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Bicycle sharing systems (BSSs) have attracted worldwide attention as representatives of the new, green public transportation systems, and many types of research have examined the topic. However, the research so far is relatively scattered, because BSS has undergone several technical upgrades and expansions, and the content of some articles may no longer apply to today's society. Therefore, it is necessary to review and summarise the research on BSSs so far. This article aims to collect and summarise the development, characteristics, and impact of BSSs through an extensive review of relevant literature. The article collects and analyses existing academic literature, online materials, and official reports. It is found that BSSs attract people with the same characteristics, and Western and Eastern users have different characteristics; some common factors promote people's use of BSSs in different regions. The government or enterprises introduce BSSs for different purposes: for reducing congestion or for reducing greenhouse gas emissions. Most of the impacts caused by BSSs are positive, but some impacts, such as model substitution and environmental benefits, do not seem to achieve the expected goals. Through a literature review, this article provides references for people who are interested in conducting further research in this area in the future.

The mobility solutions that currently dominate the mobility market have raised global challenges. Specifically, mass car ownership has led to traffic congestion, shortage of parking spaces, and sustainability issues. Recently, mobility solutions driven by technological advancements have emerged to address these issues via more efficient and sustainable use of resources. However, the wide range of mobility offerings has led to a scattered mobility market, and oversight is hard to grasp for travelers. Mobility-as-a-Service (MaaS) platforms aim to address this issue by integrating mobility services into a single platform. However, MaaS providers (operators) struggle to find sustainable business models. Additionally, research on shared mobility business models is limited, and there is little oversight in the scattered business model landscape. This report addresses this issue by summarizing the dominant business models in the mobility market through a systematic review of current initiatives and literature. It provides an overview of active MaaS business models and challenges and opportunities to integrate mobility services into MaaS. The types of mobility services reviewed in this study include bike-sharing, scooter-sharing, car-sharing, e-hailing, and MaaS platform providers. For each mobility service, the dominant operating mode and the main business model actors are identified and represented using the Service-Dominant Business Model Radar (SDBM/R). Furthermore, the value exchanges between the actors are mapped in Value Capture Diagrams. The report concludes with a discussion on the challenges and opportunities related to synthesizing shared mobility modes into MaaS and the expectations for its future.

The mobility solutions that currently dominate the mobility market have raised global challenges. Specifically, mass car ownership has led to traffic congestion, shortage of parking spaces, and sustainability issues. Recently, mobility solutions driven by technological advancements have emerged to address these issues via more efficient and sustainable use of resources. However, the wide range of mobility offerings has led to a scattered mobility market, and oversight is hard to grasp for travelers. Mobility-as-a-Service (MaaS) platforms aim to address this issue by integrating mobility services into a single platform. However, MaaS providers (operators) struggle to find sustainable business models. Additionally, research on shared mobility business models is limited, and there is little oversight in the scattered business model landscape. This report addresses this issue by summarizing the dominant business models in the mobility market through a systematic review of current initiatives and literature. It provides an overview of active MaaS business models and challenges and opportunities to integrate mobility services into MaaS. The types of mobility services reviewed in this study include bike-sharing, scooter-sharing, car-sharing, e-hailing, and MaaS platform providers. For each mobility service, the dominant operating mode and the main business model actors are identified and represented using the Service-Dominant Business Model Radar (SDBM/R). Furthermore, the value exchanges between the actors are mapped in Value Capture Diagrams. The report concludes with a discussion on the challenges and opportunities related to synthesizing shared mobility modes into MaaS and the expectations for its future.

Les xarxes de bici urbanes són un punt central en moltes ciutats, grans o petites, per tal de reduir la contaminació ja que permeten fer recorreguts curts i mitjans de forma còmode sense necessitat del vehicle privat o el transport públic. És per aquest motiu que esdevé molt important tenir una bona xarxa que permeti que els usuaris puguin realitzar els seus desplaçament i en facin ús. En aquest treball s'analitza una xarxa ja existent i es desenvolupa i s'aplica un algoritme genètic que permet optimitzar les diferents estacions o punts de servei. Es creuen dades reals de les estacions d'una ciutat amb els viatges que s'hi van realitzar en un període de temps. La funció objectiu que es minimitza són els viatges fallits, que poden ser viatges que no s'haurien pogut realitzar perquè en aquell moment no hi havia bicis a l'estació o els viatges que no s'haurien pogut finalitzar perquè no hi havia espais lliures. Els cromosomes de la població tenen dos al·lels, un amb els espais de l'estació i l'altre amb el nombre de bicis a l'iniciar el dia. Es tracta d'un problema complex de resoldre els resultats del qual han estat molt bons, ja que, tot i executar-se amb poques generacions i una població inicial no gaire gran, s'ha millorat molt el resultat si es fa servir la xarxa real. Per aquest motiu es podria considerar que es tracta d'un bon algoritme per resoldre aquest tipus de problemes d'optimització. Urban bike-sharing is a central point in many cities in order to reduce pollution because it allows citizens to travel medium and short distances without using private car or public transport. For that reason, is important to have a good network to carry user's travels to make it useful. This work analyses an existent network and develops and applies a genetic algorithm to optimize all the bike stations. Real data of the trips and the stations are joined in a period to evaluate the algorithm. The Objective function is to minimize failed trips, which means that a user could not start because there is not a bike at that station or that a user could not finish because there are not empty docks. Chromosomes have two alleles, one with docks at station and the other with the number of bikes at the beginning of the day. The results of the algorithm applied to these complex problems are quite good because even executing with a few generations and small initial population it improves the real network results. Therefore, we could consider that a genetic algorithm is a good choice to resolve that kind of optimization problems. Las redes de bici urbanas son un punto central en muchas ciudades, grandes o pequeñas, para reducir la contaminación puesto que permiten hacer recorridos cortos y medianos de forma cómodo sin necesidad del vehículo privado o el transporte público. Es por este motivo que acontece muy importante tener una buena red que permita que los usuarios puedan realizar sus desplazamiento y hagan uso. En este trabajo se analiza una red ya existente y se desarrolla y se aplica un algoritmo genético que permite optimizar las diferentes estaciones o puntos de servicio. Se creen datos reales de las estaciones de una ciudad con los viajes que se realizaron en un periodo de tiempo. La función objetivo que se minimiza son los viajes fallidos, que pueden ser viajes que no se habrían podido realizar porque en aquel momento no había bicis a la estación o los viajes que no se habrían podido finalizar porque no había espacios libres. Los cromosomas de la población tienen dos alelos, uno con los espacios de la estación y otro con el número de bicis al iniciar el día. Se trata de un problema complejo de resolver los resultados del cual han estado muy buenos, puesto que, a pesar de ejecutarse con pocas generaciones y una población inicial no muy grande, se ha mejorado mucho el resultado si se usa la red real. Por este motivo se podría considerar que se trata de un buen algoritmo para resolver este tipo de problemas de optimización.

Bike-sharing schemes have been spreading globally during the last years. These should be publicly available schemes, servicing all groups of population. But the literature shows there are underrepresented population groups amongst their users. The physical access to bike-sharing stations and the supporting network of cycle lanes seems to influence the use of the schemes, especially of lower-income communities.This paper applies an index as a tool to evaluate spatial inequalities in the access to station-based bike-sharing schemes and the cycle network. The index aggregates several variables related to the population level of affordability, including mobility-related variables. The Adapted Affordability Index was inspired in an existing one, produced by the city council, in an attempt to ensure its usability for policymaking. The index was calculated and applied to the case of the bike-sharing scheme in Barcelona, at the geographical level of census tracts. The index shows a strong correlation with income, a variable not always publicly available at such a small geographical level.This study shows that there are inequalities in spatial access to the Barcelona bike-sharing scheme; the wealthier the population group, the more they have access to cycling infrastructure, especially to bike-sharing stations. The bike-sharing trend is accentuated in the hilly areas of the city.The successful application of the Adapted Affordability Index to the city of Barcelona is a promising avenue to provide a robust and easy to use bike-sharing spatial equity evaluation tool for policymaking.

This paper identifies the urban tourism space in a complex way as chosen by the bike-sharing tourists in Yogyakarta. The space is defined as not only the tourist attraction object which has become a common attraction but also the elements of urban architecture such as landmarks, districts, paths, edges, and nodes that becoming lanes, stop points, and the destination for the tourist when cycling around using bike-sharing. The data collecting used in this research is person-cantered mapping by following the bike-sharing tourists’ movement and giving questionnaires to find out the tourists’ motivation in using bike-sharing for tourism. The hypothesis shows that the tourists would prefer to choose the common attraction as an urban tourism space in Yogyakarta. But by cycling, the tourists will be able to seek a new experience because they can be more flexible in exploring the space with uniqueness which has the shape of urban architecture elements. The research results showed that landmarks and paths were the two urban architecture elements that gave strong characteristics toward urban tourism space, as preferred by the bike-sharing tourists in Yogyakarta. The tourist attraction with both characteristics was located around the city centre. It indicated that the distribution of visits is still centrally located close to the bike shelters. So that the tourists could go to the other unique destinations in Yogyakarta, thus the researcher recommends that the bike shelters need to be evenly spread approaching the tourism attractions and amenities.

As shared mobility burst in different cities as one of the most innovative transport solutions, few efforts are found related to the exploration of dockless services and more specifically, to analysing opinions from those users that are subscribed to both, docked and dockless services simultaneously. Therefore, our study explores station-based bike-sharing users’ preferences for other dockless services. To that end, we firstly divide the sample into two groups: Group 1 being users that only use Bicimad (Madrid’s station-based bike-sharing) and Group 2 being Bicimad users that are also subscribed to other dockless services. Results show that both groups have similar users’ profiles according to their socio-demographic characteristics (male, 35–49 years old, well-educated, medium income and employee), although Group 2 shows a slightly higher rate of under-26-year-olds, which could be supporting the idea that these services are more attractive for the youngest. Moreover, our findings show that approximately 12% of station-based bike-sharing users are also subscribed to dockless services. At a higher rate, those subscribed to dockless services live outside the city centre, where the bike-sharing system is not available, showing that the two models may essentially have a complemental relationship, especially in the peripheries. Finally, results point at the importance of bike-sharing systems having a positive impact on its users, as they are keener to try new dockless options and a reduced willingness to use private cars. Insights may help to better inform public policy and promote the use of shared micromobility.

This paper aims to improve transfer utility between bike-sharing and subway. For this paper, the transfer costs of three combined travel modes were analyzed, including “Bike-sharing + Subway”, “Walking + Subway” and “Bus + Subway”, and a transfer cost function, including time cost and expense cost, was constructed. Cluster analysis was carried out on the origin and destination of bike-sharing in the transfer-influenced area. The sum of squares of errors and the service radius were used to verify the clustering results. Then the number of alternative facilities, the location of alternative facilities and the initial number of shared bikes were preliminarily predicted. Based on the initial scheme, a bi-level programming model of facility layout and configuration in bike-sharing was established, with the goal of improving ride volume and reducing the transfer cost and facility-operation costs to optimize the initial facility-allocation scheme. Then a heuristic algorithm was used to solve the model. Finally, a typical subway station was selected as a case, and the configuration process for facilities in bike-sharing is discussed in detail in the paper. The research results of this paper may provide reference for the planning and optimization adjustments of facilities for bike-sharing.

After the cast ban on bike-sharing was lifted, bike-sharing entered the quota period. This notion means that the management of bike-sharing began to change from the unified to the diversified government governance, including all sectors of society. This work creates a dynamic game model based on the tripartite interest relationship among the government, bike-sharing enterprises, and consumers, and introduces the government quota policy and seasonal characteristics of bike-sharing into the game model. This model explores the multi-stage dynamic game process among the government, bike-sharing enterprises, and consumers. We draw the following conclusions. The government’s quota policy was effective during peak demand for bike-sharing, but not before the off-peak season. Through the case studies, we verify the feasibility of the government to relax the regulation appropriately in the peak season. We also changed the punishment and reward intensity of bike-sharing enterprises to consumers in the case studies and analyzed the influence of regulation intensity of bike-sharing enterprises on consumer behaviors. The final suggestion is that the government should appropriately relax regulation during peak demand season to reduce costs and strengthen regulation before the off-season of bike-sharing demand. Bike-sharing enterprises should maintain a high level of regulation on consumers, and a low level of regulation has no constraint on consumer behaviors.

Public bike-sharing has gained much attention with the tide of sharing economy. Empowered by modern technologies (e.g., GPS devices and smartphone-based APPs), a new generation of free-floating bike-sharing systems has recently become popular. Usage data generated by such systems produce rich information. This study presents a model framework to explore the spatio-temporal usage patterns of free-floating shared bikes using the usage data. The framework includes modules of probability fitting, Random Forest, a cluster-based time-domain analysis, and a visualization toolset. A case study is discussed based on the usage data from Mobike, one of the largest operating bike-sharing systems in Shanghai (China). The daily usage dynamics is modeled using log-normal distributions. Random Forest is adopted to explore the impact of factors on the usage frequency in different districts. It is found that residential area, park & green area, and population size are the top three factors influencing the frequency. Particularly, usage near metro stations is delved using the hierarchical clustering method, resulting in three typical usage modes. Visualization analysis is demonstrated to understand the time-varying flow patterns and the spatial distribution of shared bikes. This study improves our understanding of the usage patterns of this emerging transport mode and provides insights for the promotion and dynamic deployment of the bike-sharing system in urban areas.

Sustainability 14(14), 8247 (2022). doi:10.3390/su14148247 special issue: "Special issue "Sustainable low emission mobility" / special issue editors: Gary Haq, guest editor", Published by MDPI, Basel

The current COVID-19 pandemic situation has a very significant impact on urban mobility, as evidenced by fundamental changes in passengers’ behavior. In many cases, passengers have switched to other modes of transport to minimize the risk of infection (particularly cycling and walking). This paper aims to point out the analysis results of the impacts of a bike-sharing system in the city of Košice before and during the COVID-19 pandemic. Additionally, this paper describes an analysis of the current state of bike-sharing in the Slovak Republic. We have stated a timeline of significant dates related to the COVID-19 pandemic. COVID-19 had a significant impact on people’s mobility and bike-sharing, as evidenced by the graphs and results in this paper.

Shared micro-mobility services have rapidly gained popularity yet challenged city administrations to develop adequate policies while scientific insight is largely missing. From a transportation equity perspective, it is particularly important to understand user correlates, as they are the beneficiaries from public investment and reallocation of public space. This paper provides an up-to-date account of shared micro-mobility adoption and user characteristics in Zurich, Switzerland. Our results suggest that shared micro-mobility users tend to be young, university-educated males with full-time employment living in affluent households without children or cars. Shared e-scooter users, in particular, are younger, yet more representative of the general population in terms of education, full-time employment, income and gender than bike-sharing users. This suggests that shared e-scooters may contribute to transportation equity, yet their promotion should be handled with care as life-cycle emissions exceed those of bike-sharing and equity contributions might be skewed as many users are students., Transportation Research Part D: Transport and Environment, 94, ISSN:1361-9209, ISSN:1879-2340

Bike-sharing or commonly called Public-Use Bycycle (PUB), Bycycle Transit, or Smartbike is a short-term bicycle rental system that allows users to borrow bikes from a self-serve bike-sharing station to a point. Due to technological advances, the bike-sharing system that was once simple, now also utilizes technology in its operations. The modern bike-sharing system is equipped with IoT and GPS technology that is useful for sending data on the actual location of the bicycle, bicycle lock conditions, or even for M2M communication with other stations or bikes. However, this data transmission can cause the battery to run out quickly because of frequent sending and using GSM which requires a large enough power that is 200 mA when sending data and 80 mA when receiving, so that an alternative solution is needed to be able to save power. Therefore, the GPS Duty cycle is used as a method to increase power efficiency on the smartlock. In addition to using the GPS Duty cycle, this study also uses LoRa as a data delivery medium which has lower power usage compared to GSM technology. The results of this study are the duty-cycle algorithm can increase the efficiency of power usage up to 59% when compared to smartlocks that do not use the duty-cycle algorithm. It was also found that LoRa succeeded in sending data up to a distance of 750 meters with a successful delivery of 39.3 percent

The COVID-19 pandemic has affected our cities in monumental ways with no sector likely being more severely impacted than transport. Lockdowns, physical spacing, transport restrictions and stay-at-home guidelines have transformed personal mobility and highlighted the mistakes of an unbalanced pro-car culture that defined a century of urban planning. One immediate effect of the virus in relation to travel demand and supply was the emergence of active travel modes because of their unique ability to provide a socially distanced way of transport. Cycling is one of the modes that has enjoyed significant attention. Numerous cities have reallocated street and public space to cyclists and introduced pro-bike interventions like pop-up cycle lanes, e-bike subsidies, free bike-share use and traffic calming measures. This newly found outbreak-induced momentum creates an opportunity to establish a new ethos that allows the promotion of potentially permanent strategies that may help cycling to be (re-)established as a robust, mainstream and resilient travel mode for inner city trips and not as a second-class alternative operating under the automobile’s giant shadow. This paper provides a state-of-the-art description of the anti-COVID cycling-friendly initiatives that have been introduced globally, the successes and failures of these initiatives, the lessons learnt that can help us redefine the bicycle’s role in local societies today and a best cycling practice policy guide for planning a more bike-centric future.

High levels of car dependence have caused tremendous challenges for sustainable transport development. Transport planners, therefore, seek ways of replacing motor vehicles, as well as increasing the proportion of active travel. The bike-sharing scheme can be seen as an effective way of doing so, particularly in Asian cities. The aim of this paper is to investigate users’ perspectives on the development of bike-sharing using Shanghai as an example. Semi-structured interviews are used to examine the main factors motivating and impeding the development of the bike-sharing scheme in Shanghai. Our findings show that convenience, saving time and financial savings are the major motivations; whereas problems with bicycles being poorly maintained and abused by users, operational issues, financial issues and an unsuitable business model are the major obstacles. In addition, the findings also suggest that a public and private partnership could be the best option for running a sustainable bike-sharing scheme with clear areas of responsibility. Financial incentives, a bicycle-friendly infrastructure, regular operational management and supportive policies should be prioritised. In order to achieve the targets set by the Shanghai Master Plan 2035, transport planners and policymakers should integrate the bike-sharing scheme within the wider active travel system.

Altres ajuts: Institut de Cultura, Ajuntament de Barcelona "New mobility in the city: NEWMOB (19S01360 -006)" La irrupción de la micromovilidad, como una alternativa sostenible e inclusiva a los modos motorizados convencionales, cobra especial importancia a raíz de la crisis del COVID-19. El objetivo del artículo es estudiar el perfi l de los usuarios de estos medios de transporte y cómo la pandemia ha modifi cado sus desplazamientos, contribuyendo a la incipiente investigación en este ámbito. El estudio ofrece una aproximación a estas nuevas formas de movilidad en Barcelona, usando la primera encuesta realizada en la ciudad a personas usuarias de patinete eléctrico, bicicleta convencional y eléctrica compartidas, y motocicleta eléctrica compartida (n=902). El análisis presentado indica que los usuarios más habituales son hombres jóvenes y ocupados. Los motivos de desplazamiento son diversos, aunque varían en función del vehículo. Los resultados también apuntan que casi un tercio de los usuarios de micromovilidad modifi có su modo de transporte habitual a raíz de la pandemia, especialmente los que antes se desplazaban en transporte público o a pie. Se cuestiona el potencial de la micromovi72 lidad para reducir las emisiones y se apunta a las implicaciones en términos sociales, tanto por el uso diferenciado en función de las características sociodemográficas, como por el impacto en la salud y en el espacio público. The emergence of micromobility as a sustainable and inclusive alternative to conventional motorized modes has gained particular importance as a result of the COVID19 crisis. The aim of the article is to study the profile of the users of these means of transport and how the pandemic has modified their trips, contributing to the incipient research in this area. The study offers an approach to these new forms of mobility in Barcelona, using the first survey carried out in the city on users of electric scooters, shared conventional and electric bicycles, and shared electric motorcycle (n = 902). T he presented analysis indicates that the most frequent users are young, employed men. The reasons for travel are diverse, although they vary depending on the vehicle. T he results also indicate that almost a third of micromobility users changed their usual transport mode due to the pandemic, especially those who previously travelled by public transport or walking. The potential of micromobility to reduce emissions is questioned and social implications are pointed out, both due to the differentiated use based on sociodemographic characteristics, and to the impact on health and public space.