUTOMATED 3RD GEN. STATIONS

SMALL SCALE

USER INTERFACE

WEAKNESS

CHEAP

• • • •

GOCERNMENT

Small coverage Less users No App No map or user information

BICYCLE DESIGN

SUBSIDIES

1ST HOUR FREE

OPPURTINITIES • Increasing infrastructure • Bicycle design • Web and App services

THREATS • • • •

Less popularity Small scale Small investment Bicycle unfriendly city

FEW OTHER SYSTEMS IN INDIA FREMO, THANE , MUMBAI, INDIA

GREENBIKE CYCLE RENTAL AND FEEDER

DELHI METRO CYCLE FEEDER

SCHEME , NEW DELHI, INDIA

SERVICE , NEW DELHI, INDIA

TERMINATED

OPERATIONAL

TERMINATED

Fremo, Thane

GreenBike cycle rental and feeder scheme , Delhi

Delhi metro cycle feeder service , Delhi

Distinguished bicycle design

Yes (logo)

Gears, Lights, Adjustable seat

Lock mechanism on station

Chain lock mechanism

No of stations

5 locations in city

At 5 (BRT) and 8 (metro stations)

3 metro stations

User interface technology

Smart card reader at station

No, manual attendant

Yes ( smart card reader at stations)

Usage eligibility

Access card (registered menbers)

Both members and non- menbers need Smart card holders only to deposit valid original ID proof which is returned after the trip

Pricing

Multiple plans, From Rs. 5 to Rs. 18 per hour

Rs. 10 for 1-4 hrs ; Rs. 5 for each hour extra

Rs. 12 per hr

Theft and vandalism measures

Membership card can help trace user

ID proof deposit can help to trace the individual easily

Users can be traced via smart cards user details

Drop on any station service

yes

No, bike must returned to station where Yes they were picked up from

Integration with public transport

Yes (important junctions are covered) ; no fare integration

Yes , only in terms of infrastructure, no fare integration

Financing

Individual investor

PPP (partnership b/w Public sector un- Private company dertaking and an advertising company)

Role of local authority

Only for provision of station space

Delhi govt. initiated the concept

BASIC FEATURES

Yes , only in terms of infrastructure, no fare integration

Only for provision of station space

FACTORS AFFECTING OR INFLUENCING SUCCESS OF BICYCLE SHARING SYSTEMS CAN BE DIVIDED IN TWO PARTS:

EXOGENOUS FACTORS: CITY SPECIFIC Size, population and employment density, topography, climate, infrastructure, bicycling experience, political goals

BSS: INSTITUTIONAL DESIGN

Model of provision: ownership and operator, type of PPP agreement, contract details, information, integration with public transport

ENDOGENOUS FACTORS Some determinant factors of BSS success are dependent on the exogenous factors, and on the actual implementation itself; therefore they are called endogenous factors of BSS success. The endogenous factors can be divided in two parts:

BSS: PHYSICAL DESIGN

Size, location, station and bicycle density, opening hours, station and bicycle design, fixed or ”flexible” technology

SWOT ANALYSIS FOR WORKING SYSTEMS IN WORLD OBSERVATIONS If we look at the swot analysis of the systems running in the world all together. It roughly sum up in the folloiwng table. As the all systems are up and running succesfully. It consists of well built infrastructure, govt. support, good designed system. But some of the systems are still facing some problems in form of small flaws in policies, bad bicycle design or real time traffic handling. All these problems are short term problems and can be rectified in the existing system only. When we say â&#x20AC;&#x2DC;nothing is perfectâ&#x20AC;&#x2122; it applies to bicycle sharing systems also. There

is always oppurtinities to improve. It depends on the particular system how the improvement will benifit, whether its in form of a value adding service, improvising the existing components, new poilicies, etc. Today all the successful systems operating around the globe have self sufficient revenue and they are running with very few small problems. which they already tried to rectify. Its up to those exogenous factors which provide a real threat to these systems.

BICING

BIXI

HANGZHOU

VELIB

STRENGTH

WEAKNESS

OPPURTINITIES

THREATS

EXTERNAL

INTERNAL

POSITIVE

STRENGTH

• • • • • • • • • • • • • •

Good coverage Infrastructure for cycling. Local Govt. support Lots of users Advanced bicycle design Advanced monitoring systems Social media activeness Self sufficient revenue Ecofriendly design Free usage Mass transportation for users Integrated with transit system Available for eveyone Easy user interaction

NEGATIVE

• Only for locals (no tourists or WEAKNESS

• Open for all users • Collaborated with public transit • Better relocation service in busy OPPORTUNITIES

• • • •

hours Portable map in apps Bicycle design Measures against theft and vandalism

THREATS

• • • • •

visitors) Needs citizen proof as identity Poor maintainence of bicycles No free ride at all Relocation issues Heavy bicycles

• Competitors • Financial trouble • High number of failures in region

SWOT ANALYSIS FOR IMPLEMENTING BICYCLE SHARING SYSTEM IN INDIA

OBSERVATIONS

As all the bicycle sharing systems in India till date is either not working or its of small scale or it does not show any promises for future. These conditions are terrifying as India need to look forward development of NMT (non motorised transportation and make it more integral part of our transit systems. If we try to apply solutions such as bicycle sharing systems, it still face a lot of factors that may affect the chances of success of such systems. Positive factors such as Govt. support, Bikeability of Indian cities and upcoming schemes from govt. has given the hope to future of bicycle sharing systems in India. If we look at intenal negatives of the analysis, we can see that there are more bad factors than the good ones. Poor planning and infrastructure on grassroot level is the biggest problem but as its exogenous factor that cannot be rectified so early, the take time and chages with course of time, while all the endogenous (physical) sactors can looked upon, studied and solved in terms of Indian context. With promises of better govt. support in future, more upcoming feeder service demand and involvement of design thinking can provide oppurtinities to improve such systems. Once such systems learn from the failures and the problem faced by all the bicycle sharing systems all over the world, and provide a viable , feasable, sustainable system for public. All the factors providing threats can be minimized with the benifits and importance of such systems in India.

POSITIVE

NEGATIVE

INTERNAL

• Lack of strong political • Low cost for short distance travel • Enviornmentally friendly • Cycling is not a new mode of STRENGTH

transportation in India. • Overall reduction in Emissions • Public places made available to the people not to vehicles • Recent interest of Indian govt. towards sustainable transport in Smart cities.

• • WEAKNESS

• • • • •

EXTERNAL

• Govt. already proposed for smart

OPPURTINITES

cities with process of revamping public transport, infrastructure and services. Bicycle sharing could be a a integral part of it • With more BRT and METRO stations coming up, such bicycle sharing system ccan fill the demand of feeder service • All new upcoming infrastructure around cities can be developed with bicycle sharing systems in focus • Bicycle sharing systems could be tailored for Indian context through design thinking

commitment towards sustainable urban transport and cycling Lack of faith in service providers and entrepreneurs Lack of design thinking in indian context Poor bicycling Infrastructure Mixed traffic conditions Concerns about safety ‘Poor man mode’ image of cycling in society Inadequate data on user groups and their needs

• The weather in India is not that • • THREATS

• • •

ideal to cycling and walking for long distances The lack of encouragement to people for using such services The lack of Design thinking in the process of Building and implementing such systems in India Lack of partition from Govt. for grassroot development Financial woes for such private initiatives Lack of knowledge about such systems

POSITIVE EXTERNALS Govt.already proposed for smart cities with process of revamping public transport, infrastructure and services. Bicycle sharing could be a a integral part of it

All new upcoming infrastructure around cities can be developed with bicycle sharing systems in focus

Bicycle sharing systems could be tailored for Indian context through design thinking With more BRT and METRO stations coming up, such bicycle sharing system can fill the demand of feeder service

Mixed traffic conditions

Lack of faith in service providers and entrepreneurs Poor bicycling Infrastructure

Inadequate data on user groups and their needs

â&#x20AC;&#x2DC;Poor man modeâ&#x20AC;&#x2122; image of cycling in society

Lack of design thinking in indian context

Lack of strong political commitment towards sustainable urban transport and cycling

NEGATIVE INTERNALS

Concerns about safety

From the swot analysis above the factors where we can study, interven and improve the upcoming systems or improvise the existing systems are positive external (oppurtinities) and negative internal (weakness. These factors can be categorized further into exogenous factors or endogenous (Institutional and physical design) factors.

EXOGENOUS FACTORS

ENDOGENOUS FACTORS (INSTITUTIONAL) Bicycle sharing systems could be tailored for Indian context through design thinking

With more BRT and METRO stations coming up, such bicycle sharing system can fill the demand of feeder service Inadequate data on user groups and their needs Mixed traffic conditions

Lack of faith in service providers and entrepreneurs ‘Poor man mode’ image of cycling in society

All new upcoming infrastructure around cities can be developed with bicycle sharing systems in focus

ENDOGENOUS FACTORS (PHYSICAL) Poor bicycling Infrastructure

Lack of strong political commitment towards sustainable urban transport and cycling

Govt.already proposed for smart cities with process of revamping public transport, infrastructure and services. Bicycle sharing could be a a integral part of it

Concerns about safety

Lack of design thinking of components in indian context

As all the Exogenous factors are dependent on the city. These factors chages by time according to its surrounding - Development of BRT and Metro for integration, cycling lanes, etc.

Poor bicycling Infrastructure

The Endogenous factors (Institutional) here are the ones which can be rectified with participation of govt. and will be reduced with the time due to development happening around. The Endogenous factors (physical) here are the factors where we can study, interven and provide solutions. These factors constitutes all the components which are dependent on physical design factor. Importance of these factors can further eloborated by ERAF system diagram and Asymmetric clustering matrix.

Concerns about safety

Govt.already proposed for smart cities with process of revamping public transport, infrastructure and services. Bicycle sharing could be a a integral part of it

Lack of design thinking of components in indian user context

• • • • • • •

Coverage area Station design Bicycle design Placement of stations Target area User interaction User interface

• NMT awareness campaign • Bicycle friendly cities • Safety policies

• • • •

BRT feeder service Metro feeder services Smart cities Subsidies

• • • • • • •

User study User based products Products fit for indian enviornment Simple Practical Durable Feasible

ASYMMETRIC CLUSTERING MATRIX

This method allows us to take two sets of entities gathered during research and see how each set breaks into clusters baseed on its relation to the other set. Seeing these clustering patterns fron unstructured list of entities is useful because they reveal high level order and help us deveolop frameworks to drive concept exploration. We will use this method to determine the factor(s) which have most impact on the attributes of bicycle sharing system hence the whole sytem. we will compare the factors influencing bicycle sharing system in India and the major attributes of bicycle sharing system with the relation, that is degree of impact in terms of contributing to success of bicycle sharing system in India.

INFLUENCING FACTORS IN INDIA

Network (stations) Bicycles User Interaction Relocation User Interface Revenue Monitoring

ATTRIBUTES OF BICYLE SHARING SYSTEM

Coverage area Station design Bicycle design Station placement Target area User interaction User interface NMT awareness campaign Bicycle friendly cities Safety policies BRT feeder service Metro feeder service Smart cities Govt. subsidies User study User based products Service for indian enviornment Simple design Practical design Durable design Feasible design

3 3 2 3 2 0 1 1 2 1 3 3 3 1 2 3 2 1 2 3 3

2 3 3 1 0 0 0 1 1 2 2 2 2 1 2 3 3 3 3 3 3

1 2 2 1 1 1 3 1 1 0 2 2 3 0 3 3 3 3 3 0 2

0 3 2 1 1 3 1 1 1 0 2 2 3 0 2 2 2 3 3 2 3

2 2 2 2 0 0 0 2 1 1 1 1 2 0 3 3 3 2 3 2 3

1 2 3 0 0 1 2 0 1 0 1 1 3 1 1 3 3 2 1 0 1

3 1 2 1 1 0 0 2 2 0 2 2 3 3 2 2 3 0 1 2 3

ATTRIBUTES OF BICYLE SHARING SYSTEM

INFLUENCING FACTORS IN INDIA

Network (stations) Bicycles User Interaction User Interface Relocation Monitoring Revenue

After rearranging the rows and coloums we can see some high level clusters. After defining and labelling these clusters some insights can be captured about these clusters which can further provide direction to the concepts.

3 3 2 3 2 0 1 1 2 1 3 3 3 1 2 3 2 1 2 3 3

2 3 3 1 0 0 0 1 1 2 2 2 2 1 2 3 3 3 3 3 3

1 2 2 1 1 1 3 1 1 0 2 2 3 0 3 3 3 3 3 2 0

2 2 2 2 0 0 0 2 1 1 1 1 2 0 3 3 3 2 3 3 2

0 3 2 1 1 3 1 1 1 0 2 2 3 0 2 2 2 3 3 3 2

3 1 2 1 1 0 0 2 2 0 2 2 3 3 2 2 3 0 1 3 2

1 2 3 0 0 1 2 0 1 0 1 1 3 1 1 3 3 2 1 1 0

Primary stage Infrastructure

Govt. participation (infrastructure and policies)

User based design Physical design

The clusters with the labelling of primary stage infrastructure shows us that the station design and other initial infrastructural part of developing a BSS makes a big positive impact on the further success of BSS in India and they provide a foundation to build a system upon. As we can see from other clusters labelled Govt. participation, integration with public transit system, Govt. initiatives for smart cities in future and to make Indian cities green and less polluted by encouraging cycling and developing bicycle based infrastructure, all these factors can provide a ground for new bicycle sharing initiatives. From the last group of clusters labelled User based design and physical design we can conclude that despite all the support and encouragement user based design is also very important for success of BSS as it enable such systems to adapt and improvise according to geographical region it is situated.

ERAF SYSTEM DIAGRAM

Roads

Range NMT campaign

INFRASTRUCTURE Products

topic

Indian context Simple design

Practical design

ilding cess of bu

SYSTEMATIC DESIGN THINKING

Station design User interaction

is a pro

Feasable design

AWARENESS

ing ild bu

Services

tte

be to s d lea

Road safety

policies

lps

Stations

Coverage

to ds lea

ERAF diagram helps us to think about the set of elements of a system and their interaction with each other. It is a synthetic in which the information through research is brought together. Through this diagram we can have idea about any possible relation and flow between all endogenous physical design factors.

Target area

ENTITIES RELATIONS ATTRIBUTES FLOW

IT resources

proj ects

USER BASED DESIGN

Policies Bicycle design

s se rea c in

User interface

es encourag

GOVERNMENT PARTICIPATION

Subsidies

Metro feeder service

Smart cities

BRT feeder service

As we can see with the ERAF diagram that infrastructure and user based design are the factors which affects the other entities most and help them grow and progress with their self development. These factors together consists atttributes which are very important in order to make bicycle sharing system a successful reality in India. To refine further, we can look at the attributes which positively affects both entities and other elements in the system as well. Then we can look upon that attribute and provide systematic user based design to help grow, improve, function and adapt in best possible way. If we look at the attributes of both entities which provides a positive affect on other attributes also and overall development of bicycle sharing system in India. In infrastructure we have stations on which most of the other attributes depends directly or indirectly in a positive way. If we provide a design solution for stations, it automatically helps other factor develop or grow. In user based design also we have station design as the most influential attribute. As User interaction, user interface, policies, bicycle design and policies, all these attribiutes are outruned by station design in terms of the priority for bicycle sharing systems in India. From the analysis for implementing bicycle sharing systems in India. It is clear that with user based simple, practical and feasible station designs. We can provide a platform for other factors of bicycle sharing system to grow, develop and suceed, as station design is the very important and primary component of a bicycle sharing systems.

Coverage

User interface

IT resources

Bicycle design

Roads

INFRASTRUCTURE

USER BASED DESIGN

Range

Target area

Policies User interaction

Station design

Stations

Coverage User interface

IT resources

Bicycle design

Station design

Roads

Policies Range Target area

User interaction

Direct influence Indirect influence

FIELD STUDY: MYBYK, AHMEDABAD, INDIA

BUSINESS MODEL

WHAT’S THE DIFFERENCE

Its not a rental bicycle service , it is a leased bicycle service in which you can

• DROP ANYWHERE • PICK FROM ANYWHERE

TARGET USERS

NETWORK OF STATIONS mybyk, ahmedabad have 9 stations located on brt routes. main features • • • • •

Mybyk stations are enclosed Mybyk stations are located around brts stations Stations used for docking + service Manual attendent for user assistance Timings: 8.00 AM to 8.00 PM

station locations • • • • • • • • •

Shivranjini brts Andhjan mandal brts Memnagar brts Sola cross road brts Isanpur brts Jashodanagar brts CTM char rasta brts Soni ni chal brts Thakkar bapa nagar brts

BICYCLES MYBYK There are 3 types of bicycle available, depending on the subscription of the user. main features : • • • • • •

unisex frame gears (optional) space for luggage advertising space rfid tagged high build quality

types of bicycle : 1. mybyk single gear bicycle 2. mybyk plus single gear bicycle with better ride quality 3. mybyk pro 7 speed gear with better ride quality

MYBYK plus

MYBYK pro

USER INTERACTION HOW IT WORKS • Manned assiastance at stations • Deposit - INR 1000 - 4000 • Id proof - temporary (local) and permanent address • Rfid tagger keys to access

MONITORING SYSTEM main features : • automated system • NFC tags and readers • real time location based traffic data

• real time user data • station and system activity • all activity registers in online server

RELOCATION

• 1 vehicle for of cycles • based on real time data • also provides home delivery and maintainence service

USER INTERFACE mybyk provides customer service via following platforms : • • • •

mybyk app service

phone (call) app (whatsapp) app (mybyk) web (website)

call and wassapp service Available Monday to Saturday from 10am - 6pm. (+91) 7043-987-987

website service

email service

social media • facebook • twitter • youtube

REVENUE revenue model

subsciption plans

Cycle

Monthly subscriptionamount

days

total subscription chages

registration fee

refundable security deposit

total payable amount

mybyk

inr 300

inr 200

inr 3,000

inr 3500

mybyk plus

inr 300

180

inr 1,800

inr 200

inr 3,000

inr 5,000

mybky plus

inr 300

360

int 3,600

inr 200

inr 3,000

inr 6,800

mybyk pro

inr 400

360

inr 4,800

inr 200

inr 4,000

inr 9,000

MYBYK SWOT ANALYSIS

STRENGTH • India’s fully functional • • • •

bicycle sharing system in Ahmedabad Govt. support Integrated with BRTS Home delivery assistance Cheap to run

WEAKNESS • Limited number of stations • Limited cycling lanes in city • Coverage area

PROS ONE OF THE INDIA’S

CONS LARGEST

SMALL NO. OF STATIONS

BICYCLE SHARING SYSTEM USER INTERACTION (CASUA L) CHEAP STATION SPACE GOVERNMENT

MANAGEMENT

SUPPORT LIMITED COVERAGE AREA

OPPURTINITIES • Can be expanded in other

areas of the city • Can motivate other cities to initiate such efforts • Can be a integral part of indian transit system

THREATS

QUALITY SERVICE SUCCESS YET BICYCLE DESIGN LOW THEFT AND VANDALISM

• Numbers of failed systems in India • Lack of safety awareness • Poor man image of cyclists

THE PROBLEM

From the research analysis of this project we concluded that with user based simple, practical and feasable station designs we can provide a platform for other factors of bicycle sharing system to grow, develop and succeed as station dwesign is the very important and primary component of a bicycle sharing systems. In mybyk also, if we observe pro and cons we can say that small coverage area is resisting the system from expanding. But, that can problematic due to cost of builing infastructure, lack of space in conjusted city areas and various other factors.

The requirement to the solution of this problem demands a solution which is innovative, feasible, simple and contains design thinking in Indian context. The solution should cover all the factors which resists bicycle sharing system in India to grow, expand and succeed.

PROPOSAL

The basic idea of the proposal is to use porta cabins as an enclosed space for bicycle stations. It is easily available feasible and also resalable. It can be transported from one place to another place via vehicles. It is stong and rigid which provides safety and durability. The idea is to transform porta containers in space efficient, user friendly stations modules by designing all the components required for a mybyk station inside the container. This enables bicycle sharing system to test adoption by public in target locations. If it underperforms at a certain location, these station module enables bicycle sharing system to relocate the station in a area of more demand. and, in case of overperforming further module can be implemented at the particular location to increase the capacity. This can provide mybyk a direction to grow and evolve.

PRESENT STATION COMPONENTS

entry

bicycle parking

In the present station entry gate is manual shutter on both end of the front side of station. A metal ramp is used to move cycle in and out. It performs its fuction properly and is stong and durable. hence , ideal material for this usage.

Bicycles are parked in casual manner close to each other to save space. Due to parking inside enclosed station, does not require locks inside. The size of the station fulfills the space required for cycles on one station.

workshop area

furniture & tool box

There is no defined workshop space in Wbicycle parking area. Workshop is seperately setup in adjacent building . it is used only for storing and servicing.

There is a table and chair for attendent. The table is used for laptop and printer and various small objects. The furniture is not designed for the particualr task and and is placed right in front of door. There is no partition for attendent and customer.

Ther toolbox is a multilayered toolbox. It can contain all the necessary tools required. Its compact and save space.

PORTABLE PARKING STATION (PLAN)

Why Porta Cabin? • • • •

Easily available Easily resalable Standard design Ideal size for portable parking station

PORTABLE PARKING STATION (ZONING)

materials and dimensions

wodden composite board • 115 x 90 x 2 cm (A) • 108 x 60 x 2 cm (B) • 90 x 20 x 2 cm (C) L angle • 3 x .2 cm (D)

RECEPTION TABLE Wooden composite boards L angle for fastening furniture to the wall

• • •

Easy to manufacture Simple modular design Easy maintenance

R2 materials and dimensions R1

Long Section

M.S. plate (wall mountings) â&#x20AC;˘ 38 x 3 x 0.2 cm x 16 units (R1) â&#x20AC;˘ 48 x 3 x 0.2 cm x 14 units (R2)

20.0

30.0 145.0

140.0 99.0

100.0

Section A-A1

Section B-B1

STORAGE SOLUTION Specially designed component for bicycle Specially designed component for wall

Both are easy to manufacture and install

10 cm extension to wall mountings alternatively allows bicycle to park in a compact space

Exteriors can be painted with themal insulation solutions

Window for light and ventilation

Solar panels can be installed as per as requirement

Spcae could be used for logo, signages,etc.

Space for advertising

Window for interacting with the user

15 bicycles could be stacked vertically

Workshop area for repair and maintenance

Maximum capacity is of 23 bicycles, 8 extra bicycles can be parked in the empty workshop area after the working hours.

materials and dimensions M.S. pipe â&#x20AC;˘ 15mm â&#x20AC;˘ 19mm

EXTERIOR PARKING RACKS

Space for adverstising

Simple and easy manufacturing

Space for cycles

This exterior bicycle rack which provides parking solution within enclosed institutional premises can be used to showcase and store bicycles outside the station.

Advertising unit

This pipe (15mm) can be inserted in to opposite end (19mm) of other module to increase the capacity of parking space

Rack module

Different Pipe size allow to join two modules of racks or advertising unit

IMPACT OF PROPOSAL ON FACTORS INFLUENCING GROWTH OF BICYCLE SHARING IN INDIA

As we concluded from the research done that station design affects most of the parts of bicycle sharing system. Some of these factors get influence directly or indirectly, for short term or long term, physically or non physically but one or other way there is always positive influence in terms of implementation growth of bicycle sharing system in India.

CONCLUSION

Bicycle Sharing combines the simplicity and efficiency of the bicycle itself with new it based bicycle sharing systems. It gives people an alternative for using a car for all trips, as it ads an extra option to public transport. It can be integrated with public transit systems to solve the ‘last mile’ problem. The concept of bike sharing is booming all over the world. Figures are going up every year as successful bike-sharing programs increase bike use and decrease traffic congestion and pollution. It is a low-cost manner of transportation, and provide people a way of transportation with perks of doing exercise and stay healthy. A lot of such systems have tried and failed but unfortunetly, India haven’t tasted success of bicycle sharing system yet. Mostly due to bad plannning, insufficient infrastructure and lack of government support. But India is realising slowly the importance of such system in recent years due to increasing pollution levels and traffic congestions and have acted in form of more initiatives around and government policies encouraging bicycle sharing systems. It is just the beginning and will take long journey till bicycle sharing systems adapts, performs and provide a solution in form of a service. As a designer, i would say India have a huge potential for such systems. With recent development of transit systems in form of Metro and Brt services, government have a chance to integrate bicycle sharing systems with transit systems. By systematically thinking and designing such systems and its components in Indian context, we can provide enviornmental friendly, practicle, affordable and simple solutions which then act as a solid foundation for such systems to learn, evolve and adapt to Indian enviornment. This will help in increase the chances of success with decreasing the failure rates. It also provides a direction till such sytems stabalize and performs in a successfull manner. It is not far when india will be one of the cycling giants in form of bicycle sharing systems but it needs patience, planning and design thinking to assist it reach there.

BIBLIOGRAPHY • Public cycle sharing systems - A planning toolkit for Indian cities - Ministry of Urban Development Government of India • A Global High Shift Cycling Scenario - ITDP • Identification of Key Attributes for Bike Sharing Systems - tom Petersen • Evaluating performance of bicycle sharing system in Wuhan, China - Prof. Dr. Huang Zhengdong • European Best Practices in Bike Sharing Systems - Panos Antoniades • Bike-sharing: History, Impacts, Models of Provision, and Future - Paul DeMaio • public Bicycle Schemes: Applying the Concept in Developing Cities - Chhavi Dhingra and Santhosh Kodukula • www.bikeoff.org • www.bikesharingmap.com • www.bike-sharing.blogspot.in • www.cyclesharing.in • www.mybyk.in • www.bicing.cat 94

• www.itdp.org