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{{About|access to a bicycle fleet service|access to an individual bicycle|Bicycle rental|the sharing of an individual bicycle|Sociable|and|Tandem bicycle|and|Quadracycle}}
{{Use dmy dates|date=May 2023}}
[[File:00 2141 Bicycle-sharing systems - Sweden.jpg|thumb
A '''bicycle-sharing system''', '''bike share program''',<ref name=":7">{{cite web|date=17 November 2016|title=The Many Benefits of Bike Sharing Programs|url=https://www.commuteoptions.org/the-many-benefits-of-bike-sharing-programs/|access-date=27 August 2021|website=Commute Options}}</ref> '''public bicycle scheme''',<ref>{{cite web |url=https://ec.europa.eu/transport/sites/transport/files/cycling-guidance/giz_sutp_public_bike_schemes.pdf |title=Recommended Reading and Links on Public Bicycle Schemes |last=Kodukula |first=Santhosh |date=September 2010 |website=European Commission |archive-url=https://web.archive.org/web/20190807183207/https://ec.europa.eu/transport/sites/transport/files/cycling-guidance/giz_sutp_public_bike_schemes.pdf |archive-date=7 August 2019 |access-date=7 August 2019}}</ref> or '''public bike share''' ('''PBS''') '''scheme''',<ref>{{cite web |url=https://www.cyclinguk.org/article/guide-hire-bikes-and-public-bike-share-schemes |title=A guide to hire bikes and public bike share schemes |last=mattlamy |date=18 June 2019 |website=Cycling UK}}</ref> is a [[shared transport]] service where [[bicycles]] are available for shared use by individuals at low cost.
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[[File:Openings ceremonie van de tentoonstelling 'Omdat mijn fiets daar stond' op de Pr, Bestanddeelnr 918-9360.jpg|thumb|White bicycle as an emblem of the ''Wittefietsenplan'' movement]]
The earliest well-known community bicycle program was started in the summer of 1965<ref name="Reader's Digest Deutschland">{{cite journal |title=Runde Sache |journal= Reader's Digest Deutschland |date=June 2011 |issue= 6/11 |pages=74–75 |language=de }}</ref> by [[Luud Schimmelpennink]] in association with the group [[Provo (movement)|Provo]] in [[Amsterdam]], the Netherlands.<ref>{{cite book |title=One Less Car: Bicycling and the Politics of Automobility |url = http://www.temple.edu/tempress/titles/1899_reg.html |last=Furness |first=Zack |year=2010 |publisher=Temple University Press |location=Philadelphia |isbn=978-1-59213-613-1 |pages=55–59 |access-date=8 July 2010 |archive-url = https://web.archive.org/web/20100527225405/http://www.temple.edu/tempress/titles/1899_reg.html |archive-date=27 May 2010 |url-status=dead }}</ref><ref name="Larsen">[http://www.earth-policy.org/plan_b_updates/2013/update112 Bike-Sharing Programs Hit the Streets in Over 500 Cities Worldwide] {{Webarchive|url=https://web.archive.org/web/20150629214510/http://www.earth-policy.org/plan_b_updates/2013/update112 |date=29 June 2015 }}; Earth Policy Institute; Larsen, Janet; 25 April 2013</ref><ref name="Reader's Digest Deutschland" /><ref name="AMER">{{cite magazine |url = https://www.wired.com/story/americans-falling-in-love-bike-share |title=Americans Are Falling in Love With Bike Share |last=Marshall |first=Aarian|date=3 May 2018 |magazine=WIRED |access-date=6 May 2018 |department=Transportation |quote = The first bike-share systems, starting in 1960s Amsterdam....}}</ref> the group [[Provo (movement)|Provo]] painted fifty bicycles white and placed them unlocked in [[Amsterdam]] for everyone to use freely.<ref name="Access2011" /> This so-called White Bicycle Plan ({{langx|nl|Wittefietsenplan}}) provided free bicycles that were supposed to be used for one trip and then left for someone else. Within a month, most of the bikes had been stolen and the rest were found in nearby canals.<ref>Shirky, Clay ''Here Comes Everybody: The Power of Organizing Without Organizations'' (2008.) Penguin. pg 282–283</ref> The program is still active in some parts of the Netherlands, e.g., at [[Hoge Veluwe National Park]] where bikes may be used within the park. It originally existed as one in a series of [[White Plans]] proposed in the street magazine produced by the anarchist group PROVO. Years later, Schimmelpennink admitted that "the Sixties experiment never existed in the way people believe" and that "no more than about ten bikes" had been put out on the street "as a suggestion of the bigger idea." As the police had temporarily confiscated all of the ''White Bicycles'' within a day of their release to the public, the White Bicycle experiment had actually lasted less than one month.<ref>{{cite news |first=Cole |last=Moreton |title = Reportage: The White Bike comes full circle |url = http://findarticles.com/p/articles/mi_qn4158/is_20000716/ai_n14329331 |format=Reprint |newspaper = [[The Independent]] |date=16 July 2000 |access-date=28 December 2008}}</ref>
[[Ernest Callenbach]]'s novel ''[[Ecotopia]]'' (1975) illustrated the idea. In the utopian novel of a society that does not use [[fossil fuel]]s, Callenbach described a bicycle sharing system which is available to inhabitants and is an integrated part of the public transportation system.<ref>{{cite book |last=Callenbach |first=Ernest
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|publisher=Universitetet i Oslo|access-date=23 May 2018}}</ref> Copenhagen's ''ByCylken'' program was the first large-scale urban bike share program to feature specially designed bikes with parts that could not be used on other bikes. To obtain a bicycle, riders pay a refundable deposit at one of 100 special locking bike stands, and have unlimited use of the bike within a specified 'city bike zone.'<ref name=":3" /> The fine for not returning a bicycle or leaving the bike sharing zone exceeds US$150, and is strictly enforced by the Copenhagen police. Originally, the program's founders hoped to completely finance the program by selling advertising space on the bicycles, which was placed on the bike's frame and its solid disc-type wheels. This funding source quickly proved to be insufficient, and the city of Copenhagen took over the administration of the program, funding most of the program costs through appropriations from city revenues along with contributions from corporate donors. Since the City Bikes program is free to the user, there is no return on the capital invested by the municipality, and a considerable amount of public funds must constantly be re-invested to keep the system in service, to enforce regulations, and to replace missing bikes.
The modern wave of electronically locked bikes took off in France. In 1998 the city of Rennes France launched Velo a la cart using a magnetic card to release bicycles, which was operated by Clear Channel. Then the French advertising company, JCDecaux begain launching larger systems in Vienna (2003), Lyon (2005), and Paris (2007), among others. The Paris system captured the attention of the world and catalyzed steep growth in bikesharing systems around Europe, Asia, South America, and North America. In North America, the [[BIXI Montréal|BIXI]] project (a portmanteau of the french "'''bi'''cyclette" and "ta'''xi'''" or "'''by'''cyle ta'''xi'''") launched by the [[Montreal|City of Montreal]] in 2009. It garnered a sizable ridership and the city created the [[Public Bike System Company]] to begin selling the underlying infrastructure to several other cities, including Washington D.C.'s [[Capital Bikeshare]] (2010), New York City's [[Citi Bike]] (2013), and London's "[[Boris bikes]] (2010)".
In 2016, the [[Portland Bureau of Transportation]] (PBOT) launched [[Biketown]], also known as Biketown PDX, a bicycle-sharing system in Portland, Oregon. It is operated by Motivate, with Nike, Inc. as the title sponsor.<ref>{{cite web|last=Hawkins|first=Andrew J.|date=16 February 2016|title=Nike bought Portland a $10 million bike share program|url=https://www.theverge.com/2016/2/16/11019754/nike-portland-biketown-bike-share-orange|access-date=14 July 2020|website=The Verge}}</ref> At launch, the system had 100 stations and 1,000 bicycles serving the city's central and eastside neighbourhoods, with hopes to expand outward.
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==Categorization==
Bike-sharing systems have developed and evolved with society changes and technological improvements. The systems can be grouped into five categories or generations. Many bicycle programmes paint their bicycles in a strong solid colour, such as yellow or white. Painting the bicycles helps to advertise the programme, as well as deter theft (a painted-over bicycle frame is normally less desirable to a buyer). However, theft rates in many bike-sharing programmes remain high, as most shared-use bicycles have value only as basic transport, and may be resold to unsuspecting buyers after being cleaned and repainted. In response, some large-scale bike sharing programmes have designed their own bike using specialized frame designs and other parts to prevent [[Chop shop|disassembly]] and resale of stolen parts.
=== Staffed stations ===
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; Short-term checkout
{{Main|bicycle rental}}
Also known as [[bicycle rental]], bike hire or zero generation. In this system a bicycle can be rented or borrowed from a location and returned to that location. These bicycle renting systems often cater to [[day-tripper]]s or tourists.
Regional programs have been implemented where numerous renting locations are set up at railway stations and at local businesses (usually restaurants, museums and hotels) creating a network of locations where bicycles can be borrowed from and returned (e.g. ZweiRad FreiRad with at times 50 locations<ref>{{cite web|title=Freiradln|url=http://www.radland.at:80/index.php?id=59|website=Radland.at|access-date=25 May 2018|archive-url=https://web.archive.org/web/20070708215917/http://www.radland.at/index.php?id=59|archive-date=8 July 2007|url-status=dead}}</ref>).
;
;Long-term checkout
{{Main|bike library}}
Sometimes known as [[bike library]] systems, these bicycles may be lent free of charge, for a refundable deposit, or for a small fee.
The bicycle can be checked out like a [[library book]], a liability waiver can be collected at check-out, and the bike can be returned any time.
===White bikes===
[[File:Witte Fietsen Veluwe.JPG|thumb|White bicycles for free use, in [[Hoge Veluwe National Park]] in [[Gelderland]], the Netherlands]]
Also known as free bikes, unregulated or first generation. In this type of programme the bicycles are simply released into a city or given area for use by anyone. In some cases, such as a university campus, the bicycles are only designated for use within certain boundaries. Users are expected to leave the bike unlocked in a public area once they reach their destination. Depending on the quantity of bicycles in the system availability of such bicycles can suffer because the bikes are not required to be returned to a centralised station. Such a system can also suffer under distribution problems where many bicycles end up in a valley of a city but few are found on the hills of a city.
===Coin deposit stations===
[[File:Bycykler i stativ i Århus.jpg|thumb|Three Bycykel returned at a coin deposit station [[Aarhus City Bikes]]
Also known as ''Bycykel'' or as second generation, this system was developed by Morten Sadolin and Ole Wessung of Copenhagen after both were victims of bicycle theft one night in 1989.<ref>{{cite web|last1=Alsvik|first1=Arild|title=Bysyklene|url=https://www.duo.uio.no/bitstream/handle/10852/15902/Alsvik.pdf|website=uio.no|publisher=Universitetet i Oslo|access-date=23 May 2018}}</ref> They envisioned a freely available bicycle sharing system that would encourage spontaneous usage and also reduce bicycle theft.
===Automated stations===
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Also known as docking stations bicycle-sharing, or membership bicycles or third generation consist of bicycles that can be borrowed or rented from an automated station or "docking stations" or "docks" and can be returned at another station belonging to the same system. The docking stations are special bike racks that lock the bike, and only release it by computer control. Individuals registered with the program identify themselves with their membership card (or by a [[smart card]], via cell phone, or other methods) at any of the hubs to check out a bicycle for a short period of time, usually three hours or less. In many schemes the first half-hour is free. In recent years, in an effort to reduce losses from theft and vandalism, many bike-sharing schemes now require a user to provide a monetary deposit or other security, or to become a paid subscriber. The individual is responsible for any damage or loss until the bike is returned to another hub and checked in.
Some cities allow to use the same card as for bus and rail transport to unlocks the
This system was developed as ''Public Velo'' by Hellmut Slachta and Paul Brandstätter from 1990 to 1992, and first implemented in 1996 by the [[University of Portsmouth]] and Portsmouth City Council as ''Bikeabout'' with a magnetic card used by the students and on 6 June 1998 in [[Rennes]] as ''LE vélo STAR'', a public city network with 200 bikes, 25 stations and electronic identification of the bikes or in Oslo in 2001.<ref>{{cite news|url=https://paperity.org/p/82062643/bike-sharing-history-impacts-models-of-provision-and-future|title=Bike-sharing: History, Impacts, Models of Provision, and Future|author=Paul DeMaio|publisher=Journal of Public transportation|date=September 2017|access-date=1 February 2021}}</ref><ref>{{cite news|url=http://veloalacarte.free.fr/smartbike.html|title=Rennes Vélo à la Carte|access-date=1 February 2021}}</ref> The [[smart card]] contactless technology was experimented in [[Vienna]] (Citybike Wien) and implemented at a large scale in 2005 in [[Lyon]] ([[Vélo'v]]) and in 2007 in [[Paris]] ([[Vélib']]). Since then over 1000 bicycle sharing system of this generation have been launched.<ref>{{cite web|title=The Bike-sharing World Map is 10 years old|url=https://bike-sharing.blogspot.com/2017/11/the-bike-sharing-world-map-is-10-years.html|website=Bike-Sharing.blogspot.com|access-date=25 May 2018|date=9 November 2017}}</ref> The countries with the most dock based systems are Spain (132), Italy (104), and China (79).<ref name="Access2011">{{cite web|url=http://www.uctc.net/access/39/access39_bikesharing.shtml|title=Worldwide Bikesharing|author=Susan Shaheen|author2=Stacey Guzman|name-list-style=amp|publisher=[[University of California]] Transportation Center|work=Access Magazine No. 39|date=Fall 2011|access-date=1 July 2012|url-status=dead|archive-url=https://web.archive.org/web/20120719042742/http://uctc.net/access/39/access39_bikesharing.shtml|archive-date=19 July 2012}}</ref><ref name="Larsen" /> {{As of|2014|06}}, public bike share systems were available in 50 countries on five continents, including 712 cities, operating approximately 806,200 bicycles at 37,500 stations.<ref name=Systems062014>{{cite web|url=http://transweb.sjsu.edu/PDFs/research/1131-public-bikesharing-business-models-trends-impacts.pdf|title=Public Bikesharing in North America During a Period of Rapid Expansion: Understanding Business Models, Industry Trends and User Impacts|publisher=[[Mineta Transportation Institute]] (MTI)|author=Susan A. Shaheen|date=October 2015|access-date=5 November 2014|display-authors=etal|archive-url=https://web.archive.org/web/20141106070644/http://transweb.sjsu.edu/PDFs/research/1131-public-bikesharing-business-models-trends-impacts.pdf|archive-date=6 November 2014|url-status=dead}} pp. 5</ref><ref name=Economist2015>{{cite news|url=https://www.economist.com/news/international/21663219-cities-are-starting-put-pedestrians-and-cyclists-motorists-makes-them?frsc=dg%7Cc|title=Urban planning – Streetwise|newspaper=[[The Economist]]|location=Gurgaon, India|date=5 September 2015|access-date=4 September 2015}}</ref> {{As of|2011|05}}, the [[Wuhan]] and [[Hangzhou Public Bicycle]] bike-share systems in China were the largest in the world, with around 90,000 and 60,000 bicycles respectively.<ref name="Access2011" /> By 2013, China had a combined fleet of 650,000 public bikes.<ref>{{cite news|url=https://www.forbes.com/sites/ywang/2014/10/20/return-of-bicycle-culture-in-china-adds-to-billionaires-wealth/#1dfbd6cf7752|title=Return of Bicycle Culture in China Adds To Billionaires' Wealth|last=Wang|first=Yue|work=Forbes|access-date=4 July 2017}}</ref>
This bicycle-sharing system saves the labour costs of staffed stations (zero generation), reduces vandalism and theft compared to first and second generation systems by registering users but requires a higher investment for infrastructure compared to fourth generation ''dockless'' bikes.
===Dockless bikes===
[[File:201803 a Mobike bicycle at Alexanderplatz.jpg|thumb|A dockless bike from [[Mobike]], the world's largest operator, with an electronic lock by the rear wheel]]
Also known as Call a Bike, free floating bike or fourth generation, the dockless bike hire systems consist of a bicycle with a lock that is usually integrated onto the frame and does not require a docking station. The earliest versions of this system consisted of ''for-rent-bicycles'' that were locked with combination locks and that could be unlocked by a registered user by calling the vendor to receive the combination to unlock the bicycle. The user would then call the vendor a second time to communicate where the bicycle had been parked and locked.
Not needing docking stations that may require city planning and building permissions, the system spread rapidly on a global scale
|title=Dockless bike sharing will reshape cities, says Dublin start-up|work=Bikebiz|access-date=14 July 2017|archive-url=https://web.archive.org/web/20180106010012/http://www.bikebiz.com/news/read/dockless-bike-sharing-will-reshape-cities-says-dublin-start-up/021422
|archive-date=6 January 2018|url-status=dead}}</ref> At times ''dockless bike-sharing systems'' have been criticized as ''rogue'' systems instituted without respect for local authorities.<ref>{{cite web|url=https://www.curbed.com/2017/3/31/15141002/cycling-transportation-bike-share-bluegogo-ride
|title=Is dockless bikeshare the future of urban transit?
|last=Sisson|first=Patrick|date=31 March 2017
|website=Curbed|access-date=19 July 2017}}</ref> In many cities entrepreneurial companies have independently introduced this system, despite a lack of adequate parking facilities.
|title=Miami Beach Cracks Down on "Rogue" Bike-Sharing Startup LimeBike
|first=Jerry|last=Iannelli|date=13 July 2017|access-date=3 April 2018}}</ref> and in other cases new laws have been introduced to regulate the shared bikes.
In some cities [[Deutsche Bahn]]'s Call a Bike has ''Call a Bike fix'' system, which has fixed docking stations versus the ''flex'' dockless version, some systems are combined into a hybrid of third and fourth generation systems. Some [[Nextbike]] systems are also a 3rd and 4th generation hybrid. With the arrival of dockless bike shares, there were in 2017 over 70 private dockless bikeshares operating a combined fleet of 16 million
▲With the arrival of dockless bike shares, there were in 2017 over 70 private dockless bikeshares operating a combined fleet of 16 million sharebikes according to estimates of Ministry of Transport of China.<ref>{{cite news|url=http://indianexpress.com/article/explained/simply-put-in-chinas-bikeshare-success-peek-into-big-data-potential-4870197/|title=Simply Put: In China's bikeshare success, peek into big data potential|date=2 October 2017|work=The Indian Express|access-date=12 October 2017}}</ref><ref name=":0">{{cite news|url=https://www.voanews.com/a/bike-boom-nibbles-asia-gasoline-demand-growth/4046015.html|title=Bike Boom Nibbles on Asia Gasoline Demand Growth|agency=Reuters|work=VOA|access-date=29 September 2017}}</ref> Beijing alone has 2.35 million sharebikes from 15 companies.<ref name="news.xinhuanet.com">{{cite web|url=http://news.xinhuanet.com/english/2017-09/15/c_136612435.htm|archive-url=https://web.archive.org/web/20170915122019/http://news.xinhuanet.com/english/2017-09/15/c_136612435.htm|url-status=dead|archive-date=15 September 2017|title=Beijing issues guideline on bike sharing – Xinhua {{!}} English.news.cn|website=news.xinhuanet.com|access-date=12 October 2017}}</ref>
In the United States, many major metropolitan areas are experimenting with dockless bikeshare systems, which have been popular with commuters but subject to complaints about illegal parking.<ref>{{cite news |last1=Lazo |first1=Luz |title=D.C. allows dockless bikes and scooters to stay, but you'll have to start locking them up. |url=https://www.washingtonpost.com/transportation/2018/08/30/dc-extend-scooter-bike-program-will-require-locks-bikes-starting-saturday/ |access-date=8 September 2018 |newspaper=The Washington Post|date=31 August 2018}}</ref>
== Goals ==
People use bike-share for various reasons. Cost and time are primary motivators for using bike-sharing programs, in particular the perceived cost of travel and time saved traveling.<ref>{{Cite journal |last=Cohen |first=Kathleen |date=2019 |title=Human Behavior and New Mobility Trends in the United States, Europe, and China |publisher=Fondazione Eni Enrico Mattei (FEEM) |url=https://www.jstor.org/stable/resrep21774}}</ref> Some who would otherwise use their own bicycle have concerns about [[theft]],
|last2=Guzman |first2=S. |first3=H. |last3=Zhang
|title=Bikesharing in Europe, the Americas, and Asia: Past, Present, and Future
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==Operation==
[[File:Shared-use bicycles maintaince.jpg|thumb|Shared-use bicycle being maintained by company staff
Bicycle-sharing systems are an economic [[Goods|good]], and are generally classified as a [[private good]] due to their [[excludable]] and [[rivalrous]] nature. While some bicycle-sharing systems are free, most require some user fee or subscription, thus excluding the good to paying consumers. Bicycle-sharing systems also provide a discrete and limited number of bikes, whose distribution can vary throughout a city. One person's usage of the good diminishes the ability of others to use the same good. Nonetheless, the hope of many cities is to partner with bike-share companies to provide something close to a [[Public good (economics)|public good]].<ref>{{cite web|url=http://www.tcat.ca/wp-content/uploads/2014/10/Bikes-as-a-Public-Good-What-is-the-Future-of-Public-Bike-Sharing-in-Toronto.pdf|title=Bikes as a Public Good: What is the Future of Public Bike Sharing in Toronto|last=Bieler|first=Andrew|date=December 2008|access-date=1 March 2018}}</ref> Public good status may be achieved if the service is free to consumers and there are a sufficient number of bicycles such that one person's usage does not encroach upon another's use of the good.
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The city of [[Medellín|Medellin]] is home to 3.4 million inhabitants in 173 km<sup>2</sup> and has long faced infrastructural mobility challenges. [[EnCicla]] is a bike sharing system in the city of [[Medellín|Medellin]] ([[Colombia]], [[South America]]). The bike sharing system is connected to other modes of transportation, such as the [[Medellín Metro|Metro]].<ref name=":8">{{cite journal |last1=Bejarano |first1=Mauricio |last2=Ceballos |first2=Lina M. |last3=Maya |first3=Jorge |date=1 January 2017 |title=A user-centred assessment of a new bicycle sharing system in Medellin |journal=Transportation Research Part F: Traffic Psychology and Behaviour |volume=44 |pages=145–158 |doi=10.1016/j.trf.2016.11.004|hdl=10784/24868 |s2cid=152005444 |hdl-access=free }}</ref>
In 2010, three EAFIT students (Lina Marcela López, José Agusto Ocampo, and Felipe Gutiérrez) developed the idea of the [[EnCicla]] bike sharing system as part of their final project. The implementation of the system was decided in operation in August 2012, with the subsequent pilot program confirming its prospects for success. [[EAFIT University|EAFIT]] advocated for the city to lead the system. This was implemented accordingly, resulting in the inclusion of [[EnCicla]] in the agenda of the city of Medellin and its incorporation into the transportation network. In this regard, [[EnCicla]] consists of a mixture of shared, as well as separated, bike lanes on the roadway. In the first 3 months after the official launch, 15,700 bicycle rentals took place, with usage picking up sharply in subsequent months and years.
In total, in [[Medellín|Medellin]] there exist more than 90 stations in 7 zones, with 13 connected to other transport systems. Since inception, more than 13 million bicycles have been rented by the approximately 9,100 active members. In this context, the most frequently used stations are located in the western zone, near universities and colleges. These stations are located near train stations, which means that there is a high volume of people. To use [[EnCicla]], citizens must register on the official website.
The establishment of EnCicla in recent years has helped relieve the complex transportation system in Medelin. However, the repositioning of bicycles at stations results in increased [[Carbon dioxide|CO<sub>2</sub>]] emissions, which run counter to the environmental importance of the project. In parallel, various activities have been carried out to promote the establishment of the system. These include a program that gives people over 8 years of age the opportunity to improve their knowledge and skills in cycling.<ref name=":9" /><ref name=":11">{{Cite web |title=Biciescuela para adultos: Una alternativa para fomentar el uso de la bicicleta en el Valle de Aburrá |url=https://www.metropol.gov.co/Paginas/Noticias/biciescuela-para-adultos-alternativa-para-fomentar-uso-de-bicicleta.aspx }}</ref>
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Sharing bicycles in South Korea are called '[[Ddareungi]]' in [[Seoul Capital Area|Seoul capital area]]. Ddareungi is a sharing bicycle operated throughout [[Seoul]]. It is an unmanned sharing bicycle rental service that started pilot operation in 2014 and officially operated in October 2015.<ref>{{Cite web |title=Expanded Operation of Seoul Bike "Ddareungi" |date=18 March 2016 |url=http://english.seoul.go.kr/expanded-operation-seoul-bike-ddareungi/}}</ref>
[[File:Seoul Bike 22907.jpg|thumb|[[Ddareungi]] ([[Korean language|Korean]]: 따릉이) is [[Seoul]]'s [[bike sharing system]], which was set up in 2015.
The 1-hour pass for Ddareungi is [[South Korean won|KRW]] 1000(Approximate 1 [[United States dollar|USD]]), and to prevent theft, an additional charge of KRW 1000 per 30 minutes is charged for exceeding the usage time.
===== Transit Mileage =====
Transit Mileage is a benefit that can only be received by 365-day commuter pass users. If
===== Bicycle Driving Ability Certification System Fee Benefits =====
Bicycle driving ability certification system requires completion of bicycle safety education, if
===== QR Code Lock =====
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===User fees===
User '''rent fees''' may range from the equivalent of US$0.50 to 30.00 per day, rent fees for 15- or 20-minute intervals can range from a few cents to 1.00. Many bike-share systems offer subscriptions that make the first 30–45 minutes of use either free or very inexpensive, encouraging use as transportation. This allows each bike to serve several users per day but reduces revenue. Monthly or yearly '''membership subscriptions''' and initial '''registration fees''' may apply. To reduce losses from theft often users are required to commit to '''temporary deposit''' via a credit card or debit card. If the bike is not returned within the subscription period, or returned with significant damage, the bike sharing operator keeps the deposit or withdraws money from the user's credit card account. operated by private companies as is the case in most cities in China.<ref>{{cite news|last1=McCabe|first1=Bret|title=Bike sharing: JHU alum's new book explores how the bicycle reshaped life in America|url=https://hub.jhu.edu/2016/04/18/guroff-mechanical-horse/|access-date=22 November 2017|publisher=Johns Hopkins University News|date=18 April 2016}}</ref>
'''US'''
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Bike riders shared in Europe usually pay between €0.50 to €1 per trip, and an average of €10–12 for a full day cycling.
[[File:Paris 06 2012 Velib 2883.JPG|thumb
===Volunteer work===
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===Advertisement revenue===
Second and third generation schemes in the 90s already prominently included advertising opportunities on the individual bikes in form of advertisement areas on the wheels or frame. Other schemes are completely branded according to a sponsor, notable example London's bike share which was originally branded and sponsored by [[Barclays Bank]] and subsequently by [[Santander UK]].
Several European cities, including the French cities of [[Vélo'v|Lyon]] and Paris as well as London, Barcelona, Stockholm and Oslo, have signed contracts with private advertising agencies ([[JCDecaux]] in Brussels, Lyon, Paris, Seville, Dublin and Oslo; [[Clear Channel Outdoor|Clear Channel]] in Stockholm, Barcelona, Antwerp, Perpignan and Zaragoza) which supply the city with thousands of bicycles free of charge (or for a minor fee). In return, the agencies are allowed to advertise both on the bikes themselves and in other select locations in the city, typically in the form of [[advertising]] on stations or the bicycles themselves.
===Government subsidies===
[[File:Melbourne Bike Helmets.JPG|thumb
Municipalities have operated and do operate bicycle share systems as a public service, paying for the initial investment, maintenance and operations if it is not covered by other revenue sources. Governments can also support bicycle share programs in forms of one time grants (often to buy a set of bicycles), yearly of monthly subsidies, or by paying part of the employee wages (example in repair workshops that employee long-term unemployed persons). Many of the membership-based systems are operated through public-private partnerships. Some schemes may be financed as a part of the public transportation system (for example [[Smoove]]). In Melbourne the government subsidises the sale of bicycle helmets<ref name="LUC">{{cite news|url=http://www.theage.com.au/victoria/helmet-law-hurting-shared-bike-scheme-20101128-18cf2.html |title=Lucas, Clay, ''Helmet Law Hurting Shared Bike Scheme'', The Age, 29 November 2010 |publisher=Theage.com.au |date=29 November 2010 |access-date=15 January 2012 |location=Melbourne}}</ref> to enable spontaneous cyclists comply with the mandatory helmet laws.
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==Usage patterns==
[[File:Capital Bikeshare DC 09 2010 508.JPG|thumb
Most bike-sharing systems allow the bicycles to be returned to any station in the system, which facilitates one-way trips because the users do not need to return the bicycles to the origin.<ref>{{cite web|last=Kodukula|first=Santhosh|date=September 2010|title=Recommended Reading and Links on Public Bicycle Schemes|url=https://ec.europa.eu/transport/sites/transport/files/cycling-guidance/giz_sutp_public_bike_schemes.pdf|archive-url=https://web.archive.org/web/20190807183207/https://ec.europa.eu/transport/sites/transport/files/cycling-guidance/giz_sutp_public_bike_schemes.pdf|archive-date=7 August 2019|access-date=7 August 2019|website=European Commission}}</ref> Thus, one bike may take 10–15 rides a day with different users and can be ridden up to {{convert|10000|km|abbr=on}} a year (as in [[Vélo'v]] in [[Lyon]], France).
It was found—in cities like Paris and Copenhagen—that to have a major impact there had to be a high density of available bikes. Copenhagen has 2500 bikes which cannot be used outside the {{convert|9|km2|abbr=on}} zone of the city centre (a fine of [[Danish krone|DKK]] 1000 applies to any user taking bikes across the canal bridges around the periphery). Since Paris's Vélib' programme operates with an increasing fee past the free first half-hour, users have a strong disincentive to take the bicycles out of the city centre.
[[File:LinkBike, George Town, Penang.jpg|thumb|A [[LinkBike]] station in [[George Town, Penang|George Town]], [[Penang]]. The public bicycle sharing service was launched in 2016.<ref>{{cite web|url=https://www.linkbike.my/|title=Link Bike|website=linkbike.my|access-date=26 March 2017}}</ref>]]in US, male users of bike sharing made up for more than 80% of total trips made in 2017.[[File:BicikeLJ Ljubljana-Prešernov trg.JPG|thumb|[[BicikeLJ]] in [[Ljubljana]], [[Slovenia]]]]
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A primary goal of bicycle-sharing systems has been to reduce traffic congestion, particularly in large urban areas. Some empirical evidence indicates that this goal has been achieved to varying degrees in different cities. A 2015 article in ''Transport Reviews'' examined bike-share systems in five cities, including Washington, D.C., and Minneapolis. The article found that in D.C., individuals substituted bike-share rides for automobile trips 8 percent of the time, and almost 20 percent of the time in Minneapolis.<ref>{{cite journal|last=Fishman|first=Elliot|date=April 2015|title=Bikeshare: A Review of Recent Literature|journal=Transport Reviews|volume=36|pages=92–113|doi=10.1080/01441647.2015.1033036|s2cid=53615436}}</ref> A separate study on Washington, D.C.'s [[Capital Bikeshare]] found that the bike-share program contributed a 2 to 3 percent reduction in traffic congestion within the evaluated neighborhood.<ref name=":5">{{cite tech report|last1=Hamilton|first1=Timothy|last2=Wichman|first2=Casey|date=20 August 2015|title=Bicycle Infrastructure and Traffic Congestion: Evidence from DC's Capital Bikeshare|institution=[[Resources for the Future]]|number=Discussion Paper 15-20 |ssrn=2649978}}</ref> 2017 studies in Beijing and Shanghai have linked the massive increase of dockless bike shares to the decrease in the number of private automobile trips that are less than five kilometres.<ref>{{cite web|url=https://www.chinadialogue.net/blog/9887-Time-to-regulate-China-s-booming-bike-share-sector-/en|title=Time to regulate China's booming bike share sector
|website=chinadialogue.net|date=29 June 2017
|access-date=9 July 2017}}</ref> In Guangzhou, the arrival of dockless bike shares had a positive impact in the growth of cycling
==== Less pollution ====
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==== Urban clutter ====
In some cities, the many dockless bike-share bicycles have cluttered streets and sidewalks, degrading the urban aesthetic environment and blocking pedestrian traffic.
[[File:Bike share clutter Beijing.jpg|thumb|Bike-share company Mobike's bicycles clutter a sidewalk in 798 Arts District in [[Beijing]], China.]] Due to the vehicles being left in the public right of way, or abandoned obstructing pedestrians, the dockless vehicles have been called "litter bikes".<ref>{{cite news |author=<!--Staff writer(s); no by-line.--> |title=Cities vow to crack down on "litter bikes" |url=https://www.cbsnews.com/news/cities-vow-to-crack-down-on-litter-bikes/ |publisher=CBS News |location=United States |date=30 April 2018 |access-date=16 August 2018 }}</ref>
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=== Dangers of over-supply ===
[[File:A shared bicycle in the grass.jpg|thumb
Many bike-share companies and public-private partnerships aim to supply shared bicycles as a public good. In order for bike-shares to be a public good, they must be both non-excludable and non-rival. Numerous bike-share programs already offer their services partly for free or at least at very low prices, therefore nearing the non-excludable requirement.<ref name=":3">Free City Bike Schemes, Søren B. Jensen, City of Copenhagen, Conference Proceedings, Amsterdam 2000</ref> However, in order to achieve the non-rival requirement, shared bicycles must be supplied at a certain density within an urban area. There are numerous challenges with attaining non-rivalry, for instance, redistribution of bicycles from low-demand regions to regions with high-demand.<ref name="Xie2018Bike">{{cite journal |last1=Xie |first1=Xiao-Feng |last2=Wang |first2=Zunjing |title=Examining travel patterns and characteristics in a bikesharing network and implications for data-driven decision supports: Case study in the Washington DC area |journal=Journal of Transport Geography |volume=71 |date=2018 |pages=84–102 |doi=10.1016/j.jtrangeo.2018.07.010|arxiv=1901.02061 |bibcode=2019arXiv190102061X |s2cid=88518530 }}</ref> Mobike, a China-based company, has addressed this problem by paying their users to ride their bikes from low-demand areas to high-demand areas.<ref>{{cite news|url=https://qz.com/942372/mobike-one-of-chinas-top-bike-sharing-startups-is-now-paying-users-to-ride-its-bikes/|title=One of China's top bike-sharing startups is now paying users to ride its bikes|last=Horwitz|first=Josh|work=Quartz|access-date=7 March 2018}}</ref> [[Citi Bike]] in New York City has a similar "Bike Angel" program to give discounts and prizes to balancers.<ref>{{cite web|title=Bike Angels|url=http://www.citibikenyc.com/bike-angels|access-date=8 July 2021|website=Citi Bike NYC}}</ref>
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A study published in the ''[[American Journal of Public Health]]'' reports observing<ref name=":6"/> an increase in cycling and health benefits where bicycle sharing systems are run. In the United States, bikesharing programs have proliferated in recent years, but collision and injury rates for bikesharing are lower than previously computed rates for personal bicycling; at least two people have been killed while using a bike share scheme.<ref name="Martin, et al">{{cite tech report |first=Elliot |last=Martin |first2=Adam |last2=Cohen |first3=Jan |last3=Botha |first4=Susan |last4=Shaheen |title= Bikesharing and Bicycle Safety |url= http://transweb.sjsu.edu/PDFs/research/1204-bikesharing-and-bicycle-safety.pdf |institution=Mineta Transportation Institute |date= March 2016 |access-date=3 April 2016}}</ref><ref name="Williams-Harris">{{cite news |last1=Williams-Harris |first1=Deanese |last2= Wisniewski |first2=Mary |title=Woman killed in crash believed to be 1st bike-sharing death in U.S.|url=http://www.chicagotribune.com/news/local/breaking/ct-female-bicyclist-critically-injured-in-traffic-crash-on-northwest-side-20160701-story.html |access-date=13 February 2017 |work= Chicago Tribune |date=3 July 2016}}</ref><ref>{{cite news |title= Cyclist Killed by Bus in New York's First Citi Bike Fatality |url= https://www.nytimes.com/2017/06/12/nyregion/citi-bike-death-manhattan.html?_r=0 |access-date= 16 June 2017 |work=The New York Times |date= 12 June 2017}}</ref>
There is also considerable evidence that bike-share programs must be adopted in tandem with city infrastructure, namely, the creation of bike lanes.
== Criticism ==
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Other critics claim that bike-share programs fail to reach more low-income communities.<ref name=":2">{{cite news|url=https://www.outsideonline.com/2136406/do-bike-share-systems-actually-work|title=Do Bike Share Systems Actually Work?|last=Lindsey|first=Joe|date=1 December 2016|work=Outside Online|access-date=5 March 2018}}</ref> Some efforts have attempted to address this issue, such as New York City's Citi Bike's discounted membership program, which is aimed at increasing ridership among low-income residents. However, around 80 percent of study respondents reported that they had no knowledge of the program's discount.<ref name=":2" />
A further criticism describes increasing discriminatory technical and organizational hurdles. In addition to
== See also ==
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