Bicycle and Station Design for a Bicycle Sharing System in Bangalore

DIPLOMA PROJECT Design of Components for Namma Cycle, A Bicycle Sharing Service Sponsor : EMBARQ India, Bangalore

STUDENT : VARUN SHYAM PROGRAMME : PGDPD

GUIDE : PRAVEEN NAHAR

2013 INDUSTRIAL DESIGN (PRODUCT DESIGN)

National Institute of Design Ahmedabad

The Evaluation Jury recommends VARUN SHYAM for the

Diploma of the National Institute of Design IN INDUSTRIAL DESIGN (PRODUCT DESIGN)

herewith, for the project titled "DESIGN OF COMPONENTS FOR A PUBLIC BICYCLE SHARING SERVICE" on fulfilling the further requirements by

Chairman Members :

*Subsequent remarks regarding fulfilling the requirements :

Registrar(Academics)

*

Design of Components for Namma Cycle, A Bicycle Sharing Service Diploma Project by : Varun Shyam Guide : Praveen Nahar

Student document publication, meant for Private Circulation only.

PGDPD, Product Design, 2010 - 2013, National Institute of Design, Ahmedabad, India.

All illustrations and photographs in this document are copyright by respective people/organizations.

Edited and designed by : Varun Shyam E-mail : varunshyam@gmail.com Processed at National Institute of Design (NID) Paldi, Ahmedabad Gujarat, India http://www.nid.edu Printed digitally in Ahmedabad, India.

September 2013

Preface As part of the curriculum at NID, the final year students are required to take up a diploma project at the end of their 4th semester (Post Graduate). This project is expected to follow the design process, and one is expected to work in the industry. The Diploma Project, is expected to be of 4-6 months duration.

The Diploma Project aims to implement the learnings of the student into an industry scenario. It exposes the student to learn how the industry functions and helps understand the limitations and constrains of working in the industry.

This helps build a better understanding for students about the workings of a studio/corporate consultancy. This experience also helps them market ideas to the right people in the right way, enabling them to make the right choices when they set foot into the industry.

The diploma project enables and enriches the students with experience with which he or she can confidently enter into the design field.

I pursued my diploma project at EMBARQ India, Bengaluru.

Acknowledgements It is my pleasure to express my thanks to National Institute of Design and EMBARQ India for offering me an opportunity to work on this project.

I would like to express my thanks to my project guide Praveen Nahar for his guidance and valuable support through the project.

Many thanks to all my faculty members and fellow students at NID, who shared their experiences and knowledge to guide me through the journey that design education is.

My sincere thanks goes to Ashwin Prabhu, Himadri Das, Sanjay Sridhar and the entire team at EMBARQ India for their support throughout the project.

Special thanks to Himadri for making his bicycle available to me and hence the opportunity to enjoy the pleasure of riding in Bengaluru.

I would also like to express my thanks to Brent Curry of BikeCAD, for providing the discounted license of his software, which greatly lightened the task of anthropometric modelling on the bicycle geometry.

I would also like to thank my family for their support and my father for his inexhaustible enthusiasm towards all of my projects.

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Table of Contents Preface 7 Acknowledgements 9

Introduction National Institute of Design The Product Design Programme at NID Sponsor Profile Namma Cycle Project brief

Research Bicycle Sharing - An Overview Generations of Bicycle Sharing The Indian Urban Transportation Scenario Bicycle Share in India Namma Cycle - How the system functions Components of a Bicycle The Unisex Bicycle Comparison of Bicycles from other PBS systems The BSA Ladybird Comparison with Bicycle forms of other PBS systems

Data Collection and Analysis Survey Results Survey Analysis Interviews with Mechanics Identification and comparison of bicycle components Detailed Project Brief

13

14 15 16 17 19 21

22 23 26 27 28 34 35 37 38 40 43

51 68 72 75 77

Design Development Bicycle Specification Recommendations The Bicycle Frame Geometry Finalised Bicycle Geometry Concept Ideation for Bicycle Station Form exploration Explorations for Luggage Rack Form exploration for mudguard Final Form with Logo and Cycle ID Number Form resolution in 3D using expanded polystyrene Preliminary render in 2D 3D modelling in Rhino 3D renders Next steps in the process

Appendix

79

80 91 112 114 120 128 130 132 134 136 138 140 151 153

Technical Drawings 154 References 155 Other Bibliography 156 List of Figures 157

Introduction Namma Cycle

Q5 Profile

Q5 Profile Answered: 87 Skipped: 2

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National Institute of Design

Fig.1.  Main Gate, NID

The National Institute of Design (NID) has been a pioneer in multidisciplinary Design Education and Research in India. The Institute functions as an autonomous body under the Department of Industrial Policy & Promotion, Ministry of Commerce & Industry, Government of India. The Business Week, USA has listed NID as one of the top 25 European & Asian programmes in the world.

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The diploma project which is the final stage of every course offered at NID, is aimed at giving the student an opportunity to take the academic learning to the real world through industry exposure.

NID aims to create design professionals of excellence to help meet India’s diverse design needs. Over a span of the last 50 years, the institution has made it a point to lay emphasis on learning and to pursue innovation-led design.

NID was set up to become a repository of design knowledge, experience and information on products, systems, materials, design and production processes related to traditional as well as modern technologies. The philosophy on which NID was set up encourages the design of products and systems of everyday use, in a spirit of restless search for indigenous design solutions, by focusing on affordable design for the masses.

The Product Design Programme at NID

Fig.2.  Design Street, NID

Product Design is concerned primarily with the relationship between products and systems, and users thereof.The product designer’s role is constantly growing as he/she understands the larger implications of products within larger systems, and the relationships with users.

Today product designers need to be increasingly aware of technological advancements, and the social and ecological impact of their work. A wide range of inputs including History of Design,

Systems Thinking and Aesthetic Development are essential in the product designer’s education.

involves an understanding of materials and processes, three dimensional form, ergonomics, human behavior and systems.

The Product Design programme at NID inculcates a user-centered approach and processes.

Responsibility and concern towards the social, physical and ecological environment is emphasized in the process of developing innovative ideas. Emphasis is placed on learning through participation and teamwork. Product Design

Design projects throughout the semesters form the core of the programme. These projects gradually increase in their level of complexity and cover a variety of situations that product designers are likely to come across in their professional careers.

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Sponsor Profile EMBARQ is a program of the World Resources Institute in Washington, D.C. The World Resources Institute(WRI) is a global environmental think tank that goes beyond research to put ideas into action. WRI works with governments, companies, and civil society to build solutions to urgent environmental challenges. WRI aims to protect the earth and promote development because sustainability is essential for meeting human needs and fulfilling human aspirations in the future.

EMBARQ’s goal is to make cities around the world better places to live.

By focusing on transport, which affects everything from prosperity to pollution, EMBARQ’s work aims to yield social, environmental, and economic benefits.

SuStainable urban tranSport in india

EMBARQ focuses on four practice areas: • • • •

Integrated Transport Air Quality and Climate Change Health and Road Safety Urban Development and Accessibility

Role of the Auto-rickshaw Sector

AKSHAY MANI, MADHAV PAI, RISHI AGGARWAL

WRI.ORG

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Fig.3. An EMBARQ Publication

Fig.4. EMBARQ’s Global Presence

Namma Cycle

Launched on August 6, 2012, the pilot service currently operates 100 cycles and 5 docking stations across the campus. There have been several issues with the cycles and docking stations, that have been highlighted by users and staff.

Namma Cycle is a public bicycling initiative in Bangalore, with the aim of increasing connectivity and creating environmentally friendly modes of public transportation. The name is inspired from ‘namma’, which means ‘ours’ in Kannada, and signifies the concept of shared ownership.

The pilot initiative, run by the Ride-A-CycleFoundation, operates at the Indian Institute of Science (IISc), Bangalore, with bicycles sponsored by TI Cycles India, part of the Muruguppan Group based out of Chennai, and bicycle station racks sponsored by BCIL, a biodiversity company based in Bangalore. The service aims to be expanded to include more bicycles, stations and a wider area.

Fig.5. Namma Cycle, IISc

Partners in this initiative are Ashwin Mahesh, of Imagine Bangalore, who is a public policy professor at IIM, Bangalore, and the CEO of Mapunity; EMBARQ India, a non-profit that helps implement sustainable urban mobility solutions; Gubbi Labs, a private research collective; and CiSTUP, the Center for infrastructure, Sustainable Transportation and Urban Planning, at IISc. Varun Shyam | PGDPD Product Design | National Institute of Design |

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Project brief

To develop designs for a bicycle and a docking station for the Namma Cycle public bicycle sharing scheme, so as to provide a high quality of service for users, while ensuring that the Namma Cycle scheme can be scaled up efficiently with minimal complexity in maintenance.

Research

Bicycle Sharing - An Overview

A bicycle sharing system makes a group of bicycles available to people, to be used as a means of personal transportation. The bicycles are stored at stations, from which they can be picked up and where they can be deposited back after use. Bicycle sharing systems are ideal for need-based, point-to-point short distance trips. They also remove the burden of ownership from the users.1

of the pool of resources that the bicycles form.

The primary difference between a bicycle rental system and a bicycle sharing system is that while the former allows one to borrow bicycles for any period of time as desired, the latter is meant to be a quick means of commute within the service network, and discourages the use of bicycles for extended periods, often through fines or incremental charges. Bicycle sharing systems aim to maximise the utilisation

The terms ‘Public Bicycle Sharing’(PBS),‘Bicycle Sharing System’(BSS), ‘Community Bicycle system’ and ‘Bikeshare’ have come to be interchangeably used to describe such systems.

‘Public Bicycle System’ as a term, though, may only truly be justified if the system is open to public access. While ‘Bikeshare’ is a popular term, it may be ambiguous in the Indian context due to the fact that ‘Bike’, in India, most often refers to ‘Motorbike’ and not ‘Bicycle’.

1 M.Gupta et al, A Report on Public Bicycling Scheme and its Relevance in Indian Cities, EMBARQ internal document

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Fig.6. Denver B-cycle

The scale of a bicycle sharing system may range from as low as two stations to a city wide dense network of stations. There are many types of bicycle sharing systems in existence, varying from each other in the technologies they use, their scale of operations and their service model.

PBS systems have been introduced in cities across the world, many of which have proven successful in engaging the public and helping to rekindle a culture of bicycling in these cities.

A well implemented PBS system can result in many benefits, some of which are listed below.

• An alternative mode of personal transportation for short distances - This may be very helpful in cities with high rates of traffic congestion, and may very well prove to be a quicker means than motorised transportation. 2 • They can be useful for last mile connectivity, to make other public transportation services more accessible and thus help reduce private motorised transport.

• They can help foster an ecosystem of bicycling in the city, through the development of a bicycling culture and bicycling infrastructure such as dedicated lanes.

• There are also many indirect benefits such as reduced emissions, reduced congestion on roads, and health benefits.

Fig.7. Melbourne Bike Share

Generations of Bicycle Sharing First Generation: Bicycle share programs, in some form or the other, have existed for over 4 decades now. The 1st generation of bicycle sharing systems were entirely free to use, without any security mechanism. Most of these systems failed due to rampant theft and vandalism of the bicycles.

2 Transport Canada, Bike-sharing Guide, 2009

Some examples of such systems still exist, albeit in a more controlled environment where the probability of theft and vandalism is reduced.

It is widely believed that the first bicycle share program was the Witte Fietson(White Bikes) launched in Amsterdam in 1965.3 3 DeMaio 2009, ‘Bike-sharing: History, Impacts, Models of Provision, and Future’, Journal of Public Transportation,Vol. 12

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Second Generation: The main distinguishing factor of the 2nd generation BSS is the requirement of a security deposit for the use of a bicycle. The bicycles remain locked at the docking station, until the coin deposit is made.

When the bicycle is returned the deposit is refunded to the user. “...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. While more formalized than the previous generation, with stations and a nonprofit organization to operate the program, 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.”

-DeMaio 2009 Third Generation: 3rd generation bicycle sharing systems attempt to minimise theft and vandalism by using systems where the customers and the bikes have identities. This is made possible through various technologies such as magnetic stripe cards, telecommunication connectivity, RFID, credit card recognition, on board computers and others. The bicycles are secured to the docking stations using electronic locking mechanisms.

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bikeshare map

Fig.8. Global Bicycle Share Map

Some examples of 3rd generation BSS are Vélib’ in Paris Bixi in Montreal and Bicing in Barcelona.

Fourth Generation: The next generation of bicycle sharing systems is still being defined, as BSS programs bring newer features to their services. Some systems claim the 4th generation tag based on additional features over the 3rd generation, but since they are usually not very different from 3rd generation systems they could possibly be referred to as 3+ gen-

eration systems.

Some of the features that may be characteristic of 4th generation systems are : • • • •

Improved sustainability and efficiency Real time bicycle and dock status access GPS navigation Seamless integration with other public transportation modes such as buses and rail, using common cards, passes, etc.

a

b

d

e

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Fig.9. 

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The Indian Urban Transportation Scenario “India is experiencing rapid urbanization. According to a study (McKinsey & Company, 2010), the population of Indian cities will grow from an estimated 340 million in 2008 to 590 million by 2030.

In the face of this expected growth, it is critical to improve urban transport to ensure high quality of life in Indian cities, in terms of fast and reliable commutes, better air quality and public health, safe transport, and equitable mobility options for all sections of society.

Recognising the trend in Indian cities, the Government of India has also recently started paying attention to sustainable urban transport and is wisely following the North European solution of developing urban transport systems focused on public transport and non-motorized transport.This is more desirable than the automobile-dominated North American model, both from the livability and emissions point of view. ” -M.Gupta et al, A Report on Public Bicycling Scheme In 2006, the NUTP4(National Urban Transport Policy) was implemented, with an emphasis on the use of public transport facilities and 4 http://urbanindia.nic.in/policies/TransportPolicy.pdf

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Fig.10. Traffic in India

non-motorized modes over the use of personal vehicles. By making cheap alternatives to private motorized travel easily accessible, governments hope to reduce traffic congestion, carbon emissions and enable residents to become healthier.

PBS can play an important role in fulfilling the objectives of the NUTP. • PBS can provide for a viable alternative mode of transportation for short distances, and help reduce the increasing congestion in Indian cities.

• PBS can be a key supporting factor in the uptake of other public transport facilities such as BRTS (Bus Rapid Transit System) and Metro, which are currently in early phases in many Indian cities.

• PBS can help push for development of bicycling infrastructure in Indian cities, which are currently focussed towards vehiclecentric development plans.

• PBS is also a sustainable mobility option with the potential benefit of conservation of fossil fuels. Additionally, bicycles require minimum public space for parking, thus enhancing the city landscape and public land use.

Bicycle Share in India

Fig.11. Cycle Chalao, Mumbai

In recent years, there have been attempts at introducing Bicycle Sharing Schemes in various cities in India. Most of these programs did not have a full city-scale network for their services.

Some of the issues they have faced are - lack of funding, lack of government support, and absence of city-level bicycling infrastructure. It is also of interest that all of them have used offthe-rack bicycles for their services, due to the non-availalbility of bicycles designed specifically for PBS, in India.

Fig.13. Fremo, Mumbai

Fig.12. GreenBike, Delhi

Most of these services also have manual issuing and return of bicycles, managed by station managers at each docking station. atcag, in Bengaluru, stands out with their automated docking stations. Namma Cycle uses IT enabled devices for a centralised record of issuing, returns and other usage parameters.

With the recent attention of the government on the importance of Public Transport and PBS in specific, there is hope of increased funding and advancements in infrastructure and policy for PBS.

Fig.14. atcag, Bangalore

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Namma Cycle - How the system functions

to be an important step to identify and face the challenges of expanding the system to the city level.

Operating model Number of stations : 5 Operating hours : 9 am - 6 pm Namma Cycle has two types of users: Members : For a fixed monthly fee, which is currently Rs 100, members can have unlimited number of trips during the operating hours. Each trip is limited to 30 minutes, so as to ensure that the cycles are not kept unused for longer durations. This helps ensure continuos circulation of the bicycles through the day. Usage beyond 30 minutes is discouraged by means of extra usage charges of Rs 5 per 30 minutes, after the first free 30 minutes.

Fig.15.  Namma Cycle Station Manager at one of the stations

The Namma Cycle pilot project commenced within the IISc campus, in August of 2012.

During a year of running the service, it was possible to identify the shortcomings within the system and hence attempt to find solutions for them.

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The IISc campus is spread over a vast 350 acres of land. The Namma Cycle service has 5 stations within the campus and one planned outside, at the Malleswaram 18th cross junction. This station would be supplemented with adequate infrastructure such as dedicated bicycle lanes. The external station is expected

Non members : Non members can use the service by paying a fee of Rs 5 per 30 minutes.

Users from outside IISc have to deposit an ID card as security at the bicycle station.

Fig.16.  Namma Cycle Station, CiSTUP

The distance between stations range from 0.9 km to 2.2 km.

Average peak times for a direct ride between any two stations, at a leisurely pace, have shown to be approximately 10 minutes.

Thus the 30 minute free ride window provides ample time to commute between stations.

Staff : The service has a staff strength of 8-11 including 5 Station Managers, 2 Mechanics, one or two standby Station Managers, an Assistant Operations Manager and an Operations Manager. Apart from this, RACF (Ride a Cycle Foundation) is actively involved in the management and other activities of Namma Cycle.

Proposed Station

Fig.17.  Namma Cycle Station Map

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Fig.19.  Namma Cycle Redistribution Tricycle

Fig.18.  Namma Cycle Station, CiSTUP

The Bicycle : The bicycles in use are BSA Ladybird models, which have been painted in the yellow colours of Namma Cycle. Each bicycle has an identity in the form of a number, which is stuck on to the frame of the bicycle. This helps the station managers identify the bicycles while they are issued or returned.

The Stations : The current stations are very basic in their design. Ordinary bicycle docks are used to keep the bicycles during the day.

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day, the bicycles are all chained together and locked to the docks.

Redistribution : When there is an imbalance in the stock of bicycles at various stations, it is necessary to manually replenish the stock at the empty stations by transferring them from stations where the bicycles are in surplus.

This is especially important during peak usage hours. The redistribution is currently done using a cargo tricycle which is operated by the two mechanics.

Database : The details of issuing and return of bicycles are stored in real time in an online database. This is made possible using an Android phone application which was made specifically for this purpose. The station managers are equipped with phones running this application, on which they enter details of issue/return of the bicycles. This enables them to know the exact trip durations and applicable extra charges if any. It also gives useful indicators of the usage patterns.

Fig.21. Namma Cycle Mechanics at their workstation

Fig.20. The Mobile App

The digital setup provides for a very useful means of managing the system, but in order to counter the eventuality of any system downtimes, there is a level of redundancy built into he system. The station managers have a register book in which details of issue/return of bicycles are entered. The user is given an issue slip, which can be used to deduce the trip duration, when the bicycle is returned. The operations manager has access to the database which shows various information such as trip patterns, cycle availability at stations, etc.

Procedure : • If the user is not a member of Namma Cycle, the non-member procedure is completed before the normal procedure.

• The user picks up a bicycle from the rack. and shows the Namma Cycle member card to the station manager.

• The station manager notes down the member ID and cycle ID on both the mobile application and the register book.

• The station manager then gives the user the issue slip with details of member ID,

• • • • •

cycle ID and time of issue.

The user completes the trip and brings the bicycle back to any Namma Cycle station.

The user shows his issue slip to the station manager.

The station manager records the data of the trip on the mobile application and in the register.

Appropriate charges, if any are collected from the user, based on trip duration.

The bicycle is returned to the stand.

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a

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c

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h

Fig.22. 

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Additional procedure for non-members, before regular procedure • The user shows a valid IISc ID card and leaves their phone number with the station manager. • In case of visitors from outside IISc, a valid Govt. ID card may have to be left as security with the station manager. The station managers are allowed some discretion in this matter.

The Namma Cycle system has most of the characteristics of a third generation system, such as a central database for station status and identification of the bicycles and users.

On the other hand, Namma Cycle uses a very basic setup for the stations and relies heavily on the station managers for the functioning of the system. This may create bottlenecks during peak hours, especially when the network expands and the user base grows.

Therefore it may be appropriate to call Namma Cycle a 2+ generation Bicycle Sharing System.

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Components of a Bicycle

Fig.23.  Components of a Bicycle

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The Unisex Bicycle

Fig.24. A unisex frame bicycle `

A product can be called ‘unisex’ if it is designed for or suitable to both sexes.5 In the case of bicycles this would mean that the frame has no top tube or a very low top tube. Essentially, such a configuration is equivalent to what is called the women’s bicycle. There may be a tendency for men to not prefer unisex bicycles, regarding them as women’s bicycles.

The Context of the Women’s Bicycle In the late 1800s, towards the end of the Victorian era, bicycling as a culture had reached a height of popularity unlike ever before.6 5 www.thefreedictionary.com/unisex 6 http://cyclingsisters.org/node/5020

Fig.25. Victorian-era Women with bicycles

Fig.26. Lady in Sari on bicycle Fig.27. Man in Lungi with bicycle

As women started riding bicycles, it was deemed necessary to design bicycles that allow them to cycle wearing skirts and elaborate dresses, which was the usual attire for them at that period. It was considered indecent for women to wear pants or other clothing that did not subscribe to these norms. Bicycles without top tubes or with low top tubes were made for this very purpose. Such a design is called a ‘Step-through design’.

The Indian Context In the Indian context, common attire such as skirts and sarees for women, and dhotis and lungis of various forms for men, may be better suited to riding on a Step-through design bicycle as opposed to one with a top-tube.

In the current scenario, while there may not be a dress code dictating the design direction of the bicycle, it is still advisable to keep a Step-through design, to cater to riders wearing skirts, dresses or similar attire and for general ease of use.

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A Comparison of Bicycle Specifications from popular PBS systems

Bixi, Barclays, Citibike

Fig.28

Velib

B cycle

Fig.30

Fig.29

Bicing

Fig.31

Weight kg

23

22.5

20.4

16.8

Tyre size

Info unavailable

26”

Info unavailable

Rear wheel mtb(<26”), front wheel 20”, wide tires

Flashing lights

Front, rear. Front wheel powered, also runs 120s after bike stops

Front, rear. Front wheel powered, runs a few minutes after bike stops

Front, rear. Auto on. Charged at station

Dynamo/battery

Front hub dynamo, Shimano

Front hub dynamo, Shimano

Info unavailable

Front hub dynamo

Luggage

Front rack with elastic cord

Front basket

Front basket

Front rack integrated with handle

Gear

3-gear hub, Shimano

Shimano Nexus 3-speed IGH (Internal Gear Hub)

3 speed

Shimano Nexus 3-speed IGH

Brake

Hub

Hub

Hub

Rear hub brakes, front v brake

Not provided

Integrated cable in basket

Integrated cable in basket

Not provided

Schwalbe Marathon Plus

Schwalbe Marathon

Info unavailable

Info unavailable

Adjustable

Adjustable

Adjustable

Adjustable

Lights

User Lock Tires Seat height

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Comparison of Bicycles from other PBS systems

Some of the Standard Practices from PBS systems across the globe are listed below.

• Adjustable seats - For comfortable usage of a wide range of anatomies • Luggage racks/baskets • Absence of top tube on bicycle frame • Automatic lights that stay on for some time, even when pedalling stops • 3 speed internal gear hub • Hub brakes • Hub dynamo • Specialised tyres • Non standard sizes of parts and fasteners can be used to discourage theft The table on the facing page shows a comparison of the bicycle specifications used in some of the popular PBS systems around the world.7 Facing page Fig.28. Barclays Cycle Hire, London Fig.29. Velib, Paris Fig.30. B-cycle, San Antonio Fig.31. Bicing, Barcelona

7 http://www.londoncyclist.co.uk/why-do-boris-bikes-hardly-everget-punctures/ http://www.theengineer.co.uk/home/blog/boris-bike-gets-the-engineer-test/1004046.article http://www.bikeoff.org/design_resource/dr_PDF/schemes_public_ bicing.pdf

Observations: The bicycles in Bixi and Bicing are not provided with user locks (i.e a lock that may be temporarily used in between the journey). While this may be a hindrance from a user’s point of view, it also discourages the user from stopping anywhere other than the docking station, hence reducing the probability of vandalism and theft.8 8 http://cycling-intelligence.com/2012/07/27/how-the-velib-compares-to-the-boris-bike-a-personal-account/

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The BSA Ladybird

Fig.32a

Fig.34a

Fig.33a

Organic Curves

Straight tubes, Less curves

Fig.35a

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Fig.36a

Fig.32. BSA Ladybird

Fig.35. BSA Ladybird

The facing page shows some of the BSA ladybird bicycle models in the market. The form characteristics can be observed in the monochrome images. The presence of organic curves can create a softer, feminine aesthetic in the physical form of the bicycle frame.

Fig.33. BSA Ladybird

Fig.34. BSA Ladybird

Fig.36. BSA Ladybird

Fig.37. Namma Cycle, Bengaluru

Shown above are colour images of the same bicycles and the repainted Namma Cycle version. It can be observed that both the basic form and the colours affect the perception of the bicycle.

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Comparison with Bicycle forms of other PBS systems

Fig.38. Velib, Paris

Fig.39. Nextbike, Wroclaw

Fig.40. C bike, Kaohsiung Fig.41. OV-fiets, Netherlands

Very organic

Organic Basket a la Women’s Bicycle

Geometric frames

Fig.43. B-cycle, Nashville

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Fig.42. Bikemi, Milan

Thinner frame tubes

Classic roadster likeness

Luggage racks with non-feminine aesthetic

Fig.44. Bixi, Montreal

Unique frame geometry

http://Fig.45. Sharebike, Norway

Fig.46. Bicing Barcelona

Fig.37a Namma Cycle

As the form comparison on the facing page shows, most PBS bicycles have no top tube or a very low top tube. Thus they all have a step through design, in order to make the bicycles unisex.

Forms to avoid

Men may have a disinclination towards riding such bicycles, which they may perceive as ‘women’s bicycles’ rather than unisex bicycles.

Therefore it is important to make the bicycle look less like the conventional women’s bicycle.

Design directions for Bicycle Aesthetics A bold and strong design language can be used.

Organic, feminine forms should be avoided.

Geometric forms with sharper features could be explored.

Fig.47. Classic Roadster bicycle

The traditional women’s bicycle form should be avoided. Accessories such as the commonly used basket on women’s bicycles should also be avoided.

Most captive cyclists in India can be observed to use the traditional roadster style bicycle.

Therefore this form should be avoided, in order to separate the image of the PBS from those of captive cyclists. There is a necessity for the PBS to be appealing to a wider range of users, especially ones who can afford motorised transport. These users are the ones who may convert from other modes such as cars and rickshaws to PBS.

Fig.48. Classic Women’s bicycle

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Data Collection and Analysis

The next step in the process was to identify the shortcomings of the existing system and to understand the needs of a bicycle sharing system in the given context, primarily from a product design perspective.

This was done through multiple methods such as • Quantitative and qualitative surveys of users and non users at IISc • Interviews of Namma Cycle staff • Bodystorming - Experiences had while using the system, as a normal user The following pages show the questionnaire format which was used for the survey.

Fig.49. Namma Cycle

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Namma Cycle Perception Survey 1. Name 2. Age

a. Below 17

b. 17 - 30

c. 30 - 50

d. Above 50

3. Gender

a. Male

b. Female

c. Other - mention

4. Do you live on campus?

a. Yes

5. Profile

a. Student c. Other staff

b. No b. Faculty, management and their families d. Visitor - including visiting faculty, visiting students, interns, etc

6. Pick from the list, the mode of travel within campus, that you use the most a.Car

b.Motorcycle

c.Personal bicycle

d.Namma Cycle

e.Walking

7. Are you a Namma Cycle member? a. Yes

b.No

If YES, continue.

If NOT, please go to page 3 For Members 8. For how many months have you been a Namma Cycle member?

9. How often do you use Namma Cycle? a. More than once a day d. A few times a month

b. Once a day e. Rarely

c. A few times a week

Survey Page 1 Varun Shyam | PGDPD Product Design | National Institute of Design |

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10. What is the primary purpose of your Namma Cycle usage?

Utilitarian travel - when your purpose is just getting from one place to another, eg. Hostel to main gate, Bazaar to canteen, etc. a. Fun / leisure

b. Utilitarian travel

11. Do you usually carry bags or other luggage while riding? a. Yes

b.No

12. Have you ever experienced a breakdown of the bicycle, while riding Namma Cycle?

Continue to Page 4

Survey Page 2

46 | Diploma Project | Namma Cycle

For Non Members 8. Have you ever used Namma Cycle?

Have Used Before 9. How long were you using Namma Cycle? a. Once b. About a week c. About a month d. Other (specify) 10. What are the main reasons for your quitting Namma Cycle?

Never used 9. What are the main reasons for your not using Namma Cycle?

I was not aware of Namma Cycle I do not know how to ride a bicycle I have my own bicycle

I got my own bicycle

I use motorised travel

I shifted to motorised travel

I do not like the way it looks

I do not like the way it looks

It is not comfortable

It is not comfortable

The charges are too high

The charges are too high

The bicycle station is not located near where I travel.

The bicycle station is not located near where I travel.

Other (please specify)

Other (please specify)

10. Rate the styling and looks of the current Namma Cycle Excellen t

Good

Accepta ble

Below par

Poor

Continue to Page 4 11. What improvements in Namma Cycle, would make you consider using it?

END OF SURVEY

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13. Rank the following features in terms of desirability for your ideal Namma Cycle bicycle.

There are 6 features. Give them ranks from 1-6 based on your priority.

Adjustable seat Gears Lights Locks Luggage rack Adjustable handle 14. Are there any other features you would like to see in Namma Cycle?

15. Rate the following attributes of the current Namma Cycle Excellent

Good

Acceptable

Below par

Poor

Styling and looks Riding comfort Riding safety

Survey Page 4

48 | Diploma Project | Namma Cycle

16. Specific comments, if any, regarding - Styling, Safety, Comfort, Convenience

17. We appreciate any other suggestions you may have, to help Namma Cycle give you a better experience.

End of Survey

Survey Page 5 Varun Shyam | PGDPD Product Design | National Institute of Design |

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Fig.50.â&#x20AC;&#x201A; Namma Cycle users filling out survey forms

50 | Diploma Project | Namma Cycle

The survey was conducted at IISc with 120 participants, out of which 67 were Namma Cycle users. The survey threw light upon perceptions of both users and non-users, and the current shortcomings in the system. In addition, detailed interviews were conducted with the two mechanics of Namma Cycle, the Operations Manager and the Station Managers of Namma Cycle.

Survey Results Namma Cycle

Q2 Age Answered: 120 Skipped: 0 Below 17

Above 50 30 - 50

17 - 30

Answer Choices

Responses

Below 17

0.83%

1

17 - 30

79.17%

95

30 - 50

16.67%

20

Above 50

3.33%

4

Total

120

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Namma Cycle

Q3 Gender Answered: 120 Skipped: 0

Female

Male

Answer Choices

Responses

Male

67.50%

81

Female

32.50%

39

Other

0%

0

Total

120

#

Other

Date

There are no responses.

52 | Diploma Project | Namma Cycle

Namma Cycle

Q4 Do you live on campus?

Answered: 120 Skipped: 0

Yes No

Answer Choices

Responses

Yes

47.50%

57

No

52.50%

63

Total

120

Varun Shyam | PGDPD Product Design | National Institute of Design |

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Namma Cycle

Q5 Profile Answered: 118 Skipped: 2

Visitor including visiting...

Other staff Student

Faculty, management and their families

Answer Choices

Responses

Student

58.47%

69

Faculty, management and their families

9.32%

11

Other staff

12.71%

15

Visitor - including visiting faculty, visiting students, interns, etc

19.49%

23

Total

54 | Diploma Project | Namma Cycle

118

Namma Cycle

Q6 Pick from the list, the mode of travel within campus, that you use the most Answered: 120 Skipped: 0 Car Motorcycle Walking

Personal bicycle Namma Cycle

Answer Choices

Responses

Car

1.67%

2

Motorcycle

13.33%

16

Personal bicycle

35.83%

43

Namma Cycle

27.50%

33

Walking

21.67%

26

Total

120

Varun Shyam | PGDPD Product Design | National Institute of Design |

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Namma Cycle

Q7 Are you a Namma Cycle member?

Answered: 120 Skipped: 0

Yes

No

Answer Choices

Responses

Yes

35%

No

65%

Total

56 | Diploma Project | Namma Cycle

42 78 120

Varun Shyam | PGDPD Product Design | National Institute of Design |

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Namma Cycle

Q9 How often do you use Namma Cycle?

Answered: 42 Skipped: 78

Rarely

A few times a week More than once a day

Once a day

Answer Choices

Responses

More than once a day

50%

Once a day

19.05%

21 8

A few times a week

19.05%

8

A few times a month

0%

0

Rarely

11.90%

5

Total

42

Inference 50 % of members use the service multiple times a day

58 | Diploma Project | Namma Cycle 13 / 32

Namma Cycle

Q10 What is the primary purpose of your Namma Cycle usage?

Answered: 42 Skipped: 78 Fun / leisure

Utilitarian travel

Answer Choices

Responses

Fun / leisure

4.76%

2

Utilitarian travel

95.24%

40

Total

42

Inference 95.24% of members use the service for utilitarian purposes.

Less than 5% use it for leisure, maybe also due to the fact that the free trip time limit is 30 min.

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Namma Cycle

Q11 Do you usually carry bags or other luggage while riding?

Answered: 42 Skipped: 78

No

Yes

Answer Choices

Responses

Yes

61.90%

26

No

38.10%

16

Total

42

Inference 61.9% members carry luggage while riding.

Hence a luggage carrier would be a desirable feature.

60 | Diploma Project | Namma Cycle

Namma Cycle

Q12 Have you ever used Namma Cycle?

Answered: 77 Skipped: 43

Yes

No

Answer Choices

Responses

Yes

32.47%

25

No

67.53%

52

Total

77

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Namma Cycle

Q13 How long were you using Namma Cycle?

Answered: 24 Skipped: 96

Other (please specify) Once

About a month About a week

Answer Choices

Responses

Once

41.67%

10

About a week

12.50%

3

About a month

12.50%

3

Other (please specify) Responses

33.33%

8

Total

24

#

Other (please specify)

Date

1

Once a week, currently

6/13/2013 1:26 PM

2

2 months

6/7/2013 12:19 PM

3

whenever my own cycle was not available

6/6/2013 2:07 PM

4

Twice

6/6/2013 11:18 AM

5

at least 3-4 times in last 2-3 months

6/5/2013 8:45 PM

6

Occasionally - no fixed schedule

6/5/2013 7:09 PM

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Namma Cycle

Q14 What are the main reasons for your quitting Namma Cycle?

Answered: 23 Skipped: 97

I got my own bicycle I shifted to motorised travel I do not like the way it looks It is not comfortable The charges are too high The bicycle station is not locate...

0

3

6

9

12

15

Answer Choices

Responses

I got my own bicycle

47.83%

11

I shifted to motorised travel

13.04%

3

I do not like the way it looks

0%

0

It is not comfortable

13.04%

3

The charges are too high

8.70%

2

The bicycle station is not located near where I travel

30.43%

7

Total Respondents: 23

# 1 2 3 4

Inference â&#x20AC;˘ Migration to personal bicycles seem to be the prime I still use it when I visit IISc reason for quitting Still using â&#x20AC;˘ Non availability of stations near popular points of travelThe seat height is not appropriate for me is the second reason Other (please specify)

Did not quit using Namma cycle

Date

Comments indicate that the registration process and 6/13/2013 1:26 PM usage details are not clear. A display system could be 6/6/2013 2:07 PM implemented at all stations to clearly communicate the process.

6/6/2013 10:44 AM 6/5/2013 8:45 PM Varun Shyam | PGDPD Product Design | National Institute of Design |

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Namma Cycle

Q15 What are the main reasons for your not using Namma Cycle?

Answered: 47 Skipped: 73

I was not aware of the Namma Cycl...

I do not know how to ride a bicycle I have my own bicycle I use motorised travel I do not like the way it looks It is not comfortable The charges are too high The bicycle station is not locate...

0%

Answer Choices

I do not know how to ride a bicycle

I use motorised travel

60%

80%

100%

Inference 4.26%

2

2.13%

1

People who usually walk have stated two main reasons for not taking up Namma Cycle 63.83% â&#x20AC;˘ High charges 8.51% â&#x20AC;˘ Non availability of stations near their points of travel

30 4

8.51%

4

People who use walking as the preferred mode, are a prospective target group for Namma Cycle. If their concerns 17.02% rate of conversion from walking to Namma Cycle. regarding Namma Cycle are addressed, there may be a good

3

I do not like the way it looks It is not comfortable

40%

Responses

I was not aware of the Namma Cycle service

I have my own bicycle

20%

6.38%

The charges are too high

The bicycle station is not located near where I travel.

Total Respondents: 47

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17.02%

8 8

Namma Cycle

Q16 Rate the styling and looks of the current Namma Cycle Answered: 44 Skipped: 76

(no label)

0

(no label)

Excellent

1

Good 4.55% 2

2

Acceptable 47.73% 21

3

4

Below par 36.36% 16

5

Total

Poor 11.36% 5

0% 0

Average Rating

44

2.55

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Namma Cycle

Q18 Have you ever experienced a breakdown of the bicycle, while riding Namma Cycle?

Answered: 64 Skipped: 56

Yes

No

Answer Choices

Responses

Yes

29.69%

19

No

70.31%

45

Total

64

#

Comments, if any

Date

1

once

6/13/2013 2:40 PM

2

Once, it didnt have a brake

6/13/2013 1:06 PM

3

Some cycles are in bad condition

6/13/2013 12:38 PM

4

less air in tyres, no breaks

6/8/2013 6:06 PM

5

brakes doesn't work

6/7/2013 7:28 PM

6

flat tire, broken padel

6/7/2013 6:21 PM

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Namma Cycle

Q19 Rank the following features in terms of desirability for your ideal Namma Cycle bicycle. You can do so by dragging the options up/down Answered: 56 Skipped: 64 50 40 30 20 10 0 Adjustable seat

1

1

2

Gears

2

Lights

3

3

Locks

4

5

4

Luggage rack

Adjustable handle

6

5

Total

6

Average Ranking

Adjustable seat

48.21% 27

17.86% 10

21.43% 12

7.14% 4

3.57% 2

1.79% 1

56

4.95

Gears

17.86% 10

17.86% 10

12.50% 7

23.21% 13

12.50% 7

16.07% 9

56

3.57

Lights

3.57% 2

7.14% 4

16.07% 9

7.14% 4

32.14% 18

33.93% 19

56

2.41

Locks

16.07% 9

23.21% 13

17.86% 10

26.79% 15

10.71% 6

5.36% 3

56

3.91

Luggage rack

7.14% 4

16.07% 9

17.86% 10

26.79% 15

19.64% 11

12.50% 7

56

3.27

Adjustable handle

7.14% 4

17.86% 10

14.29% 8

8.93% 5

21.43% 12

30.36% 17

56

2.89

Varun Shyam | PGDPD Product Design | National Institute of Design |

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Survey Analysis RESPONSE COMPARISON - People using different modes of travel

Inference People who usually walk have stated two main reasons for not taking up Namma Cycle â&#x20AC;˘ High charges â&#x20AC;˘ Non availability of stations near their points of travel People who use walking as the preferred mode, is a prospective target group for Namma Cycle. If their concerns regarding Namma Cycle are addressed, there may be a good rate of conversion from walking to Namma Cycle.

68 | Diploma Project | Namma Cycle

RESPONSE COMPARISON - Campus Residents vs Non residents Yes = Resident

No = Non-resident

Inference The most popular mode of travel for residents is their personal bicycles.

The most popular mode of travel for non - residents is Namma Cycle.

The residentsâ&#x20AC;&#x2122; preference of personal cycles may also be due to the non-availability of Namma Cycle after 6 pm.

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Compilation of Inferences, Suggestions and Challenges

Inferences towards Bicycle Design • 61.9% members carry luggage while riding.

Hence a luggage carrier would be a desirable feature • Men have rated the bicycle styling significantly lower than women • Bicycle features in terms of preference

Adjustable seat 1 Locks 2 Gears 3

Luggage rack 4 Adjustable handle 5 Lights 6

From the qualitative anwers and some user interviews : • Numerous requests for ‘Men’s cycles’ • Requests for smaller cycles for shorter people • Indication that brakes are subject to frequent failure

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A high percentage of non-users have personal bicycles. Once the next generation of students come in, they may take up Namma Cycle instead of a personal bicycle. To make this viable, there are some factors to consider such as • reliable bicycles, • round the clock service • targeted marketing, • a good network of stations covering the entire campus.

Some of the other issues that came up in the interviews and qualitative questions are listed in the next table along with possible solutions and challenges.

Sl No Issue 1 Migration to personal bicycles seems to be the prime reason for people quitting Namma Cycle. Also, the most popular mode of travel for campus residents is their personal bicycles.

2

3

Non availability of stations near popular points of travel is a popular reason for quitting Namma Cycle 95.24% of members use the service for utilitarian purposes. Less than 5% use it for leisure

Suggestion To make Namma Cycle a viable alternative to personal cycles • 24x7 service • Increased density of stations • Bicycles allowed to be used outside campus Increased density of stations

Encourage Namma Cycle as a means of recreation, in addition to just transportation, and hence create a larger user base • Better bicycle infrastructure • Green zones/lanes exclusively for bicycling • Extended free use time, beyond the current 30 min

Challenges • Personnel • Personnel and infrastrusture • Security - theft and misplacement Personnel and infrastructure

• Funds, planning and construction • • Revisions in revenue pattern, unanticipated usage patterns

4

Ambiguity regarding registration, fees, membership

Better display of registration process and usage plans at the stations, and also online - on the blog, on facebook and other media

5

Discontent regarding charges, esp. amongst frequent users who are not members

Revised plans may be devised to cater to more people. Weekly passes could be issued, for people who are not monthly members, but still use it frequently at times.

• Revisions in revenue pattern

6

Non availability of cycles during peak hours

• Efficient redistribution of cycles between stations • Larger pool of cycles at popular stations

• Personnel and infrastructure • Station management

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The seats, pedals, wheels and tubes were given bad ratings. The reason for the bad ratings for each part was explained by the mechanics.

Interviews with Mechanics

Seat : In a bicycle share system, the most commonly adjusted parameter is the seat height. In the current bicycle the seat is clamped using a nut and bolt, which is cumbersome for frequent adjustments. Additionally, it is difficult to move the seat up and down along the seat tube, even when the nut is loosened.This causes high stress on the seat frame, which often causes breaking of the seat joinery.

Pedals : The pedals have been reported to be brittle and have broken often during normal use.

Wheels : The wheels have been reported to bend during normal use, and the mechanics have to spend considerable time in fixing them.

Fig.51.â&#x20AC;&#x201A; Namma Cycle Mechanics Raju and Pradeep

Detailed interviews were conducted with the mechanics at Namma Cycle, in order to obtain their opinions on the bicycles and recommendations regarding various parts.

They were asked to rate the following parts as Good, Acceptable or Bad, in the current batch of bicycles: 72 | Diploma Project | Namma Cycle

Tubes :The largest part of the mechanicsâ&#x20AC;&#x2122; time is spent on fixing punctures in the bicycle tyres and filling them with air.

Seat Handle Brake lever Brakeshoes Pedal Chain Wheel

Tyre Tube Spokes Sprocket Crank Stand Fasteners

Brakeshoes : The brakeshoes wear out quickly and often break off from the callipers.

Locks : The locks used on the bicycles were not secure as the keys from one bicycle could be used on others.

Another recommendation from the mechanics was sprung seats for improved comfort.

Fig.52. Namma Cycle Station

It is of note that initially, it was difficult to obtain objective answers from the mechanics, to questions regarding their work, such as ‘What are the problems that you have faced during your daily work?’. One of the reasons for this may be their having been attuned to the work, and any issues during the work have become just a part of the process. Also, it is possible that the interview creates an impression of their work being reviewed and hence a tendency might arise to give what they think are safe responses.

The establishment of a casual tone of conversation helped to make them comfortable and express their opinions freely.

Inferences for bicycle design : • Thicker heavy duty wheel rims can be used to prevent bending • Thicker spokes can also be used for added strength, which can help reduce rim deformation.

• Higher grade tubes, which are puncture resistant and have better air retention, can be used. It would cause significant reductions in downtimes for the bicycles and stress for the mechanics.

• Quick release seat clamps can be used for easy adjustment of seat height. Also, sturdier construction of the seat frame can help reduce chances of breakage during height adjustment.

• Heavy duty pedals made of Al alloy or Steel can be used.

• Hand pumps are used to fill air in the tyres.

Foot pumps have been tried previously but

they were prone to failure over extended use. Using a compressor set up to fill air can help reduce the work stress of the mechanics.

• Hub brakes should be used as they have larger brake shoes and can better handle the stress of extensive use. Hub brakes have enclosed brake shoes and have lesser maintenance.

• Higher quality locks should be used, which have unique keys.

Inferences for station design : In the current format, the bicycles are kept unlocked during service hours. This is for ease of station managers in managing the issue and return of bicycles.After service hours, the bicycles are chained and locked around the station.

A station design which can handle the locking of bicycles in a better way is desirable.

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Some other observations :

Fig.54

Fig.53

The interview with a station manager brought out the interesting information that amongst the many female users of Namma Cycle at IISc, almost none cycle in skirts, dresses or sarees.

Most female riders wear various forms of pants ranging from denims and trousers to the more traditional Indian salwars and churidars.

This would mean that the original necessity of the women’s frame bicycle may not have the same significance today. Nevertheless, a stepthrough design is still recommended, in order to be prepared for the eventuality, in other environments.

The redistribution tricycle is difficult to manoeuvre, and requires two people to manage the task of transferring bicycles from one place to another.The current method of stacking the bicycles in the cargo tricycle is crude. It could be very beneficial to design a redistribution trailer specifically for the purpose.

Fig.55

Fig.57

Fig.53. A group of women issuing Namma Cycle Fig.54. Namma Cycle Station Manager Fig.55. The Underpass at IISc with steep roads Fig.56. Digital Bubble Level reading at the underpass

Fig.56 74 | Diploma Project | Namma Cycle

Fig.57. Namma Cycle Redistribution Tricycle

It has been asked by many users to include gears in the bicycles, in order to ease their use on slopes. The roads in the IISc campus have a few steep slopes.

The workspaces for the mechanics and station managers could benefit from specifically designed spaces and furniture.

Identification and comparison of bicycle components

Characteristic comparison studies were done on various bicycle components and possible choices for PBS systems were identified.

Tyres and Tubes : • Tyres with higher TPI (threads per inch) have better puncture resistance9 • Butyl tubes are known to have better air retention than latex, and hence are a good option10 Also higher thickness of tubes can be used for better puncture resistance • Schrader valves can be used in the tubes as they are tend to have better air retention than the commonly used Dunlop valve.

Also these can be easily filled at places that fill air for automobile tyres • Tire liners can be used as additional protection against punctures11 • Tyre sealants may be used as a stop gap solution for punctures

9 http://www.rei.com/learn/expert-advice/bike-tires.html 10 http://sheldonbrown.com/tyres.html 11 http://www.rei.com/learn/expert-advice/flat-tire-prevention.html

Wheels : • Thick double walled rims can be used to reduce probability of bending • Thicker spokes of 2mm diameter can be used in the wheels, with eyelet reinforced spoke holes12 Chain drive against belt drive : Belt drive systems are said to require lesser maintenance than chain drive systems. They are also quiet in operation and lube free, thus reducing the chances of soiled clothes Handlebar : A simple straight handlebar or riser handlebar can be used. Multiple handle positions are not required, as the bicycles are meant to be used for shorter trips

12 http://sheldonbrown.com/wheelbuild.html

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76 | Diploma Project | Namma Cycle

Detailed Project Brief

To design a bicycle specifically for Namma Cycle, taking into account the needs of the users. The inferences gathered from the surveys and studies are to be used to determine the optimum components for the bicycle.

The bicycle station design should be such that it can be used within the current format of Namma Cycle, while providing for options to upgrade in the future.

Design Development

Bicycle Specification Recommendations As a first step, a bicycle specification was developed in terms of the desired components. This was to be shared with the hardware partner, TI Cycles, for feedback on feasibility and other factors.

1. Frames The frame should be built sturdy and should be aesthetically pleasing in a unisex manner. It should have a robust down tube and no top tube - allowing for easy mounting and dismounting. It also prevents a second person from sitting on the bicycle.

Fig.58. No top-tube, sturdy down-tube

Fig.59. With top-tube, difficult to ride while wearing skirts

A strong form with thicker sections and an angular aesthetic could be used to distinctly distinguish the unisex bicycles from the conventional ladies' bicycle form

Fig.60. Nice Ride, Minnesota

80 | Diploma Project | Namma Cycle

Fig.61. Conventional ladies’ bicycle

2. Seats a. Adjustable Seats

Fig.62. Quick release lever for easy adjustment

Fig.63. Nut and bolt arrangement hinders quick adjustment

b. Theft proof

Fig.64. Adjustable Seat

Fig.65. Detachable Seat

Varun Shyam | PGDPD Product Design | National Institute of Design |

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c. Seats should be able to withstand the pressures of repeated adjustments

Long, thick, sturdy moulding can be used at the junction of the Seat-frame and the Seat-shell to minimise chance of failure/ breakage due to repeated adjustments

Fig.66.â&#x20AC;&#x201A; Seat Frame

3.Locks

For systems where the distance between bicycle stations is 500m or less, it may be prudent to not provide locks, in order to discourage riders from alighting between journeys for other tasks. For systems where the distance between stations is larger it may be necessary to provide locks. If the riders have any small tasks to complete in the areas between two stations, they may have to temporarily leave the bicycles midway at other places. They may find it inconveniently far to travel to the stations to return the cycles.

82 | Diploma Project | Namma Cycle

a.The cable lock can be integrated into frame to minimise loss of cable locks and minimise vandalism b. Smart electronic locks can be explored, so as to avoid keeping multiple backup keys. In the case of normal locks, it is required to keep multiple backup keys so as to tackle the problems of lost keys or abandoned locked bicycles.

Fig.67.â&#x20AC;&#x201A; Madison B-cycle Basket

4. Tyres and tubes The tyre and tube combinations on most off-the-rack bicycles are extremely susceptible to punctures and take up a large amount of maintenance time.

Some steps that may be explored to minimise punctures are listed below

Fig.68. Continental Grand Prix Duraskin Puncture Resistant Tyre

Fig.69. Puncture Sealing Agent

• Hybrid bicycle tyres with medium tread and width, with dia ~ 507mm and thickness ~ 47mm. The non common size discourages theft and also gives more space to accomodate luggage rack, lights, lock mechanisms, etc • High TPI (above 100tpi) city bicycle tyres with additional aramid fiber belt reinforcement .Eg Kevlar belt . TPI = threads per inch

Fig.70. Thick tubes

• Puncture resistant tyres • Thorn proof heavy duty inner tubes • Puncture resistant sealing agent • Tubeless tyres • High quality rim tapes to protect tubes from spokes etc on the rim.

• Tire liners could be used between tyre and tube for extra protection • Schrader valves can be used as they retain pressure longer than the Dunlop valves which are commonly used in India.

Also, they can be easily be filled at compressor powered air pumps, at fuel stations and tyre shops.

Fig.71. Tyre liners

Fig.72. Tyre liners

Fig.73. Dunlop Valve

Fig.74. Schrader Valve

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5. Brakes

Fig.75. Internal Hub Brakes

Internal hub brakes are enclosed and therefore less prone to dirt accumulation. They are also less susceptible to vandalism.

Fig.76. Disc Brakes

Fig.77. Calliper Brakes

Calliper brakes and disc brakes are open to dirt accumulation and require frequent maintenance and change of brake shoes

6. Luggage racks a. Front carriers are ideal as they always are in the view of the rider and issues such as fallen luggage or theft of luggage can be avoided.

Fig.78. Bicycle with Front Basket

84 | Diploma Project | Namma Cycle

Fig.79. Bicycle with Rear Luggage Rack

b. Rear carriers also encourage ‘doubles riding’, which are a compromise to safety

Fig.81. Indian Schoolgirls on Bicycle

c. The traditional basket form, which is associated with “ladies’ bicycles”, should be avoided. Thicker, sturdier forms can be used for a unisex appeal.

Fig.80. Bicycle with Rugged Luggage Rack

Fig.82. Women’s Bicycle with Basket

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7. Handlebar Flat handlebars or riser bars are preferable for PBS as they offer better control. Also, a more upright, relaxed position would be advisable, as the emphasis is on easy commuting rather than speed.

Fig.83. Straight Handlebar

Fig.85. Upright Riding Position

86 | Diploma Project | Namma Cycle

Fig.84. Drop Handlebar

Fig.86. Racing Riding Position

8. Gears

Fig.88. Internal Gear Hub(IGH)

Fig.89. IGH on a Bicycle

Internal Hub Gears eliminate the problems of dirt accumulation and chain dropping, and are also less susceptible to vandalism.

Fig.90. Derailleur Gears on a Bicycle

Derailleur Gears require frequent cleaning and may also suffer from chain dropping during use.

9. Lights Lights can be integrated into the body to make the build sturdy and reduce the possibility of damages. Lights should ideally function for around 2-5 minutes, even when pedaling is stopped. Lighting becomes essential when the service is upgraded to a 24x7 service. If they are not added, there should be provisions in the frame to easily add them later.

Fig.91. Lights Integrated into Frame

Fig.92. Conventional Bulb Attachment

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10. Cabling and Wiring Cabling and wiring for all hardware, including brakes, gears and electricals can be routed internally so as to minimise chances of vandalism and other damages

Fig.93. Internal Cabling and Wiring for Brakes, Gears and Lights

Fig.94. External Cabling and Wiring

11. Wheels Heavy duty wheels should be used • 36 x 2mm (12 gauge) spokes • Thick double walled rims to prevent bending - Al alloy or steel.

Double thickness compared to off-the-rack economy bicycles.

• Eyelet reinforced spoke holes

Fig.95. Heavy-duty Wheel

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12. Chainguards A chainguard will help prevent grease stains on clothes and entanglement of clothes in the chain.

It could be built integrated into the frame. Fully closed chainguards may also help protect the chain from dirt and muck, especially in the monsoons.

Fig.96. Chainguard Integrated into Frame

Fig.97. No Chainguard

13. Stands

Fig.98. Thick Sturdy Stand

Fig.99. Thin Flimsy Stand

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14. Pedals

Fig.100. Aluminium Pedal

Fig.101. Polycarbonate Pedal

Simple sturdy pedals made of SS, Al alloy or Polycarbonate

15. Fasteners

Custom made high security fasteners can be used, to deter theft and tampering

Fig.102. High security Screw and Bit

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The Bicycle Frame Geometry

During the research phase, a definitive methodology to build an entirely new bicycle frame could not be identified. It was found that most bicycles used existing frame designs or modifications thereof.

“...cyclists follow each other like sheep... To change is not always to perfect, and I know that better than any others newly come to cyclo-technology.

But to stand still, to sink into a rut, that is the worst of things for industries and for men”

For the Bicycle Sharing System, it is required to design bicycles that can be easily used by people with a wide range of body anatomies.

Therefore it was required to develop a bicycle frame geometry that satisfies this condition.

The various components of bicycle geometry were studied and a methodology was developed to build the frame geometry.141516

Paul ‘Vélocio’ de Vivie, ‘Father of French cycle touring’13

13 http://www.cyclorama.net/viewArticle.php?id=261

14 Ballantine, R. and Grant, R. (1992) Ultimate Bicycle Book, London: Dorling Kindersley 15 Paterek, T. The Paterek Manual For Bicycle Framebuilders, Horsham:Kermesse Distributors Inc. 16 http://calfeedesign.com/tech-papers/geometry-of-bike-handling/

Fig.103. Working on the Frame Geometry

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Anthropometric Considerations : In order to develop the bicycle geometry, relevant anthropometric dimensions were taken, namely the 95th percentile Indian anthropometric dimensions, the 5th percentile Indian anthropometric dimensions and the Average Indian anthropometric dimensions.17

17â&#x20AC;&#x192; Chakrabarti, D. Indian Anthropometric Dimensions For Ergonomic Design Practice, National Institute of Design

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Procedure : From the bicycle specification developed earlier, the tyre size is taken as 507 mm in diameter.

The development of the bicycle geometry was carried out using cutouts of thick paper on a soft board, at the scale of 1:2

Circular cutouts were made for tyres - 507mm diameter

Fig.105. Circular cutouts

The wheelbase was set at 1000mm, which is seen as moderate. 18 Fig.106. The Softboard 18 http://www.bikeforums.net/archive/index.php/t-717901.html

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Twine was used to mark the safe angle region for the seat, at 15 deg. from the vertical

The safe angle region denotes the area where the seat can be so that the vertical orientation of the CG (center of gravity) of the rider remains between the wheel axles.

Considering the maximum rideable road angle for bicycles to be 11 degrees,19 a safe road angle of 15 degrees from the vertical can be taken.

Fig.107.

Fig.108. Safe Seat Positions on Road Inclines

19 http://www.wired.com/wiredscience/2013/03/whats-the-steepest-gradient-for-a-road-bike/

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The bottom bracket height was decided to be kept at 253mm, same as the axle height20.

Chainstay length was fixed at 410 mm and bottom bracket was marked.21 Fig.109.

20 http://davesbikeblog.squarespace.com/blog/2007/2/21/bottombracket-height.html 21 http://cyclingtips.com.au/2011/02/the-geometry-of-bike-handling/

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The white element in the adjacent picture represents the seat tube angle. The total hieght of the white element was taken from the maximum in-seam(crotch) length, i.e 95th percentile in seam-length. The pivot point, where it is pinned to the bottom bracket position is decided by measuring cranklength from the bottom of the white element.

The angle of the seat tube is fixed such that the highest point of the white element falls within the safe angle area. This is the highest point of the seat Fig.110.â&#x20AC;&#x201A;

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The head tube angle was fixed at 70 degrees and marked on the soft board.

Fig.111.â&#x20AC;&#x201A;

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Trail without rake is measured and found to be 128mm.

The rake was then set at 50mm in order to set the trail at 64mm.

The front tube position was then marked using another white element.

Fig.112.â&#x20AC;&#x201A;

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The seat heights for 5th percentile, average and 95th percentile Indian anthropometric dimensions were marked on the seat tube element.

The seat tube end was marked at 130mm below the 5th percentile seat height, in order to accommodate for the seat frame and thickness.

Fig.113.â&#x20AC;&#x201A;

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A striped element was made to represent the seat to shoulder height of the 95th percentile user. This element was pinned at the seat height of the 95th percentile user. The angle was taken at 15 degrees to the vertical, to keep a relaxed riding posture.

Fig.114.â&#x20AC;&#x201A;

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The part of the head tube angle element, which extends above the maximum seat height, was cut off, as it was not required to keep head tube height above this.

Another striped element to represent shoulder to wrist length of 95th percentile user is pinned at the end of the seat-shoulder height element Fig.115.â&#x20AC;&#x201A;

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With the shoulder point as the center, an arc is drawn from the wrist point.This arc represents the reach of the rider at the current sitting position.

Fig.116.â&#x20AC;&#x201A;

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The same procedure is followed for the 5th percentile user, to pin the seat-shoulder element and shoulder-wrist element.

Fig.117.â&#x20AC;&#x201A;

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An arc is drawn for the 5th percentile user as well. Now the limit for the handle can be identified

An arc is drawn for the 5th percentile user as well.

Fig.118.â&#x20AC;&#x201A;

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Now the limits for the handle position can be identified.

It was at this point of the process that a more convenient method for refining the frame geometry and modelling the anthropometry became available, in the form of BikeCAD.22 Fig.119.â&#x20AC;&#x201A;

22â&#x20AC;&#x192; Thanks to Brent Curry of http://www.bikecad.ca/ for the discounted license

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BikeCAD BikeCAD is a parametric CAD tool for designing bicycle frames. It allows one to easily change the design of the frame by manipulating the large collection of parameters that the software provides.

BikeCad also has complex custom options to test the bicycle geometry with human anatomies. This enabled the modelling of 95th percentile, mean and 5th percentile Indian anthropometric dimensions by creating custom profiles for the same.

BikeCad also allows for the testing of bicycle lean angle and toe overlap, and also other riding characteristics using an animated rider.

Fig.120.â&#x20AC;&#x201A; Bicycle from BikeCAD

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Procedure with BikeCAD : All the dimensions which were determined in the analog process were transferred to BikeCAD by entering the values in the respective fields.

Fig.121.â&#x20AC;&#x201A; BikeCAD Screenshot

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The handlebar range photograph from the analog process was imported into BikeCAD as an underlay, for an indication of the handle position.

The handlebar type was changed to Mountain bar with and angle of 40° The stem geometry was changed by decreasing length to 90mm and increasing angle to 25°

Fig.122. Setting Handle Parameters

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Anthropometric testing The geometry of the bicycle is tested with the 5th percentile Indian, the average Indian and the 95th percentile Indian anthropometric dimensions.

Fig.123. 5th percentile Indian

Fig.124. Average Indian

Fig.125. 95th percentile Indian

The handle height was seen to be slightly low for the 95th percentile user.

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The handle length was increased by increasing the head tube length by 30mm

Fig.126.â&#x20AC;&#x201A; Changing Handle Parameters

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Fig.127. 5th percentile Indian

Fig.128. Average Indian

Fig.129. 95th percentile Indian

The geometry is seen to be able to provide a good fit to all three anthropometric groups and hence will do so for the user range between 5th percentile to 95th percentile Indian anthropometric dimensions.

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Fig.130.

Finalised Bicycle Geometry All measurements in mm

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Luggage rack Size

The luggage rack must be able to accommodate commonly used luggage sizes. General baggage sizes were taken into account and the luggage rack size was fixed.

Fig.131.

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Concept Ideation for Bicycle Station

Option A i

ii

Option B i 114 | Diploma Project | Namma Cycle

ii

Fig.132.

Fig.133.

Central Locking This concept fits in with the existing system, where the bicycles are left unlocked during working hours. The risk of theft is minimal in a controlled environment, as the station manager is always present to issue and return cycles during the operating hours. Currently, the bicycles are locked to the station, using

chains, during non-working hours.

The central locking system provides the station manager with a means for quicker and easier management of this task. It also enables to easily check the lock status of the whole station, instead of having to check each bicycle.

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Simplification of Central Locking

Top view

Fig.134.

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Semi-automation of Central Locking

This option can be used to upgrade the existing system to a semi automated format, which can enable the station manager to easily manage the system even when the user flow increases.The existing bicycles can be directly used without modification.

C A

Fig.135.

B

This can also be useful when the system is taken into a non-controlled environment, where individual locking of bicycles may have to be done as a safety measure against theft, even in the presence of a station manager.

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Fig.136.

Easier Docking of Stations

Future Possibilities For future systems where automation is necessary, a mobile phone based usage system could be explored. This can take advantage of the extensive adoption of mobile phones in India amongst all classes of people, and leverage it to give the system immediate access to a large section of people.

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Various options could be explored, including basic SMS based and app based solutions. Various payment methods can also be explored - prepaid credit based, instant phone balance deduction, NFC, credit card or bank account linked deductions are some possible methods.

Fig.137.

Single level bicycle station

Fig.138.

Multi level bicycle station

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Form exploration

Form explorations were done on the basic geometry of the bicycle, that was exported from BikeCAD As deduced from the research, the aim was to follow a simple form language with a unisex appeal. It was especially important to make the form appealing to the male user, as he may otherwise perceive the bicycle as a womenâ&#x20AC;&#x2122;s bicycle, and hence refrain from using it.

Fig.139.

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Form mood board

Fig.140.

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Fig.141. Basic Bicycle Frame Geometry Exported from BikeCAD

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Fig.142.

Explorations for Frame with Chainguard

It was noted that the Chainguard and the Chainstay could be integrated into a single piece.

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Fig.143.

Explorations for Frame with Chainguard and Chainring-case integrated with Chainstay Shortlisted for refinement

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Fig.144.

Explorations for Frame with Full Chainring case

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Selected Direction Fig.145.

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Form explorations to integrate the Chainring-case with the Frame

Selected Form

Fig.146.

Further refinement of the form Varun Shyam | PGDPD Product Design | National Institute of Design |

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Explorations for Luggage Rack

a

b Fig.147.

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Selected form

Fig.148.

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Form exploration for mudguard

Advertisements form a major revenue source for many bicycle sharing systems across the world.Therefore it is advisable to assign dedicated space for advertisements on the bicycles and stations. This should be done in such a manner that it does not hinder the aesthetics of the bicycle, The mudguards can provide the surface area required to have advertisements on the bicycle, and they can be designed without compromising on the aesthetic value of the bicycle.

Fig.149.

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Selected form Fig.150.

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Final Form with Namma Cycle Logo and Cycle ID Number

Right side view

Fig.151.

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Dimensions of bike ID No. - 6cm x 3cm Dimensions of Namma Cycle logo - 23cm x 5.5cm

Left side view

Fig.152.

The color was chosen to remain yellow in line with the existing Namma Cycle bicycles, so as to retain the identity.

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Form resolution in 3D using expanded polystyrene The form which was finalised in 2D was then taken forward for three dimensional exploration in expanded polystyrene, so as to resolve the tubes and other parts in 3D.

Fig.153.

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3D form exploration Scale 2:5

Fig.154.

Fig.155.

Fig.158.

Fig.159.

Fig.157.

Fig.156.

Fig.160.

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Preliminary render in 2D

Fig.161.

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Rendered in Photoshop

Rear Lamps

Option A

Option B

In this case, the same lamp can be visible from the rear and the sides but there is a possibility of the lamp being blocked when the rider wears a long coat, jacket or other clothing which extends below the seat.

In this case it will be required to have individual lamps on each side of the tyre, on the seatstay/chainstay, so that there is visibilty from both sides. This will require slightly more complex wiring.

Front Lights The front lights can be integrated into the luggage rack.

All the lights are powered by hub dynamos at either wheel.

Fig.162.

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3D modelling in Rhino3D

Fig.163.

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Fig.164.

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3D renders

Advertisement space on Mudguard

Fig.165.

Unisex, step-through frame

Rendered in Keyshot 140 | Diploma Project | Namma Cycle

The main bar of the luggage rack stands out to give a rugged aesthetic

Bicycle ID

808 The 3 digit Bicycle ID number can account for up to 1000 bicycles. If a fourth character is used, in the form of a letter of the English alphabet, this number can be increased to 26,000 bicycles.

Fig.166.

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Fig.167.

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Square section seatpost prevents misalignment of seat despite frequent height adjustments

Numbered markings on seatpost so that frequent users can easily remember their seat height

Quick release lever for Easy adjustment of Seat Height

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The rear lamps will also be visible from either side of the bicycle. This will serve as an indicator to other vehicles on the road, especially during the night.

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Fig.168.

The LED lamps are powered by hub dynamos in the wheel hub.

The bulbs function everytime the bicycle moves. They also glow for an extra 5 minutes when the bicycle is stationary.

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The dual tone color scheme of luggage rack helps reduce visual weight. The minimal use of bars also helps in this and in avoiding visual similarity with the ladiesâ&#x20AC;&#x2122; bicycle basket.

Also, the gaps between the bars prevent dust and dirt from accumulating within the luggage rack.

Fig.169.

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LED front lights integrated with the luggage rack bar

Fig.170.

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Calculated minimal use of bars in the luggage rack ensure that items such as books, purses etc also can be carried easily.

Books and other such flat items, of sizes than 9cm x 9cm can be carried in the rack, without them sliding out between the bars.Commonly found water and soft drink bottles of 500ml and above can also be carried.

Fig.171.

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Narrower items like purses can be kept between the two bars in the middle of the rack. This space can hold objects which have a length and breadth greater than 6.4cm x 6.4cm.

Fig.172.

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Fig.173.

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Next steps in the process

•

Liaising with the manufacturer (TI Cycles) to make a prototype of the bicycle.

Various engineering procedures have to be followed before manufacturing. eg. Finite Element Analysis is to be done, to determine the ideal tube thickness required for the strength of various sections.

•

Further detailing and construction of the bicycle stations.

•

Validation and feedback of the prototype through user testing.

•

Explore technologies for future proofing, for automation and large scale service networks.

•

New value added features can be explored for the bicycle design

Fig.174.

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Appendix

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Technical Drawings

3.3

38.6

15.6 9.9 3.7

55.4 25.7

°

R1.3

1.2

18.4

70

19.7

R1.6

29.1

6.2

8.3

R1.2 1.8

4.9 3.8

5.7

86Â

.6 32

7.8

6.9

2.7

44 .4

°

7

1.9

2.

3.3

9.3

14.

1

2 .5

5.0

2.2

0.9

2.3

4.9

4.7

6.1

37.5

3.8

3.8

28.4

2.5

18.1

0.7

100.0

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3.3

All measurements in cm

References M.Gupta et al, A Report on Public Bicycling Scheme and its Relevance in Indian Cities, EMBARQ internal document Transport Canada, Bike-sharing Guide, 2009 DeMaio 2009, â&#x20AC;&#x2DC;Bike-sharing: History, Impacts, Models of Provision, and Futureâ&#x20AC;&#x2122;, Journal of Public Transportation,Vol. 12 http://urbanindia.nic.in/policies/TransportPolicy.pdf www.thefreedictionary.com/unisex http://cyclingsisters.org/node/5020 http://www.londoncyclist.co.uk/why-do-boris-bikes-hardly-ever-get-punctures/ http://www.theengineer.co.uk/home/blog/boris-bike-gets-the-engineer-test/1004046.article http://www.bikeoff.org/design_resource/dr_PDF/schemes_public_bicing.pdf http://cycling-intelligence.com/2012/07/27/how-the-velib-compares-to-the-boris-bike-a-personal-account/ http://www.rei.com/learn/expert-advice/bike-tires.html http://sheldonbrown.com/tyres.html http://www.rei.com/learn/expert-advice/flat-tire-prevention.html http://sheldonbrown.com/wheelbuild.html http://www.cyclorama.net/viewArticle.php?id=261 Ballantine, R. and Grant, R. (1992) Ultimate Bicycle Book, London: Dorling Kindersley Paterek, T. The Paterek Manual For Bicycle Framebuilders, Horsham:Kermesse Distributors Inc. http://calfeedesign.com/tech-papers/geometry-of-bike-handling/ Chakrabarti, D. Indian Anthropometric Dimensions For Ergonomic Design Practice, National Institute of Design http://www.bikeforums.net/archive/index.php/t-717901.html http://www.wired.com/wiredscience/2013/03/whats-the-steepest-gradient-for-a-road-bike/ http://davesbikeblog.squarespace.com/blog/2007/2/21/bottom-bracket-height.html http://cyclingtips.com.au/2011/02/the-geometry-of-bike-handling/

Page No. 22 23 23 23 26 35 35 37 37 37 37 75 75 75 75 91 91 91 91 92 93 94 95 95

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Other Bibliography Kodukula, S. (2010) Recommended Reading and Links on Public Bicycle Schemes : GTZ Gadepalli, S., Kost, C. and Schroeder, B. (2012) Toolkit for public cycle sharing systems Version 4 Sebastien, R. and Richard, O. (2009) Optimising Bike Sharing in European Cities : Intelligent Energy Europe American Association of State Highway and Transportation Officials, Guide for the Planning,Design, and Operation of Bicycle Facilities Keskin, D. (2006) Analysis of public use bicycle systems from a product-service system perspective NYC Dept. City Planning, Bike-share opportunities in new york city

Websites http://www.madegood.org/

-------

http://hypertextbook.com/facts/2006/centerofmass.shtml

Bicycle maintenance and news Center of Gravity of Man

http://calfeedesign.com

-------

Bicycle design technical papers

http://ryanharry.com

-------

Bicycle framebuilding

http://sheldonbrown.com/

-------

Bicycle building and technical info

http://www.bikecad.ca

-------

BikeCAD and technical info

http://www.viventebikes.com

-------

Frame building and other bicycle info

http://bikes.oobrien.com/

World and city bicycle share maps with Live Status indicators

http://bike-sharing.blogspot.in/

-------

Bicycle sharing news and info

http://indiabikeshare.wikispaces.com/

-------

Bicycle share in India

http://bikeshare.com/

-------

Bicycle sharing news and info

http://www.ibike.org/library/science.htm

-------

History of bicycling and other bicycling info

http://davesbikeblog.squarespace.com/

-------

Blog on Bicycling, Frame making

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List of Figures Page No. Fig.1. Main Gate, NID Shot on location 14 Fig.2. Design Street, NID Shot on location 15 Fig.3. An EMBARQ Publication http://www.embarqindia.org/ 16 Fig.4. EMBARQâ&#x20AC;&#x2122;s Global Presence http://www.embarqindia.org/ 16 Fig.5. Namma Cycle, IISc Shot on location 17 Fig.6. Denver B-cycle http://greenlaneproject.org/ 22 Fig.7. Melbourne Bike Share http://aucklandcyclechic.blogspot. in/2010/08/melbourne-day-two.html 23 Fig.8. Global Bicycle Share Map h t t p : / / b i ke s . o o b r i e n . c o m / global.php 24 Fig.9. Refer Fig.22 25 Fig.10. Traffic in India http://adayinlife.timesofindia.com/photoDisplay.php?photoId=177 26 Fig.11. Cycle Chalao, Mumbai http://www.thebetterindia.com/4172/ cycle-chalao-mumbais-first-bike-sharing-system/ 27 Fig.12. GreenBike, Delhi http://www.flickr.com/photos/ joeathialy/4322770854/ 27 Fig.13. Fremo, Mumbai http://beyondprofit.com/moveable-parts-tweaking-the-model-is-part-of-the-ride/ 27 Fig.14. atcag, Bangalore Shot at location M G Road 27 Fig.15. Namma Cycle Station Manager at one of the stations Location : Tata Marg, IISc 28 Fig.16. & 18 Namma Cycle Station, CiSTUP Location : CiSTUP, IISc 29 Fig.17. Namma Cycle Station Map Map from http:// www.openstreetmap.org/ 29 Fig.18. Namma Cycle Station, CiSTUP Location : CiSTUP, IISc 30

Fig.19. Namma Cycle Redistribution Tricycle Location : Namma Cycle Aerospace Station, IISc 30 Fig.20. The Mobile App h t t p : / / w w w. nammacycle.in/ 31 Fig.21. Namma Cycle Mechanics at their workstation Location : Tata Marg, IISc 31 Fig.22. Public Bicycle Share Systems - Generations 32 Fig.23. Components of a Bicycle http://ndla.no/en/ node/26936 34 Fig.24. A unisex frame bicycle` http://www.discountcyclesdirect.co.uk/catalog/product.php?products_id=9604 35 Fig.25. Victorian-era Women with bicycles http://www.oldspokeshome.com/international-womens-day 35 Fig.26. Lady in Sari on bicycle http://www.thehindu.com/todays-paper/tp-national/tp-tamilnadu/women-like-to-go-cycling-here/ article4679229.ece 35 Fig.27. Man in Lungi with bicycle http://www.flickr.com/ photos/roelv/3998056435/sizes/o/in/photostream/ 35 Fig.28. Barclays Cycle Hire, London http://velo-city-girl. blogspot.in/2010/08/barclays-cycle-hire-scheme-chic-1st.html 37 Fig.29. Velib, Paris http://www.flickr.com/photos/ philippephotos/7651035188/ 37 Fig.30. B-cycle, San Antonio h t t p : / / e n . w i k i p e d i a . o r g / w i k i / File:AlamoGirlRide.jpg 37 Fig.31. Bicing, Barcelona http://www.flickr.com/photos/ bcncyclechic/5699181411/ 37 Fig.32-36. BSA Ladybird http://www.bsahercules.com/ 39 Fig.37. Namma Cycle, Bengaluru http://www.nammacycle.in/ 39 Fig.38. Velib, Paris http://blog.velib.paris.fr/en/2012/02/28/ Varun Shyam | PGDPD Product Design | National Institute of Design |

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the-10-velib-commandments/ 40 Fig.39. Nextbike, Wroclaw http://polvadis.wordpress. com/2011/08/03/bicycle-rental-nextbike-in-wroclaw/ 40 Fig.40. C bike, Kaohsiung http://fserow-shelves.blogspot.in/2009/04/kaousiung-c-bike-public-bicycles.html 40 Fig.41. OV-fiets, Netherlands h t t p : / / w w w. ve r ke e r s n e t . nl/868/nieuw-model-ov-fiets/ 40 sharing-wheels-in-barcelona.html 40 Fig.42. Bikemi, Milan http://www.craem.it/craem/cms/ circolo/convenzioni/mobilita_sostenibile/bikeMi.html 40 Fig.43. B-cycle, Nashville http://bike-sharing.blogspot. in/2012/12/the-bike-sharing-world-mid-december-2012.html 40 Fig.44. Bixi, Montreal http://northerngaijin.blogspot. in/2011/05/bixi.html 40 Fig.45. Sharebike, Norway http://www.sharebike.com/ 40 Fig.46. Bicing Barcelona http://misadventureswithandi. com/2011/08/ Fig.47. Classic Roadster bicycle http:// www.bsahercules.com/ 41 Fig.48. Classic Women’s bicycle http://www.bsahercules.com/ 41 Fig.49. Namma Cycle Location : Silver Oak Marg, IISc 44 Fig.50. Namma Cycle users filling out survey forms Location : Tata Marg, IISc 50 Fig.51. Namma Cycle Mechanics Raju and Pradeep Location : Tata Marg, IISc 72 Fig.52. Namma Cycle Station Location : Near Aerospace Dept. IISc 73 Fig.53. A group of women issuing Namma Cycle https:// www.facebook.com/NammaCycle 74 Fig.54. Namma Cycle Station Manager Location : Near Aerospace Dept. IISc 74 Fig.55. The Underpass at IISc with steep roads Location : IISc 74 Fig.56. Digital Bubble Level reading at the underpass 158 | Diploma Project | Namma Cycle

Location : IISc Fig.57. Namma Cycle Redistribution Tricycle

74 Location : IISc 74 Fig.58. No top-tube, sturdy down-tube 80 Fig.59. With top-tube, difficult to ride while wearing skirts 80 Fig.60. Nice Ride, Minnesota https://www.niceridemn.org/ 80 Fig.61. Conventional ladies’ bicycle http://takas.lk/bicyclesmotor-cycles/bicycles/atlas-monalisa-bicycle-for-ladies-front-basketby-mona-l.html 80 Fig.62. Quick release lever for easy adjustment http:// blog.centurycycles.com/2012_09_01_archive.html 81 Fig.63. Nut and bolt arrangement hinders quick adjustment http://blog.centurycycles.com/2012_09_01_archive.html 81 Fig.64. Adjustable Seat 81 Fig.65. Detachable Seat 81 Fig.66. Seat Frame http://www.madegood.org/bikes/ repair/adjust-saddle-position/ 82 Fig.67. Madison B-cycle Basket http://madison.bcycle. com/About/bknowledgefaqs.aspx 82 Fig.68. Continental Grand Prix Duraskin Puncture Resistant Tyre http://www.cheshireoakscycles.co.uk/m12b0s121p1632/CONTINENTAL-Grand-Prix-4-Season-DuraSkin-Vectran-Road-Tyre 83 Fig.69. Puncture Sealing Agent h t t p : / / w w w. g i z m a g . com/slime-self-sealing-smart-tubes/14577/ 83 Fig.70. Thick tubes http://bicyclingaustralia.com.au/ content/2010/02/john-hardwick/puncture-prevention-part-2 83 HTTP :// WWW . TRUEBICYCLES . COM / CON Fig.71. Tyre liners TENTS/EN-US/D25.HTML 83 Fig.72. Tyre liners http://bicyclingaustralia.com.au/ content/2010/02/john-hardwick/puncture-prevention-part-2 83 Fig.73. Dunlop Valve http://www.ppomppu.co.kr/zboard/ view.php?id=bike&no=10618 83 Fig.74. Schrader Valve http://practicalbiking. org/2010/05/the-differences-between-schrader-and-presta-inner-

tube-valves.html/ 83 Fig.75. Internal Hub Brakes http://www.tricycleassociation.org.uk/Abouttricycles.html 84 Fig.76. Disc Brakes http://www.culpritbicycles.com/ 84 Fig.77. Calliper Brakes http://www.madegood.org/ bikes/repair/general-information-on-barrel-adjusters/ 84 Fig.78. Bicycle with Front Basket http://sanantonio. bcycle.com/ 84 Fig.79. Bicycle with Rear Luggage Rack h t t p : / / w w w. flickr.com/photos/crumblindown/6700844457/ 84 Fig.80. Bicycle with Rugged Luggage Rack h t t p : / / w w w. notcot.com/archives/2009/04/handlebar-baske.php 85 Fig.81. Indian Schoolgirls on Bicycle http://www.theguardian.com/environment/bike-blog/2011/nov/25/cycling-indian-schoolgirls-bike-blog 85 Fig.82. Womenâ&#x20AC;&#x2122;s Bicycle with Basket http://www.wiju.in/ cars-vehicles/orderasc.date/bsa-cycle-bsa-cycle-mumbai.html 85 Fig.83. Straight Handlebar http://en.wikipedia.org/wiki/ Bicycle_handlebar 86 Fig.84. Drop Handlebar http://en.wikipedia.org/wiki/ Bicycle_handlebar 86 Fig.85. Upright Riding Position http://www.theatlanticcities.com/commute/2012/10/we-wont-get-more-women-bikesuntil-we-have-stores-cater-them/3541/ 86 Fig.86. Racing Riding Position http://www.realbuzz.com/articles/the-correct-riding-position-on-a-road-bike/ 86 Fig.87. Internal Gear Hub(IGH) http://hubstripping. wordpress.com/i-motion-9-sram/ 87 Fig.88. IGH on a Bicycle http://hubstripping.wordpress. com/i-motion-9-sram/ 87 Fig.89. Derailleur Gears on a Bicycle http://www.bikeradar. com/mtb/gear/article/sram-xx1-component-development-and-details-35654/ 87 Fig.90. Lights Integrated into Frame http://www.ebikeguru. com/2011/02/basel-electric-bike-show-e-bike-messe_06.html 87

Fig.91. Conventional Bulb Attachment h t t p : / / w w w. mbzponton.org/n2awa/bikes.htm 87 Fig.92. Internal Cabling and Wiring for Brakes, Gears and Lights https://bixi.com/ 88 Fig.93. External Cabling and Wiring http://www.discountcyclesdirect.co.uk/catalog/product.php?products_id=9604 88 Fig.94. Heavy-duty Wheel http://custommotoredbicycles.com/heavy_duty_26inch_bicycle_wheels_12_g_12_gauge_ stainless_spokes_black_redanodized_colored_rims_alloyfreewheel_wheels 88 Fig.95. Chainguard Integrated into Frame h t t p s : / / w w w. niceridemn.org/ 89 Fig.96. No Chainguard http://www.specialized.com/ us/en/bikes/archive/2012/vita/vitasport 89 Fig.97. Thick Sturdy Stand http://www.aliexpress.com/ cheap/cheap-bike-rack-cars.html 89 Fig.98. Thin Flimsy Stand http://www.bsahercules.com/ product-features.asp?pid=272 89 Fig.99. Aluminium Pedal http://www.wiggle.com/mksar-2-road-pedals/ 90 Fig.100. Polycarbonate Pedal http://www.ebay.com/itm/ NEW-VP-BLACK-Polycarbonate-BMX-Freestyle-Bike-Pedal-Set/261269750916?pt=US_Pedals&hash=item3cd4e40484 90 Fig.101. High security Screw and Bit http://www.ebay.com/ itm/NEW-VP-BLACK-Polycarbonate-BMX-Freestyle-Bike-PedalSet-/261269750916?pt=US_Pedals&hash=item3cd4e40484 90 Fig.102. High security Screws http://www.ergodirect.com/ product_info.php?products_id=16446 Fig.103. Working on the Frame Geometry 91 Fig.104. Anthropometric Data 92 Fig.105. Circular cutouts 93 Fig.106. The Softboard 93 Fig.108. Safe Seat Positions on Road Inclines 94 Fig.107, 109 -119. Procedure for Developing Bicycle Geometry 105 Fig.120. Bicycle from BikeCAD 106 Varun Shyam | PGDPD Product Design | National Institute of Design |

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Fig.121. BikeCAD Screenshot 107 Fig.122. Setting Handle Parameters 108 Fig.123. 5th percentile Indian 109 Fig.124. Average Indian 109 Fig.125. 95th percentile Indian 109 Fig.126. Changing Handle Parameters 110 Fig.127. 5th percentile Indian 111 Fig.128. Average Indian 111 Fig.129. 95th percentile Indian 111 Fig.130. Finalised Bicycle Geometry 112 Fig.131. Luggage Rack Size 113 Fig.132. Bicycle Station Concepts 114 Fig.133. Bicycle Station Central Locking 115 Fig.134. Central Locking of Bicycle Staion Simplified 116 Fig.135. Semi Automated Bicycle Station 117 Fig.136. Bicycle Docking - Easy guide-in 118 Fig.137. Mobile phone based system 118 Fig.138. Multi Level Cycle Station 119 Fig.139. Form Exploration on Paper 120 Fig.140. Form Mood Board 121 Fig.141. Basic Bicycle Frame Geometry Exported from BikeCAD 122 Fig.142. Explorations for Frame with Chainguard 123 Fig.143. Explorations for Frame with Chainguard and Chainring cover integrated with chainstay 124 Fig.144. Explorations for Frame with Full Chainring Cover 125 Fig.145. Form Explorations to Integrate the Chainring-case with the frame 126 Fig.146. Further refinement of form 127 Fig.147. Explorations for Luggage Rack 128 Fig.148. Selected form for Luggage Rack 129 160 | Diploma Project | Namma Cycle

Fig.149. & 150. Form Exploration for mudguard 131 Fig.151. & 152. Final Form 133 Fig.153. - 160. 3D form exploration in Workshop 135 Fig.161. Preliminary 2D render 136 Fig.162. Options for rear and front lights 137 Fig.163. & 164. 3D modelling in Rhinoceros 3d 139 Fig.165. 3D render left side view 140 Fig.166. 3D render right side view 141 Fig.167. Seat height 142 Fig.168. Rear lights 144 Fig.169. Bicycle front three fourths view 146 Fig.170. Luggage rack with water bottle 147 Fig.171. Luggage rack 148 Fig.172. Luggae rack with purse 149 Fig.173. Namma Cycle on the road 150 Fig.174. About to take a ride on Namma Cycle 151

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Portfolio link

http://issuu.com/varunshyam/docs/varun_folio

Varun Shyam Diploma Project - Product Design National Institute of Design, Ahmedabad varun.shyam@gmail.com