[log in to unmask]" type="cite">For the case of Spain I have produce some documents, the latest with Alberto Castro, who worked in the Obis project and developed his thesis on the same data.Here is a recent interview to both of us by a specialized magazine, it's in Spanish, but I guess that google translate can help you http://www.ciclosfera.com/ficha.php?id=83Our last publication http://www.fundacionecabv.org/content/balance-general-de-la-bicicleta-p%C3%BAblica-en-espa%C3%B1 (it has a brief summary in English)Our blog (where you can find Alberto's thesis between other documents) https://bicicletapublica.wordpress.com/And Alberto is going to make a presentation about the publication in the next Polis Conference, this will be in English and we can send it to you once it is presented, if you are interested.Let me know if you want some more details about the Spanish case.Best,Esther
2012/11/7 John Meudell <[log in to unmask]>
Personally, and professionally, I remain unconvinced by the economics of the bike hire schemes currently in place. The use of docking stations away from principal interchanges means that for a considerable periods it is difficult, if not impossible, to match demand with supply, meaning expensive re-positioning operations. Furthermore, all the larger schemes rely heavily on some form of sponsorship (aka subsidy ).
It would also be interesting, if not enlightening, to examine cost per kilometre and load factors (number of hours per day the wheels are turning), data which the larger schemes must have gathered electronically. I’m pretty sure these would compare unfavourably with asset utilization in generically similar schemes (I was thinking shipping containers, for instance).
I have to say I am staggered at the annual running cost per bike of the TfL scheme, which is patently unsustainable. That sort of money would be far better spent increasing the number of (preferably covered) parking spaces at key interchange points or employment/education centres. Furthermore, if bike hire is desirable, from a visitor and uptake point of view, it would be more economic based around parking/servicing complex, as is the case in many Dutch railway stations.
Bear mind that the UK’s 23.5 million cyclists own somewhere between 40 and 50 million bicycles, an asset which only a fraction of which is used on a daily basis.….surely mobilization of that asset is more important than providing expensive, highly subsidized and under-utilised hire bike schemes…..
Cheers
John Meudell
C.Eng, MIMechE
From: Cycling and Society Research Group discussion list [mailto:[log in to unmask]] On Behalf Of Adrian Lord
Sent: 07 November 2012 16:46
To: [log in to unmask]
Subject: Cycle Hire schemes
Hi
We are working on cycle hire in Ireland and reviewing experiences of cycle hire schemes to date. Also considering cycle hire as part of a strategy for an English city. Obviously I’ve reviewed the available literature such as OBIS etc but I’d be interested to hear any first-hand accounts of what is / isn’t working in the UK and elsewhere given that so many schemes appear to be struggling to survive.
My own interpretation (by which I mean guess!) of what is happening in Britain is that:
· Many towns/cities just too small to generate transport business unless there is a decent leisure route as well;
· Public transport is as quick and cheap (compared to £4+ minimum fare and congestion in London) so the short trip market isn’t there;
· Very little cycle infrastructure/roads too busy etc – and in smaller/hilly towns there are not the sort of quieter parallel routes that you get in central London ;
· Scheme itself is too small – i.e. not enough places to pick up / drop off to make it convenient;
· The technology – mobile phone, registration etc is just too awkward and clunky to use
· The Boris Bikes and Velibs are maybe perceived as ‘cool’ because they are distinctive compared to some of the cheaper/garish hire bike designs on offer?
You may of course wish to respond privately and I won’t quote you! I just want some practical advice!!
Thanks in advance...
Adrian Lord
Associate
Arup
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