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OCTOBER 3, 2016
DRAFT PBS DPR PUNE BIKE SHARE MASTER PLAN
CONTENTS
List of tables ..................................................................................................................................................................... 4
List of figures .................................................................................................................................................................... 5
1 Introduction ............................................................................................................................................................. 8
1.1 Cycling in India ................................................................................................................................................ 8
1.1.1 Trip Length Frequency Distribution .......................................................................................................... 10
1.1.2 Bicycle as A Feeder Mode ......................................................................................................................... 11
1.1.3 Cycling – A National Agenda ..................................................................................................................... 12
1.2 Benefits of cycling ......................................................................................................................................... 13
1.3 Cycling in Pune – Infrastructure and Existing Systems including past .......................................................... 16
2 Introduction to PBS ............................................................................................................................................... 20
2.1 What is PBS? ................................................................................................................................................. 20
2.2 PBS – The World Trend ................................................................................................................................. 21
2.2.1 Multi modal Integration - cycle with public transport ............................................................................. 22
2.3 PBS Initiatives in India ................................................................................................................................... 23
2.3.1 Namma Cycling Public Bicycle Sharing for Communities ......................................................................... 24
2.3.2 Automated Tracking and Control of Green Assets (ATCAG) BikeShare .................................................... 29
2.3.3 Delhi Cycles .............................................................................................................................................. 33
2.3.4 Cycle share System for Ahmedabad City .................................................................................................. 35
3 PBS in Pune – Planning and Design ....................................................................................................................... 38
3.1 PBS as per Pune bicycle project and scope of work ..................................................................................... 38
3.2 Station selection: Primary and Secondary Stations ...................................................................................... 38
3.2.1 Spatial Station Location methodology ..................................................................................................... 38
3.3 PBS System components .............................................................................................................................. 41
3.3.1 Manual system ......................................................................................................................................... 41
3.3.2 Automated system ................................................................................................................................... 41
3.3.1 Hybrid system for PMC PBS ...................................................................................................................... 42
3.3.1 infrastructure components ...................................................................................................................... 42
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3.3.2 Bicycle Specification as per Toolkit for public cycle sharing systems, MoUD .......................................... 47
3.4 Methodology ................................................................................................................................................ 54
3.4.1 Cycle demand methodology ..................................................................................................................... 54
3.5 Data collection and analysis ......................................................................................................................... 56
3.5.1 Street user survey .................................................................................................................................... 56
3.5.2 Street user (BRT ZONES) ........................................................................................................................... 66
3.5.3. Cycle demand calculations ................................................................................................................... 72
3.6 Station design ............................................................................................................................................... 73
4 PBS in Pune - Implementation ............................................................................................................................... 79
4.1 Operational Plan ........................................................................................................................................... 79
4.2 Revenue Generation ..................................................................................................................................... 84
4.2.1 Advertisement Revenue ........................................................................................................................... 84
4.3 Branding and Marketing ............................................................................................................................... 85
4.3.1 Context ..................................................................................................................................................... 85
4.3.2 Purpose of the Communication Strategy ................................................................................................. 86
4.3.3 Institutional Anchors for PBS Communication ......................................................................................... 89
4.3.4 Communications Events and Campaign Timeline .................................................................................... 92
4.3.5 Making it Happen ..................................................................................................................................... 95
5 NEXT STEPS ............................................................................................................................................................ 96
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LIST OF TABLES
Table 1: Potential roles of stakeholders ......................................................................................................................... 83
Table 2: Communication Functions at different stages ................................................................................................. 90
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LIST OF FIGURES
Figure 1 Trends in cycle modal Share ............................................................................................................................. 10
Figure 2: Framework to solve Pune's Transport and Mobility problem ......................................................................... 19
Figure 3 Evolution of PBS ............................................................................................................................................... 21
Figure 4 Global Trend in Growth of PBS systems ........................................................................................................... 22
Figure 5: Multi modal trip chain ..................................................................................................................................... 23
Figure 6 Namma Cycle Station in IISC campus ............................................................................................................... 27
Figure 7 NammaCycle Bicycles and Rack in IISC campus ............................................................................................... 27
Figure 8 Namma Cycle Stations Location Map ............................................................................................................... 28
Figure 9 Typical Hoarding with Sponsors Names and Logos at Namma Cycle Station .................................................. 29
Figure 10 Typical Docking station of ATCAG at MG road Metro Station ........................................................................ 31
Figure 11 Locking/Unlocking Mechanism of ATCAG docking station ............................................................................. 31
Figure 12 Registration process for using ATCAG Bicycle ................................................................................................ 32
Figure 13: Advertisement Board at ATCAG station ........................................................................................................ 33
Figure 14: Parked cycles from Delhi PBS ........................................................................................................................ 35
Figure 15 Proposed Bicycle Station size and Location in University Area, Ahmedabad ................................................ 37
Figure 16: 3km buffer of the public transport routes of Pune ....................................................................................... 39
Figure 17: Sample of primary and secondary cycle sharing station locations ............................................................... 39
Figure 18: Primary station locations .............................................................................................................................. 40
Figure 19: Secondary station locations .......................................................................................................................... 40
Figure 20 Comparison of manual and automatic bicycle sharing systems .................................................................... 42
Figure 21 Bicycle sample ................................................................................................................................................ 43
Figure 22 Docking Stations ............................................................................................................................................. 43
Figure 23 Access Card ..................................................................................................................................................... 44
Figure 24 Redistribution Vehicle .................................................................................................................................... 45
Figure 25 Mobile Station ................................................................................................................................................ 46
Figure 26 Bicycle Specifications ..................................................................................................................................... 49
Figure 27 Bicycle from Public Bike sharing scheme in Denver, Colorado, USA .............................................................. 50
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Figure 28 VELIB Public bike sharing scheme in Paris, France ......................................................................................... 51
Figure 29 BIXI Public bike sharing scheme in Montreal, Canada ................................................................................... 52
Figure 30 Next Bike bicycle specifications from Next bike public bike sharing system in Glasgow, United Kingdom ... 53
Figure 31: Cycle demand methodology for access/egress trips from user survey ......................................................... 55
Figure 32: Cycle demand methodology for short distance trips from user survey ........................................................ 56
Figure 33: Cyclists vs. non cyclists Figure 34: Age group Figure 35: Gender ...................................................... 57
Figure 36: Household monthly income .......................................................................................................................... 57
Figure 37: Occupation .................................................................................................................................................... 58
Figure 38: Two wheeler ownership Figure 39: Four wheeler ownership Figure 40: Cycle ownership ............ 58
Figure 41: Trip Frequency Figure 42: Trip Purpose .................................................................................................. 59
Figure 43: Access trip mode Figure 44: Access trip time Figure 45: Access trip expense ......................................... 59
Figure 46: Mainline trip mode Figure 47: Mainline trip time Figure 48: Mainline trip expense ............................... 60
Figure 49: Egress trip mode Figure 50: Egress trip time Figure 51: Egress trip expense .......................................... 60
Figure 52: Shift to cycle for access trips if cycle infrastructure is made ........................................................................ 61
Figure 53: Shift to cycle for mainline trips if cycle infrastructure is made ..................................................................... 61
Figure 54: Shift to cycle for egress trips if cycle infrastructure is made ........................................................................ 61
Figure 55: Shift to PBS for access trips ........................................................................................................................... 62
Figure 56: Shift to PBS for mainline trips ....................................................................................................................... 62
Figure 57: Shift to PBS for egress trips ........................................................................................................................... 63
Figure 58: Amount willing to pay for a 30 minutes ride on PBS Figure 59: Amount willing to pay for a monthly subscription 63
Figure 60: Awareness of benefits of cycling: cyclists ..................................................................................................... 64
Figure 61: Awareness of benefits of cycling: non cyclists .............................................................................................. 64
Figure 62: Importance for cycling: cyclists ..................................................................................................................... 65
Figure 63: Importance for cycling: non cyclists .............................................................................................................. 65
Figure 64: Cyclists vs non-cyclists Figure 65: Age group Figure 66: Gender ............................................................ 66
Figure 67: Household Monthly income .......................................................................................................................... 66
Figure 68: Occupation .................................................................................................................................................... 67
Figure 69: Two wheeler ownership Figure 70: Four wheeler ownership Figure 71: Cycle ownership ....................... 67
Figure 72: Trip Frequency Figure 73: Trip Purpose ................................................................................................. 68 Page | 6
Figure 74: Access trip mode Figure 75: Access trip time Figure 76: Access trip expense ......................................... 68
Figure 77: Mainline trip mode Figure 78: Mainline trip time Figure 79: Mainline trip expense ............................... 69
Figure 80: Egress trip mode Figure 81: Egress trip time Figure 82: Egress trip expense ......................................... 69
Figure 83: BRTS users Figure 84: Frequency of using BRTS....................................................................................... 70
Figure 85: Willingness to use BRT more frequently if PBS station is easily available within 5 minutes of origin/destination and at BRT station ............................................................................................................................ 70
Figure 86: Willingness to use BRT more frequently if auto rickshaw is easily available within 5 minutes of origin/destination and at BRT station ............................................................................................................................ 70
Figure 87: Amount willing to pay for a 30 minutes ride on PBS Figure 88: Amount willing to pay for a monthly subscription 71
Figure 89 Proposed Station Shelter Design .................................................................................................................... 73
Figure 90 Proposed Docking Station Design .................................................................................................................. 73
Figure 91 Proposed main station Plan ........................................................................................................................... 74
Figure 92 Proposed Sub Station Plan ............................................................................................................................. 75
Figure 93 Proposed Elevation of the Station Design ...................................................................................................... 77
Figure 94 Sample map and information to be displayed at each station ...................................................................... 78
Figure 95 Operational plan and Contractual Agreement for PBS.................................................................................. 82
Figure 96: Stakeholder and communication links with PMC PBS cell ............................................................................ 88
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1 INTRODUCTION The transport scenario in most of the Indian cities has been rapidly deteriorating because
of the increasing travel demand, growing number of vehicular trips by cars and two
wheelers resulting in traffic congestion, air pollution and traffic accidents. Investments in
high capacity rail and bus based mass transit systems are being promoted to arrest this
trend. However, these systems have a limited reach, especially in the low density
urban sprawl. Accessibility of the neighbouring localities becomes an important factor
for providing them with the benefits of the mass transit connectivity. As per studies,
walking is the most preferred mode for first/last mile connectivity for a distance up to
a 500 meters but beyond that, various other modes especially smaller vehicles like
motorised bikes and scooters come into the picture. The distance of 0.5-4km is ideal
for cycling and public cycle sharing systems to be used for first/last mile feeder trips.
Worldwide, public bike sharing systems have proven to be much more convenient and
hassle-free compared to riding one’s own bicycle. Also, considering the (lack of)
present cycling infrastructure in Indian cities, having such systems throughout the city
will prove to be beneficial. These systems will also induce civic authorities to create
cycling infrastructure which will eventually shift a large number of current motorised
trips to non-motorised trips.
1.1 CYCLING IN INDIA Indian cities are sprawling with unrestricted growth, the sprawl is leading to severe
environmental degradation. While the share of public transport and non-motorized
transport (walking and cycling) is declining there are low investments these sectors
with the major share going to increasing road capacity for cars. It would be
worthwhile to put effort in at least maintaining the existing levels of cycling and
walking or even better: to actively promote their usage and to arrest the increase of
the use of motorised modes. After all active transport (walking, cycling, cycle-rickshaws
etc.) has no direct GHG emissions at all, while these modes currently support about 39
percent of trips in urban India.
Indian cities have still substantial trips on bicycles. Its use varies from 7-15% in large cities to
13-21% in medium and small cities. Its high ownership, low cost and easy use makes it in
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principle an attractive mode of transport for students and low income workers. But these
shares were much higher 20 years ago and appear to come down very fast if we fail to stop
the decline.
Communities in these cities have a latent demand for bicycles and walking trips, which can
be realized with suitable facilities and resources. More bicycle trips will be attracted with a
coherent, direct and safe bicycle infrastructure. However, the absence of safe infrastructure
and high cycle fatalities deter these potential groups from shifting to bicycle use in large
Indian cities.
A large amount of utility cycling is present in Indian cities because the bicycle is the most
affordable form of transport available to low income households. However, Indian cities do
not have bicycle infrastructure and bicyclists are forced to use the same carriageway as
other motorized vehicle. Bicycle ownership is very high in all the cities. Most of the medium
and large cities have 35% - 65% households owning one or more cycles as per Census 2001.
In the smaller cities, it varies between 33% 48% (the exceptions being Mysore with only 27%
households owning bicycles). There are 54.43% households in Ahmedabad and 63.4%
households in Chandigarh owning one or more bicycle as per Census 2001. In Delhi there
are an estimated 0.96 million households (37.6%) owning bicycles in 2001 and it has
decreased to 30.6% in 2011. Indian policy makers and experts building roads have not been
very supportive for creating bicycle infrastructure. The existing urban road guidelines which
can be used effectively for creating bicycle infrastructure are not detailed enough in cities.
Indian cities have experienced a continuous decline in the shares of cycling and mostly the
captive riders are using bicycles to meet the daily commuting needs. These developments
suggest that the current road environment is not very attractive for cycling and that people
give up cycling as soon as they can afford to use other modes as per United Nations Centre
for Regional Development (UNCRD), 2011 publication. Availability of dedicated cycling
infrastructure is likely to result in a less steep decline in bicycle use. This would imply that
better cycling conditions could turn captive cycling into choice cycling.
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Figure 1 Trends in cycle modal Share
Though declining, the bicycle ownership and the mode share of cycling is still high in
Indian cities (refer Figure 1); with modal shares as high as 30% in mid-sized cities like
Patna and Nagpur. Due to environmental and socio-economic reasons we cannot afford
to let the shift from cycling to motorized two and four wheelers go unchecked in our
cities and pro-active measures need to be taken at the national level to retain and in
fact increase shares of cycling in Indian cities.
1.1.1 TRIP LENGTH FREQUENCY DISTRIBUTION The average trip length for all vehicles excluding walk in small cities varies from 2.5 to
4.8 km. About 70 - 90% of the trips are less than 5 km and are short trips. Such short
trips are ideal for non-motorized modes like bicycles. The average trip length for
bicycles in small cities varies from 1.9 to 3.1 km. The average trip length for all vehicles
excluding walk in medium and large cities varies from 4.2- 6.9 km; with the exception of
Jaipur (8.6km). It is observed from the trip length frequency distribution that 56% to
72% trips are short trips (below 5km, cyclable distance). The average trip length for
bicycle in medium and large cities varies from 3.1 to 4.5km. In Delhi the average trip
length of all vehicles excluding walk is 10.66 km and for bicycle is 5.1km. About 35% of
the total vehicular trips are short trips1
1 RITES, MVA Asia, TERI (2008), Transport Demand Forecast Study & Development of an Integrated Road cum Multi-Modal Public Transport Network for the NCT of Delhi.
0%5%
10%15%20%25%30%35%40%45%50%
% m
odal
shar
e in
tota
l tra
ffic
1980 1990 2000 2008
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1.1.2 BICYCLE AS A FEEDER MODE Public transit systems play an important role in the urban transport network. Public and
para-transit systems carry about 14% -25% of the total trips in medium cities. This share
increases to 40% in megacities. The various factors (e.g. access2, egress3, cost, age,
income etc.) affecting the trip profile of a person determine public transit use. The
access and egress links in a public transport chain greatly determine its ridership and
success. Mostly these trips are made by non-motorized modes like walk, cycle or pedal
rickshaws.
The results of bus users’ survey4 in Delhi shows that of the 3600 bus commuters
surveyed, 20% owned cycles, but only 1% used it for access trips. 48% walk more than
500 m but less than 1 km and 9% walk more 1 km distance (because most of them are
from the lower income group whose household income ranges from 1000 Rs. to 10,000
Rs.). If a bicycle friendly infrastructure is created, these 57% commuters can use
bicycles for their access trips reducing travel time by approximately 33%5. Also 91% of
bicycle owners and 45% of the total bus commuters who do not own bicycles are
potential users of bicycle for access trips, if a bicycle-friendly infrastructure is provided.
It is also observed in the survey that 7% of bus commuters travel for short distances
(access + main + egress < 5km). These people are likely to shift to the bicycle.
Multimodal bicycle / transit trips expand the catchment area of public transit stations
without the large expense and space requirements of automobile parking. Over longer
trip distances, using the bicycle as a feeder mode for public transit can result in shorter
trip times. If the public transit system transports bicycles, then a passenger's bicycle
may also be used at the egress end of the trip. If the bicycle has to be promoted as an
access mode to public transit, all facilities like secure parking at bus stops and safe
cycling paths have to be considered.
2 Access time refers to the time taken from the point of origin of travel to the first point of entry to the public transit – the bus stop or metro stop 3 Egress time refers to time taken from the last point of disembarkation from the public transit system to the final point of destination 4 Advani, M. and Tiwari, G., (2005), Evaluation of Public Transport Systems: Case Study of Delhi Metro, Transportation Research & Injury Prevention Programme, Indian Institute of Technology, Delhi, India. 5 Advani, M. and Tiwari, G., (2006), Bicycle–As a Feeder Mode for Bus Service, VELO MONDIAL Conference 2006. Cape Town, South Africa.
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Integration of the bicycle with the public transit network can enhance the travel
potential for both modes of travel by offering a number of advantages. Introducing
bicycle facilities helps in increasing ridership of transit system by 13-15% by shifting
users from car to public transport system.6
1.1.3 CYCLING – A NATIONAL AGENDA The National Urban Transport Policy (NUTP, 2006) envisions a focus on movement of
people and goods rather than vehicles as the paradigm of transport planning leading to
equitable allocation of road space with priority to public transport and non-motorized
transport. Since JnNURM investments in urban transport in cities have prerequisite
condition to comply with the NUTP agenda, inclusion of facilities for walking and cycling
is being highlighted.
The National Mission on Sustainable Habitats (NMSH, 2009) focuses on the greater use of
non-motorized transport as an important strategy for reducing GHG emissions from
Urban Transport and advocates the following action points:
1. Investing in a segregated right of way for bicycles and pedestrians;
2. Converting crowded areas like marketplaces into no-vehicle zones;
3. Improving bicycle technology;
4. Providing safer parking facilities for bicycles in workplaces;
5. Launching a public cycle program on PPP;
6. Organising cycle rickshaws through PPP; and finally,
7. Promoting cycling and walking as healthy activities.
6 Martens, K., (2007), Promoting Bike-and-Ride: The Dutch Experience, Transportation Research Part A: Policy and Practice
41(4): 326-338.
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1.2 BENEFITS OF CYCLING As a single mode, cycling can improve accessibility. Currently worldwide, rough
estimations indicate that more than 10% of people in the world do not have proper
access to destinations that are important for their livelihood (United Nations Centre for
Regional Development (UNCRD) publication, 2011, Needs for National Bicycle Schemes
in Asia). This percentage will be higher in India. Compared to walking, cycling can
enlarge an individual’s radius of action within a given travel time budget with a factor 3
to 4 thus covering an area which is 9 to 16 times larger. Compared to public transport,
cycling (as a single mode) is individual, is much more flexible, and has a high
‘penetration ability’. Cycling can be used by all social classes, and thus contributes to
accessibility in a very equitable manner. Accommodating cycling through the provision
of more cycling friendly road conditions doesn’t harm or exclude anyone. Public
spending on cycling facilities is (in principle) beneficiary for all parts of the population.
Cycling can contribute to a better performance of public transport. Since cycling as a
feeder mode can be 3 to 4 times faster than walking, the catchment area of public
transport stops thus can become 9 to 16 times larger. If used intelligently one can build
an integrated ‘cycling and public system. Such an integrated transport system would
optimise both the public transport route network and the (more local) cycling route
networks. The latter should be optimally connected to the important public transport
stations (or ‘stops’), and these stations should offer the proper services (bicycle parking
facilities).
Cycling can counter congestion. Attractive cycling conditions will help to moderate (or
at least delay) people’s aspirations to own and use a private car and current car owners
may be tempted to substitute a part of their trips by cycling trips. But to utilise this
potential co-benefit of bicycle use, the competitive position of cycling (in combination
with public transport) should be improved substantially.
Cycling can improve road safety. Arguably, cyclists are vulnerable road users. But
enhancing the cycling conditions, including taking measures to mitigate the number and
speed of motor vehicles and to reduce risk at intersections, combined with a substantial
increase of bicycle use will improve cyclists’ road safety. ‘Cycling promotion’ and
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‘improving road safety’ can result in a self-reinforcing interaction of these two policies;
the so-called ‘safety by numbers’ effect.
Cycling makes cities more attractive. The introduction of motorized transport has
created urban structures that accommodate vehicular traffic rather than people.
Children are amongst the groups that have suffered most of this at the cost of their
scope to develop themselves as independent citizens. The promotion of cycling can help
in a paradigm shift from vehicle oriented to people oriented transport planning. It can
reintroduce the human scale in road design. And as a coherent network of cycling
routes is one of the conditions for successful cycling promotion, it can help to overcome
the severance effect of urban highways by a change in priorities. As a consequence of
increased cycling the dominance of motorized traffic in the ‘townscape’ will be
moderated.
Cycling contributes to improving air quality and mitigating climate change if it
substitutes short (often urban) motorized trips. Those trips contribute substantially to
air quality problems (like SO2, NOx, PM) and the climate problem (CO2). This
substitution of private car trips by cycling is very relevant for developed countries. For
India the relevance of cycling is also that promotion of cycling can help to prevent a
shift to private motorized modes. Transport related CO2 emissions are expected to
increase 57% worldwide in the period 2005 – 2030, and it is estimated that transport
(passenger and freight) in developing countries will contribute about 80 percent of this
increase. The gains of cycling promotion should be measured against the expected
trends in transport in a business as usual scenario.
Noise reduction. Motorized transport is also the cause of the noisy environment in large
parts of our cities produced by a combination of engine noise and the interaction
between tyre and road surface. (Not to mention the excessive use of horns by car
drivers in Indian cities) Both are correlated with driving speed. Given the restrictions of
whatever mitigating measures it remains worthwhile to try and prevent this problem by
promoting the use of non-motorized modes of transport like cycling, and measures to
discourage and restrict car use in sensitive urban areas.
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Improved physical health. One of the (many) downsides of motorized transport is its
enhancement of a sedentary lifestyle, with detrimental effects for individual and public
health. But for many individuals it appears a too large appeal on their discipline to build
in exercise as a specific activity in their activity pattern. The required (minimum) level of
daily exercise (20 to 30 minutes moderate exercise) equals an average cycling
commuter trip. Cycling commuters appear to have (on average) a substantial better
physical health than commuters using other modes. According to a Lancet study7,
shifting to more active travel modes by 2030 would decrease the burden of heart
diseases by 25%, diabetes by 17%, road fatalities by 69% and depression by 7% in the
city of Delhi.
Emission reduction: The strategy adopted to reduce emissions from the transport
sector is best described as the avoid-shift-improve paradigm. Avoid travel by land-use
and demand management, shift travel to sustainable modes like public transport and
non-motorized modes, and improve vehicle and fuel technologies.
The Wilbur Smith report8, states that between 60 to 90 percent of CO2 emissions in
India’s urban areas come from cars and MTWs, which is corroborated by the IPCC 2007
report, according to which the emissions per passenger-km of buses are lower than
those for cars and MTWs. It must also be kept in mind that non-motorized transport
(walking, cycling, cycle-rickshaws etc.) has no direct GHG emissions at all, while these
modes currently support about 39 percent of trips in urban India. Though Indian cities
have a good share of non-motorized transport, the challenge is to retain and improve
their modal shares in the face of current trends. Many cities in Europe (e.g. Amsterdam
and Copenhagen) with high car ownership took specific steps to prioritize bicycling as a
mode, which has resulted in bicycling now contributing to over 30 percent of trips.
According to the report on Low Carbon Strategies9, if by 2020 we make an aggressive
effort to increase public transport share by 8% and non-motorized transport share by
4% the resultant savings in CO2 emissions are 29 MT, and in oil imports are 18,000 Cr
for a 9% GDP growth (This is without change in technology or fuel). So apart from
7 http://tripp.iitd.ernet.in/publications/paper/MUD%20Lancet%2009.pdf 8 https://casi.sas.upenn.edu/sites/casi.sas.upenn.edu/files/iit/GOI%202008%20Traffic%20Study.pdf 9 http://planningcommission.nic.in/reports/genrep/rep_carbon2005.pdf
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reducing GHG emissions, cycling would have a significant impact on the energy security
of our country.
The mayor of London, Boris Johnson, presented in March 2013 a cycling plan for this
city with a budget of 913 million British Pound and stated: “Cycling will create better
places for everyone. It means less traffic, more trees, more places to sit and eat a
sandwich. It means new life, new vitality and lower crime on underused streets. It
means more seats on the tube, less competition for a parking place and fewer cars in
front of yours at the lights”. (United Nations Centre for Regional Development (UNCRD),
2011 publications)
1.3 CYCLING IN PUNE – INFRASTRUCTURE AND EXISTING SYSTEMS INCLUDING PAST
The history of Pune in terms of cycling has been very rich as it was once known as the
cycling capital of Maharashtra. During that time i.e. in 1981, even a cycling network plan
was prepared which consequently aimed to describe new ways to consider bicycle as a
mode, including all of its attributes in response to an identified need of an independent
cycle network. It suggested a cycle network and the major effects of having it.
The report reveals some travel characteristics of the bicyclists. The analysis of the
household survey data highlighted that there was about one cycle per household and
the number of privately owned bicycles were about 3 lakhs. The impact of available
cycles for hire was almost equal to that of the private cycles. Indeed, the numbers of
cycles available on hire were almost 50,000 and used almost six times as much as
private cycles.
The presence of cycles in the traffic stream was 57.5% and 53.23% respectively in and
outside the congested parts and 56% in the city at that period, without much difference
in the peak hour and the rest of the day, which was more than half of the mode share.
The report also shows the analysis of the data collected through the household survey,
which was 44% of the inter-zonal trips and 56% of total trips were made by walk
compared to 26% of the inter-zonal and 21% of the total trips by cycle. Excluding walk
trips, 46% and 49% respectively were made by cycles. This analysis has revealed that
why Pune was known as the cycle capital of Maharashtra.
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The report also revealed some major benefits of operation of the cycle network. The
frequencies and the trips lengths were obtained both in terms of distance in km and
time in minutes for both, arterial network as well as cycle network. For an average trip
length of 4.06 km, the arterial network had a trip time as 19.03 minutes whereas the
trip time taken in a cycle network was less i.e. 17.84 minutes. It was ascertained that
this total time saving amount to about 8400 person hours per day for the total inter-
zonal cycle trips, thus, reducing the travel time for cycles in the cycle network. Also, it
also revealed that the travel time of fast vehicles also increased without cycles on the
road (carriageway/motorised lanes). It also calculated the cost saving through savings of
fuel, land acquisition cost which is acquired for widening of roads and the reduction in
the number of accidents.
However, the perception of NMT formed from the review of the Comprehensive
Mobility Plan is very different. It is because the report highlights that cycling showed a
decrease in popularity as the ownership and use of motorized two-wheelers increased
with time and had its own consequences. As quoted in the report, “In November 2008,
fatal accidents accounted for 24% of the total accidents recorded in Pune of which 11%
accidents were serious and 65% were minor ones whereas in 1981, these numbers were
5%, 4% and 91% respectively. The accidents increased because in most of the roads,
there was no segregation for the cycle traffic from the motorized traffic causing
potential unsafe conditions. Moreover, from the road inventory it was observed that
about 50% of roads did not have foot paths on both the sides.” Also the average trip
length for a 5000 household-survey sample came out to be 6.14 km in 2008 instead of
4.05 km in 1981. Inhabitants had to go farther for their trips in the year 2008 as
compared to the year 1981. In the year 2008, walking and cycling constituted 33.3% of
the total trips in Pune, including 11% made by cycles, contrary to 77% of total trips
including 21% by cycle’s that were made in the year 1981. Both reports show that
bicycle lanes must be provided on strategic locations to encourage and cater to
dedicated cycling trips and must be continuous and form a network in the city.
However, keeping in mind the development pace in the recent times, the network
should not be limited on strategic locations but should be created throughout the city.
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Thus, policy and planning changes with respect to NMT are very important to not only
preserve but to enhance the share and safety of the NMT. In keeping with the spirit of
NUTP (2006) Comprehensive Mobility Plan also aimed to focus on mobility of people
over vehicles and gave priority to pedestrians, NMT and all modes of public transport
including intermediate public transport. One of the main aims of creating the
Comprehensive Mobility Plan was to prioritise and allocate the investments in the
transport sector. This however lacked the operational and maintenance cost of the
projects which has now been considered in the Smart city proposals. The operational
and maintenance cost is a very important aspect while calculating the lifetime cost of
the project as it helps in sustaining the project. Though the Comprehensive Mobility
Plan aimed to focus on moving people over vehicles, the emphasis on Non-Motorised
Transport was relatively low. This scenario, however, has changed in the smart city
project where more emphasis to Non-Motorised Transport has been given. This report
deals with bicycles, street design, footpaths, junctions, open space and non-motorized
streets according to the definition and function of a smart city and these new transit
options assures in making Pune become plentiful and attractive for people of all income
levels.
Some initiatives concerning bicycles are shown, like public bicycle sharing system from
18 to 60 months, taking NMT to 8% from 1% through 27 km bicycle tracks and creating
42 km cycle track. Details are explained in Figure 2.
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Figure 2: Framework to solve Pune's Transport and Mobility problem
Source: Smart city proposal
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2 INTRODUCTION TO PBS
2.1 WHAT IS PBS? Also called “Public-Use Bicycles” (PUBs), “Bicycle Transit”, “Bike sharing” or “Smart Bikes”,
bicycle-sharing schemes comprise of short-term urban bicycle rental schemes that enable
bicycles to be picked up at any self-serve bicycle station and returned to any other bicycle
station. This makes bicycle-sharing ideal for point-to-point trips. The principle of bicycle-
sharing is simple: individuals use bicycles on an “as-needed” basis without the costs and
responsibilities of bicycle ownership. There is distinction between bicycle sharing programs
and bicycle rentals which is similar to that between car sharing programs and car rentals.
Shared bicycles are intended for shorter periods of use and a larger number of daily users
per bicycle than rentals. Moreover, fees for use are generally very low or use is free. But
beyond these basic features, bicycle sharing schemes vary widely in nature.
Bicycle -sharing schemes have evolved dramatically since their introduction in the 1960s.
The first generation schemes that were introduced in Amsterdam (1965), La Rochelle (1976)
and Cambridge (1993) provided free bicycles to borrow and return from any location. Then,
a new “second generation” set of systems began in 1991, in Farsø and Grenå, Denmark
(DeMaio, 2009). By 1995, the first large scale scheme (called Bycyklen or City Bikes) was
introduced in Copenhagen. These third generation systems took the form of a “bicycle
lending library” (Metrolinx, 2009) with a membership or annual fee. They used custom-built
“heavy duty” bicycles with non-standard components to reduce theft. Finally, introduction
of smartcard technology in the late 1990s would usher in the third generation schemes that
have enabled bicycle-sharing to become what it is today. The evolution of bicycle -sharing
and the different generations of bicycle-sharing programs are summarized in Figure 3
below.
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Figure 3 Evolution of PBS
Source: Adapted from Dhingra, Chhavi and S. Kodukula, 2010
2.2 PBS – THE WORLD TREND In cities across the world, bicycles are becoming an increasingly popular mode of urban
transportation. Forty years ago, a group of citizens in Bogotá invaded the streets with
bicycles. This citizen initiative was the beginning of the known ciclovía that brings the streets
back to the people. From the initial 5,000 citizens in 1974, the ciclovía has grown to actively
move more than 1 million people every Sunday in Bogotá. Today, more than 50 cities in the
world have replicated the ciclovía as a mechanism to integrate society and foster healthy
cities. The growing popularity of urban cycling has led to a proliferation of bicycle
infrastructure in many cities. Even governments have started to change their priorities
towards more sustainable modes of transport and this has led to transformation at policy
level in many cities of the world. A good example is the growth of the bike- share systems in
the world that went from hundreds of bicycles to nearly a million in the last decade as seen
in the Figure 4 below.
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Figure 4 Global Trend in Growth of PBS systems
(Source: Embarq, http://favelissues.com/2014/05/25/the-bicycle-uprising-in-cities/)
Today, Amsterdam has more than 400 kilometres of cycle lanes and 38% of the mobility
is done in bicycle. In 2007, a bike sharing program was launched in Hangzhou, a city of 7
million in southern China. The program has ballooned to over 50,000 bicycles across
2,050 bike stations, by far the largest bicycle sharing system in the world and is planned
to expand to 175,000 bicycles by 2020. There are around 136 ongoing bike-sharing
programmes in 165 cities across the world but many more such systems are required to
build more sustainable, inclusive, healthy cities in the world.
2.2.1 MULTI MODAL INTEGRATION - CYCLE WITH PUBLIC TRANSPORT Most public transit users have a chained trip-making behaviour, with a minimum of 3
segments for each trip – access trip, main line haul trip and egress trip. If the
commuter uses more public transit (PT) modes like changing buses or use more than
one mode for the access/egress trips, it adds that many segments to that particular
trip. Figure 5 illustrates a typical multimodal trip chain.
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Figure 5: Multi modal trip chain
To facilitate such multi modal travel and ensure users on public transport it becomes
important to integrate all modes. Therefore to promote cycles as access egress mode
to PT and vice versa, both the system should be integrated. A number of trains are
bicycle friendly in different cities and countries. But different cities have different
charges and criteria for allowing cycles inside the trains. In some cities it is
mandatory that bikes should be folding bikes, or some trains have designated space
for users with bicycles and in other you need to first book a place in advance for your
bicycle which helps in easy travelling with the bicycle.
In case of Germany, if you wish to take a bicycle with you on train, you need an
additional ticket for your bicycle. Prices for the carriage of a bicycle on long-distance
routes (single journey): With BahnCard €6.00, without BahnCard €9.00. Similarly, one-
day bike ticket in Netherlands is around €6.
2.3 PBS INITIATIVES IN INDIA In November 2013, the two-day conference on “Sustainable Cities Through Transport”
at Coimbatore, with respective city engineers from Madurai, Tiruchi, Tirupur, Salem and
Coimbatore, stressed for improving non–motorized transport in city corporations and town
municipalities and also chalked out plans for creation of transit systems, pedestrian
pathways, cycling tracks, parks, pedestrian zones, etc. While presenting the same at a
workshop in Chennai by concerned Corporation officials, chaired by K. P. Munusamy, State
Minister of Municipal Administration and Rural Development, Law, Courts and Prisons and
officials of the ministry, the Corporation Commissioner of Tiruchi City, V. P. Thandapani
declared that about 2000 bicycles will be put to use for public use and on the infrastructure
front, he stated that at an outlay of ₹150 crores (US$26 million), 28 kilometres (17 mi) of
cycling tracks, 52 kilometres (32 mi) of pedestrian pathways and 11 kilometres (6.8 mi) of
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green lines will be constructed, of which, 10.7 kilometres (6.6 mi) of cycle tracks will be
completed by next year.
The plan was developed in association with Institute for Transportation and Development
Policy (ITDP) and International Council for Local Environmental Initiatives (ICLEI) and is being
funded by Ministry of Urban Development which would create exclusive bicycle lanes with
66 “cycle sharing stations”, besides improving the city's road infrastructure and future
transport modes, which presently has narrow roads and indiscriminate encroachments
coupled with booming vehicle population.
Mumbai once operated a PBS system named Cycle Chalao but it closed down due to
financial issues. Apart from that, the Ministry of Urban Development is preparing to launch
a 10-city public bike scheme as part of its “Mission for Sustainable Habitat”.
In Bangalore, the ATCAG system implements a bicycle sharing program aimed primarily to
solve the last-mile problem for users of the Bangalore Metro. Namma Cycle is a bicycle
sharing system being implemented in the Indian Institute of Science (IISc, Bangalore)
campus and the surrounding neighbourhood. Bicycles are made available at select locations
in a community/city allowing people to have ready access to these public bicycles. Namma
Cycle is a semi-automated bicycle sharing system inaugurated on August 2012 with 100
Cycles and 6 stations. In 15 months of operations it has completed around 16000 Trips
averaging 1000 Trips in a month. Namma Cycle uses a Free and Open Software
system ECBike developed by Gubbi Labs to manage the entire bicycle rental operations.
Four case studies has been analysed for the purpose of understanding the PBS system
initiatives in India. A brief analysis of these is discussed in the subsequent section.
2.3.1 NAMMA CYCLING PUBLIC BICYCLE SHARING FOR COMMUNITIES
Location Indian Institute of Science (IISC), Bangalore, Karnataka
Coverage Serving to IISC campus (No formal figure of coverage known)
System Type Manual (operated by employees at each station. However, registration
and renting is online)
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Operator Ride A Cycle Foundation (RACF)
Started 6th August 2012
Number of
Bicycles
150 Bicycles sponsored by TI Cycles India, part of the Muruguppan
Group based out of Chennai
Number of
Stations
4 Stations within the IISC campus sponsored by BCIL, a biodiversity
company based in Bangalore
Revenue Model 100% Sponsorship form more than one organization in lieu of
advertising their names and logos at stations. Bicycles donated by BSA.
Operating revenue is negligible not even sufficient to cover operating
cost.
Status Functional
Expansion Plan Based on the success of the pilot, the project will be expanded to a 2km
radius around the campus to students and faculty living in the area. This
then has the potential to grow into a wider network, which would
involve greater partnerships with the local municipal authorities to
improve road infrastructure for cyclists. During the consultant
discussion with Mr. Murali (Who is virtually the back bone of
NammaCycle) he said “we are Planning to add 100 Bicycle in 2014
depending on the sponsorships and bicycle donation from
Manufacturers”.
Existing and
Potential Issues
1. System alone is not able to generate enough revenue from user fee
to meet the Operation and Maintenance (O&M) cost
2. Large dependability on partners to sponsor the O&M cost and
expansion
3. Funds for research and development for developing customize
redistribution vehicle and for on-going customization in the bicycles
& stations is negligible
4. Largely depends on the volunteer or low cost personnel to run the
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system on daily basis which leads to situations when there is nobody
to answer the problem calls. During discussion Mr. Murali quoted
one example “sometimes bicycle locks don’t function so somebody
has to go from the nearest station and address it but if the
personnel move from the station then there will be nobody at the
station”
5. Inside the campus there is no theft and vandalism problem till date
but expansion outside the campus my lead to such problems.
ABOUT THE SYSTEM The Namma Cycle Campus Bicycle Sharing is being executed by Ride a Cycle
Foundation (RACF) to promote Bicycles for hiring by faculty/staff and visitors of
IISc. RACF, a Non-Profit Organization that promotes cycling in cities is looking to
expand the system in other campuses and also within IISc. NAMMA CYCLE started
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. Figure 6 shows
one of the docking stations of the NAMMA system.
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Figure 6 Namma Cycle Station in IISC campus
Figure 7 NammaCycle Bicycles and Rack in IISC campus
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Namma Cycle uses a simple web application for the process of renting out bicycles. The
bicycles are available for rent at a network of nodes or
stations. A central stock circulates the bicycles between
nodes to ensure that bicycles are available at all nodes, at all
times.
The project works on a simple Sign-Up, Select, Ride and
Return system where students can sign-up via the website
and get a registration ID, select a cycle from any of the
station racks, ride the cycle to their destination and return it
to the nearest station.
Partners in this initiative are Ashwin Mahesh, 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, a centre of
advanced research and training in transportation engineering. Ashwin Mahesh has been
instrumental in getting several sponsors on board. Sanjay Sridhar and others from EMBARQ
India have contributed expertise towards implementing the project. Gubbi Labs built the
software for the system, which will soon be free and open source to make it easily replicable
for similar programmes around the country. Professor Sitaram, Chairman, CiSTUP, is also the
chairman of the NAMMA CYCLE board and has been the liaison between the project and the
institute.
Figure 8 Namma Cycle Stations Location Map
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Figure 9 Typical Hoarding with Sponsors Names and Logos at Namma Cycle Station
2.3.2 AUTOMATED TRACKING AND CONTROL OF GREEN ASSETS (ATCAG) BIKESHARE
Location At Metro Stations and Near CBD in the Bangalore City, Karnataka
Coverage Serving to Metro commuters (No formal figure of coverage known but
as per official website “Registrations are limited to 300 numbers”)
System Type Automatic (No Manual interface at any of the stations)
Operator Automated Tracking and Control of Green Assets a Patent of Kerberon
Automations
Started 18th October 2011
Number of
Bicycles
Approximately 10 Bicycles at each station (Exact Number of Bicycles not
available)
Number of
Stations
9 Stations (6 metro stations - MG Road Station, Trinity Station, Halsoor
Station, Indiranagar Metro Station, SV Road Metro Station and
Biyappanahalli Metro station. And 3 other Docking stations at War
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memorial, Bible Society and Utility Building complex)
Revenue Model Mainly advertisement revenue from hoardings at stations and some
contribution from user charge and subscription (Formal revenue
structure is not available)
Status Functional
Expansion Plan This is treated as pilot project with limited subscription of 300 numbers.
The launch is to make feedbacks, suggestions, and complaints a well-
integrated factor to ensure a smooth operation and optimal user
experience on large scale deployment.
Existing and
Potential Issues
1. Full Automatic system with no human interface makes it difficult for
the first time user to utilize the system and ride bike.
2. No marking or signage’s for station location has been displayed to
guide the user while entering or leaving the metro stations
3. No personnel near stations to address small problems like card not
working etc. This can be huge problem in the starting years of
system in Indian context.
4. Only membership card holders can ride bicycle which may lead to
less or limited utilization of the system
5. Centralized approach to run the whole system may lead to delay in
addressing rider’s issue standing at the docking station.
ABOUT THE SYSTEM ATCAG is the India’s first and only completely automated bicycle sharing platform.
Completely designed and manufactured in India by Kerberon Automations from
scratch, the product is very well accepted and within a span of 18 months, the
company has earned high value customers in Bengaluru and Hyderabad in both
private and government sector and soon expanding. ATCAG-BikeShare is a
completely automated unit which automatically issues and accepts bicycles
electromechanically based on digital authentication via Contact-less Smart Cards.
ATCAG aims to integrate the card system with public transport system and install
system at each bus stop in Bangalore in future.
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Figure 10 Typical Docking station of ATCAG at MG road Metro Station
Figure 11 Locking/Unlocking Mechanism of ATCAG docking station
Anyone with valid government ID and Address proof can use the system. Each month during
the pilot phase of three months 100 registrants will be authorized to use ATCAG.
Registrations were closed after 300 registrations and on first-cum-first-serve basis. The
number is limited to 100 every month so as to target totally about 300 registered users over
3 month’s period to collect substantial feedback on overall operation. Figure 11 shows the
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locking/unlocking mechanism of the cycles in the system and Figure 12 shows the
registration process.
Figure 12 Registration process for using ATCAG Bicycle
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Figure 13: Advertisement Board at ATCAG station
ATCAG offers Focused Advertisement at all of its nine station locations. The very purpose of
Out Of Home (OOH) advertising medium is to allow businesses to connect with their target
audience. Every business has a very unique set of audience who form a refined subset of the
general public. By choosing to advertise on conventional OOH media stationed on public
roads and other generic locales, the hit-rate of grabbing the attention of the intended target
audience is diluted and also consistently un-predictive. With Kerberon’s concept of
Focussed Advertising, it make sure that every member of the audience who would view
adds is a member of intended target audience, by providing OOH infrastructure directly at
the door steps of target audience that include communities, apartments, work places etc.
thus exponentially increasing your “Advertising Effort : Business engagement ratio”.
2.3.3 DELHI CYCLES
Location At Metro Stations and nearby residential societies in Rohini, Delhi
Coverage Serving to Metro commuters
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System Type Semi-Automatic (Card based)
Operator Delhi Cycles Private Limited
Started February 2010 - November 2010
Number of
Bicycles
5 Bicycles at each station 20, station 4 ……1 20cycles sector 8 1314
Number of
Stations
4 Stations (1 metro station – Rohini East and 3 sub stations)
Revenue Model Privately funded
Status Closed
Expansion Plan This was a pilot project. It had to be expanded to 1 more metro station
with 7 substation but was unable to financially sustain.
Issues faced 1. Involvement of multiple agencies. There should be a single
window clearance for all the required permissions.
2. It is being treated as commercial venture by agencies while it
should be treated as public utility service.
3. Security deposit/ fees/ levies expected by agencies in lieu of
land usage and advertisement permission while even service is
not generating enough funds for its own. Allotment of land and
advertisement rights should be without any fees/levies
4. Huge capital cost involved which is non recoverable, Hence
capital cost be funded by government.
5. Big operational costs involved but expected to be recovered
from advt. revenue. However it will take time to generate fund
from advts, thus suggested that first year operational cost be
borne by Govt
6. No monitoring agency, hence allowing advertisers to exploit the
concept for advt. revenues in the name of cycling.
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7. Lack of cycling infrastructure
ABOUT THE SYSTEM
Reason for
closing
Non sustainable permissions:
1. No advertisement rights were given: To make it sustainable
advt. revenue was the only source of funds, while rental income
was negligible. Even that rental was asked to share
2. Very Short Tenure: Initially 6 months permission with an
extension of 3 months was given. No other financial assistance
was provided.
3. Only one Metro Station was allotted which was not sufficient to
leave its impression.
4. After huge efforts and private investment, a successful pilot was
completed but there was no hope of financial assistance/
advertisement rights for future
Figure 14: Parked cycles from Delhi PBS
2.3.4 CYCLE SHARE SYSTEM FOR AHMEDABAD CITY
Location Proposed near the University Area near BRTS corridor in the
Ahmedabad City, Gujarat
Coverage Propose to serve as feeder to BRTS system (Proposed to target 1000
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members)
System Type Proposed to be Semi-Automatic
Operator Selection is being done
Started Not finalized
Number of
Bicycles
650 Bicycles proposed
Number of
Stations
30 Stations proposed
Revenue Model System Sponsors will provide operating funds against advertising rights
for specified period. In addition Name branding on bicycles to cover
operating cost. During discussion it has found that it is proposed to
capture the funds under CSR from corporates to cover the capital or
start-up cost.
Status Proposal stage
Expansion Plan Not applicable
Existing and
Potential Issues
1. Day to running issues will be identified when system will come in
operation
2. Ambitious program with very optimistic figures of revenue from
which may be successful considering success stories of public parks
running on PPP mode in the city
3. Potential sources of funding have been identified. However,
commitment or closure from any of the sources is pending.
ABOUT THE SYSTEM Cycle sharing system for Ahmedabad city is being developed by a local consulting
firm known as “Centre for Green Mobility (CGM)”. CGM has conducted preliminary
study to plan for the cycle sharing system due to limitation of the data and
resources it has limited to planning for University area.
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The fare structure and operations schedule proposed by CGM is as under:
• First two hours free
• Next Half an Hour Ten Rupees
• One time User registration of 500 Rupees which refundable
• 16 hours operations outside the campus and 8 hours operations inside the CEPT
campus.
Figure 15 Proposed Bicycle Station size and Location in University Area, Ahmedabad
It was envisaged by the CGM that system will serve to daily commuters for short trips as
well as feeder to public transportation. But after series of discussion with Ahmedabad
Municipal Corporation (AMC) it is decided that system will be restricted to serve as
feeder to existing BRTS system to enhance ridership. Later based on the success AMC
may go for larger coverage. Operational Plan proposed by CGM provides the AMC
monitoring power to control the quality of service. Broadly Business plan and
Implementation plan has been approved by AMC but no launch date is being finalized.
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3 PBS IN PUNE – PLANNING AND DESIGN
3.1 PBS AS PER PUNE BICYCLE PROJECT AND SCOPE OF WORK The main objectives of creating a PBS master plan, in conjunction with a cycling master-plan
for Pune City are providing PBS as a sustainable alternative mode for short distance trips as
well as access/egress trip to/from the public transport. While the master plan is for the
whole city, phasing plans would help in prioritising the implementation. The scope of PBS
project includes location identification of the primary and secondary stations, demand
estimation of the cycles for different types of areas based on user survey and household
survey, prototype of a station design, a financial model, awareness program and finally a
phasing plan for implementation and monitoring.
3.2 STATION SELECTION: PRIMARY AND SECONDARY STATIONS
3.2.1 SPATIAL STATION LOCATION METHODOLOGY To fulfil the objective of providing last mile connectivity to the public transport
modes, the first step taken is to locate the primary PBS stands at bus stops which are
generally at a distance of 500-700 m. Bus stop locations have been considered for
the same. Then a 3 km buffer (cyclable distance) has been made for all the public
transport routes (bus/BRTS) (refer Figure 16) and secondary PBS stands are placed at
a distance of 300-400m to fulfil the first base criteria. Also, the overlapping stations
i.e. stations having distance less than 300m, have been discarded to avoid repetitions
(refer Figure 17). Figure 18 and Figure 19 represents the tentative locations of
primary and secondary PBA stations in the city.
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Figure 16: 3km buffer of the public transport routes of Pune
Source: iTrans
Figure 17: Sample of primary and secondary cycle sharing station locations
Source: iTrans
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Figure 18: Primary station locations
Figure 19: Secondary station locations
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3.3 PBS SYSTEM COMPONENTS While estimating the system requirement for the PBS system it is essential to decide which
type of system to be used for the project. There are generally two types of system used in
PBS project i.e., manual and automated system.
3.3.1 MANUAL SYSTEM A manual bicycle sharing system is one where transactions related to taking out and
returning a bicycle will be supervised. Supervision can be provided by a dedicated
employee or by non-dedicated staff who have other primary responsibilities. For
example, Namma Cycle Sharing system in Bangalore, where bicycle sharing systems
is managed and operated by the two person team per station within the campus of
Indian Institute of Science (IISC).
3.3.2 AUTOMATED SYSTEM In an automated bicycle sharing system, transactions related to taking out and
returning bicycles are unsupervised – the systems rely on self-service. Bicycles are
either locked to special electronically controlled racks or are equipped with an
electronically controlled lock of their own. In the former case, the racks are coin-,
credit card-, or electronic key card-operated. In the latter case, the locks on the
bicycles have a combination pad; users must call or send a cell phone text message
to the bicycle sharing operator to obtain a combination to unlock the bicycle. By
definition, automated systems rely heavily on information technology for user
interface, system control and monitoring. For example, ATCAG Bicycle Sharing
system in Bangalore which has fully automated card based system at each select
metro stations. Figure 20 represent the comparison between manual and automatic
bicycle sharing system.
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Figure 20 Comparison of manual and automatic bicycle sharing systems
Source: Bike- Sharing Guide document, Transport Canada by Gris Orange Consultant, 2009
3.3.1 HYBRID SYSTEM FOR PMC PBS Based on the above discussion and comparison table, a hybrid system will be more
suitable for our project area of 3 KM radii around BRT corridor and Bus routes.
Hybrid system would basically consist of manual interface at the stations to assist the
users and online smart card based system for transactions. The bicycles in this type
of system will be locked or unlocked manually whenever required. The Hybrid
system will be comprised of the following components.
3.3.1 INFRASTRUCTURE COMPONENTS Bicycles - Shared bicycles need to be easy to use (refer Figure 21), adaptable to users
of different sizes, mechanically reliable, resistant to vandalism or theft and
distinctive in appearance. Bicycle should have the following features: an enclosed
chain, an adjustable seat, mud- guards, reflective strips on the wheels, front and rear
lights, a bell, a kickstand, a portable lock, a handlebar mounted bag rack or a basket;
and wide, air filled tires.
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Figure 21 Bicycle sample
Docking stations – Where bicycles are locked to designated racks when not in service
(refer Figure 22). In most cases, bicycles are attached to the rack via a specialized
coupling system. The racks therefore act in essence as “stations”. The vast majority
of bicycle -sharing systems across the globe feature fixed stations. Even though it’s
looked at fixed stations there will be personnel at every station to help the unlocking
and locking for the first time users. The locks can be controlled either by key or push
button system in the station itself by authorize personnel.
Figure 22 Docking Stations
System access and user registration - To access bicycles at docking stations, users
need to pay the fees and unlock the bicycle from the stand. As explained above
unlocking can be done through human interface from authorize personnel or
automatically. However, for payment of user fee one time online registration can be
done through PBS system specific mobile based applications. This registration will
also serve as the record of the user and users can also avail lucrative discounts
through monthly or yearly memberships.
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Figure 23 Access Card
System status information systems – Real time information about the availability of
bicycle at particular stations, is necessary for the individual user as well for the
operator. A web based central control room connected to information supplied by
individual stations can be used to disburse the information. The information can be
sent to register users via message on mobiles or to anybody who is connected to the
android application of the PBS system as an alert or update.
Maintenance program - Maintenance and logistics are large operational issues, it is
especially depended upon the quality of bicycles used in the system. One mobile
repair vehicle for every 500 bicycle can be proposed for this project for monthly
service and replacement of parts of bicycles.
Bicycle redistribution vehicles - In peak hours or even in off peak hours it may be
observed that bicycles are accumulated at one particular station or select stations.
Thus it’s required to redistribute them to other stations where it can be made
available to other users. It is proposed to deploy at least 1 redistribution vehicle
(refer Figure 24) for every 50 bicycles which can be a modified e-rickshaws. Also,
credit reward or incentive can be given to users to ride a bike from crowded stations
to empty stations.
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Figure 24 Redistribution Vehicle
Mobile Station – Moving station can be used at areas where there is a seasonal
demand or site specific constrains for development of permanent structure. In this
case there are two mobile stations proposed inside Pragati Maidan to cater to
seasonal demand during fairs, festivals, and one mobile station is proposed at India
gate to cater to tourist/recreational demand. This mobile station can be as same as
the redistribution vehicle i.e., modified electric vehicle to pull with trailer to keep 10
bicycles. Another possible profile of this mobile station can be open platform electric
vehicle with space to keep 10 bicycles (refer Figure 25). In both the cases the
dimensions of mobile station will be approximately 6 meter in length and 2 meter in
width.
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Figure 25 Mobile Station
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3.3.2 BICYCLE SPECIFICATION AS PER TOOLKIT FOR PUBLIC CYCLE SHARING SYSTEMS, MOUD
The bicycle should be attractive and durable. The overall appearance of the cycle is a
key element in the overall branding of a cycle sharing system and should project a
sleek, modern image. The design can differentiate the cycle sharing fleet from
regular cycles in the city through distinctive design, colours, and graphics. The bicycle
specifications for the bicycles to be used in Public bike sharing systems in India are
presented in the Figure 26. These specifications are as per the “Toolkit for public
cycle sharing systems, Ministry of Urban Development, Government of India, Version
4, June 2012, page 10-11”.
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Figure 26 Bicycle Specifications
Source: PBS toolkit, MoUD
Some other examples of specifications of bicycles used in other countries are
described as under:
Public bike sharing scheme in Denver, Colorado, USA (refer Figure 27)
Chain Box: Chain Box so that the chain is not rusted.
Brakes: Rom Brakes not used, external wires absent. Hub Brakes can be seen.
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Wheel and Tube Size: To set up in places that are frequently visited by the students
(like Canteen)
Stand: Double Kickstand at the centre
Lights: The front and rear lights are always on when the bike is in motion, powered
by a generator (“dynamo”) in the front hub. If the front wheel stops rotating, such as
when you stop at a stop sign, the lights will remain illuminated, but only for a short
time.
Figure 27 Bicycle from Public Bike sharing scheme in Denver, Colorado, USA
BICYCLE FROM VELIB VELIB Public bike sharing scheme in Paris, France (refer Figure 28)
Weights: 22.5k.
Chain Box: Chain Box not present
Brakes: Hub Brakes can be seen
Wheel and Tube
Size: 26 inches
Stand: Double Kickstand at the centre
Other features:
• Easy to use system for adjusting saddle height
• Capacious front basket
• SUPER Rear wheel chain guard to protect clothing
• Front and rear lights automatically on at all times, day or night
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• Front and rear brakes built into the wheel hubs
• Wide handlebars for greater stability.
• Anti-theft device with built-in key.
Lights: The front and rear lights are always on when the bike is in motion, powered
by a generator (“dynamo”) in the front hub. If the front wheel stops rotating, such as
when you stop at a stop sign, the lights will remain illuminated, but only for a short
time.
Figure 28 VELIB Public bike sharing scheme in Paris, France
BIXI Public bike sharing scheme in Montreal, Canada (refer Figure 29)
Chain Box: Chain Box so that the chain is not rusted.
Brakes: Rim Brakes not used, external wires absent. Hub Brakes can be seen.
Wheel and Tube
Size: To set up in places that are frequently visited by the students (Canteen)
Stand: The aluminium-frame BIXI weighs 20 kilograms and has three gears. Designer
Michel Dallaire opted for an enclosed chain, as well as hidden cabling to reduce the
prospects of oil stains and vandalism.
The BIXI has always with a rack and bungee cord for storing a handbag or briefcase.
Seat height is the sole possible adjustment by any user.
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Lights: The front and rear lights are always on when the bike is in motion, powered
by a generator (“stops rotating, such as when you stop at a stop sign, the lights will
remain illuminated, but only for a short time.
Figure 29 BIXI Public bike sharing scheme in Montreal, Canada
Nextbike – Public Bike sharing system in Glasgow, United Kingdom (refer Figure 30)
Page | 52
Figure 30 Next Bike bicycle specifications from Next bike public bike sharing system in Glasgow, United Kingdom
Page | 53
3.4 METHODOLOGY
3.4.1 CYCLE DEMAND METHODOLOGY The bicycle demand for the PBS system i.e. the number of bicycles required for the
cycle sharing system has been calculated from the user survey. The potential PBS
riders that are being considered are public transport commuters for their
access/egress trip and commuters having short distances trips.
The overall trip calculations are based on the per capita trip rate (PCTR) for the city,
which has been calculated based on household survey i.e. total number of trips in a
household divided by household size. Then the PCTR number has been multiplied
with the total population of the city to extrapolate the actual number of trips in the
city. In addition to this, the percentage share of access and egress trips have been
taken from the household survey.
Following is the step by step methodology that has been used to calculate the
potential demand of the access/egress trips from the user survey data:
• Initially, the number of commuters who are willing to use PBS have been filtered.
• Then, among those commuters who fall under the age group of 18-35 years have
been chosen as it has been assumed that the highest chance of mode shift for an
access/egress trip is among this age group.
• Also, a filter for daily trips has been put on the trip frequency as the PBS service
would be successful only when a major chunk of daily commuters are shifted to the
system
• Following the above filters, another filter of access/egress trips having a time frame
of 10 minutes or lower have been considered as 10 minutes of time is ideal for
cycling trips. It is followed by a filter of access/egress trip length of 0.3 to 3 kms.
• A filter of total trip time more than 13 minutes and total trip length of more than 4
km has been put in order to exclude the short distance trips.
Page | 54
For calculating the potential demand of the short distances trips from the user
survey data, first three steps are similar as above and are followed by a filter on total
trip time as 0-13 minutes and total trip distance as 0.5-4 kms.
The short distance trips have been calculated mode wise so as to look the share of
each mode. It includes Public Transport (Bus and BRTS) and also including
intermediate public transport (Auto rickshaws), two wheelers, cycles and walking.
Waling as a mode has been taken in order to consider long distance pedestrians who
are mostly captive pedestrians and currently doesn’t have a mode choice. PBS will
not only facilitate them but will also increase the visibility of cyclists.
Figure 31 and Figure 32 represents the methodology flow chart for calculating the
demand estimation from the user survey for access/egress trips and short distance
trips respectively.
Figure 31: Cycle demand methodology for access/egress trips from user survey
Source: iTrans
Page | 55
Figure 32: Cycle demand methodology for short distance trips from user survey
Source: iTrans
3.5 DATA COLLECTION AND ANALYSIS Regarding the cycle sharing system, trip profiles of the commuters have been captured in
the street user survey as well as the household survey so as to estimate the potential
demand for the cycle sharing system. Following are the details for the two surveys:
3.5.1 STREET USER SURVEY Following is the typical commuter profile for the whole city from the street user
survey:
It has been observed that 30% of the street user survey sample are current cyclists
and almost 46% of the respondents are in the age group of 21-35 years i.e. young
generation. With respect to the gender, 61% are males.
Page | 56
Figure 33: Cyclists vs. non cyclists Figure 34: Age group Figure 35: Gender
Almost half of the respondents have a household monthly income below Rs. 20,000
followed by 20% belonging to an income bracket of Rs. 20,000-30,000. Majority of
the commuters are either in service sector (47%) or students (28%). Refer Figure 37.
Figure 36: Household monthly income
30%
70%
cyclists Non cyclists
7%
18%
46%
22%
7%
0-18 18-20 21-35
36-50 >50
61%
39%
Male Female
49%
20%
14%
5%
2%
1% 1%9%
<20k 20-30k 30-45k 45-60k 60-80k 80-1l >1l Refused
Page | 57
Figure 37: Occupation
Almost half of the commuters own at least 1 motorized two wheeler whereas only
19% of them own one or more four wheeler. However, ownership of cycles is
comparatively low as 59% of the commuters doesn’t own even a single cycle.
Figure 38: Two wheeler ownership Figure 39: Four wheeler ownership Figure 40: Cycle ownership
Two third of the overall trips are daily trips followed by 17% of the occasional trips.
Work trips are highest in number with a share of 59% which are followed by 22%
education trips.
47%
9%
10%
28%
2%
3%
Service Business/self employed Housewife Student Retired Other
31%
46%
20%
3% 1%
0 1 2 3 4
81%
16%
2% 1%
0 1 2 3
59%
33%
6%
1%
0 1 2 3
Page | 58
Figure 41: Trip Frequency Figure 42: Trip Purpose
With respect to the access trips, 96% are walk trips and 82% of them are made
within 10 minutes of time and are free of cost.
Figure 43: Access trip mode Figure 44: Access trip time Figure 45: Access trip expense
However, in case of mainline trips, 39% of them are made by motorized two
wheelers which is followed by 21% walk trips and 24% bus and BRT combined trips. It
has been observed that cycles have a share of 10% which shows how cycles are still a
mainline mode for a considerable amount of commuters in the city. With respect to
trip time, 59% of the trips are made between 11-30 minutes of time frame and 29%
of them under 10 minutes of time. Moreover, 57 % of the trips are made by spending
not more than Rs.10 which shows that the transportation is affordable in Pune.
66%7%3%
3%
4%17%
Daily Twice a week
Once a week Twice a month
Once a month Occasionaly
59%22%
9%
7%
4%
Work Education Shopping
Recreation Others
96%
2%1%1%
Walk Cycle 2w Auto
38%
44%
14%3% 1%
1 to 5 6 to 10 11 to 20
21 to 30 >30
95%
2% 1%1%
0 1 to 5 6 to 10
11 to 20 21 to 30
Page | 59
Figure 46: Mainline trip mode Figure 47: Mainline trip time Figure 48: Mainline trip expense
In case of egress trips mode, a similarity has been observed with access trips as 94%
of the trips are walk trips with 86% of them made within 10 minutes of time and
majorly free of cost.
Figure 49: Egress trip mode Figure 50: Egress trip time Figure 51: Egress trip expense
It has been observed that around 84% of the total access trip commuters’ are willing
to use cycle as a mode if state of art cycle infrastructure is created in the city.
Similarly, 93% of the total egress trip commuters’ are willing to shift to cycle, though
this would be a major convenience for the current pedestrians. It will provide a
modal choice to the current captive pedestrians which can help in increasing the
visibility of cyclists. (Refer Figure 52and Figure 54)However, the most interesting
21%
10%
39%
2%
5%
19%
3%
Walk Cycle 2w 4w
BRT Bus Auto Cab
5%
19%
38%
21%
10%
5%
1 to 5 6 to 10
11 to 20 21 to 30
31 to 50 >50
30%
8%
19%
22%
10%
7%
3%
0 1 to 5 6 to 10
11 to 20 21 to 30 31 to 50
>50
94%
3%2%
Walk Cycle Auto
51%35%
7%5% 2%
1 to 5 5 to 10
11 to 20 21 to 30
>30
92%
5%1% 1%1%
0 1 to 5
6 to 10 11 to 20
21 to 30
Page | 60
observation is, 78% of the mainline trip commuters’ are willing to opt for cycle as a
mode choice for the mainline trip. (Refer Figure 54)
Figure 52: Shift to cycle for access trips if cycle infrastructure is made
Figure 53: Shift to cycle for mainline trips if cycle infrastructure is made
Figure 54: Shift to cycle for egress trips if cycle infrastructure is made
84%
16%
Yes No
78%
22%
Yes No
93%
7%
Yes No
Page | 61
Another interesting observation has been made with respect to willingness to shift to
PBS if such service is provided. 78% of the access trip commuters and 72% of the
mainline trip commuters as well as egress trip commuters’ are willing to use for their
respective trips. Though the number are slightly less than the previous condition of
improving the infrastructure but it is still a very huge demand from the service
providing and modal shift aspect.
Figure 55: Shift to PBS for access trips
Figure 56: Shift to PBS for mainline trips
78%
22%
Yes No
72%
28%
Yes No
Page | 62
Figure 57: Shift to PBS for egress trips
When asked about the amount that the commuters’ are willing to pay for utilising
such service (PBS), 38% wanted it to be free for first half an hour whereas 46% are
willing to pay up to Rs. 5 for first half an hour. In case of monthly subscription,
majority (55%) of the people agreed to pay up to Rs. 200 for the service.
Figure 58: Amount willing to pay for a 30 minutes ride on PBS Figure 59: Amount willing to pay for a monthly subscription
A comparison of awareness of various kind of benefits among cyclists and non-
cyclists has been done. Both the type of commuters are highly aware of the health
benefits and least about the fact that cycling is actually a fast mode. Though
awareness of all the aspects for both the type of commuters is more than 90%, but if
a comparison is done among them, as expected, cyclists are more aware of all the
aspects than non-cyclists. (Refer Figure 60and Figure 61)
72%
28%
Yes No
38%
46%
15%
1%
Free Upto 5 6 to 10 11 to 15
26%
55%
16%
2%
Free 100 to 200 201 to 500 >500
Page | 63
Figure 60: Awareness of benefits of cycling: cyclists
Figure 61: Awareness of benefits of cycling: non cyclists
Another comparison among cyclists and non-cyclists has been done. This is regarding
the rating of importance of various factors for cycling. Separate cycle tracks on busy
main roads has come up as the most important factor for both type of commuters. It
is followed by preventing motorized two wheelers on the cycle tracks from the
cyclists perception whereas provision of cycle parking facilities is the second most
important aspect for current non-cyclists commuters followed by the prevention of
motorized two wheelers on the cycle tracks. Availability of the bicycle repair shops is
99.897.1 98.2 97.8 96.9 96.9 96.2
94.5
0.22.9 1.8 2.2 3.1 3.1 3.8
5.5
91.092.093.094.095.096.097.098.099.0
100.0101.0
yes no
99.095.3
97.594.7 94.2 93.7 94.2
91.2
1.04.7
2.55.3 5.8 6.3 5.8
8.8
86.088.090.092.094.096.098.0
100.0102.0
yes no
Page | 64
also on top priority for the cyclists. Remaining all other aspects have a similar gradual
fall in the importance but still holds a lot of importance.
Figure 62: Importance for cycling: cyclists
Figure 63: Importance for cycling: non cyclists
0.0 20.0 40.0 60.0 80.0 100.0 120.0
Separate cycle tracks on busy main roadsCycle parking facilities
Prevent motorcyclists on cycle tracksTrees / shade along cycling Routes
Cycle parking/ rental facilities at public transport…Prevent pedestrians on cycle track
Smooth surface for cycle tracks / pathsSitting / resting areas along cycle tracks
Toilets/ water taps along cycle tracksSeparate signal (phase) or priority for cyclists at…
Bicycle insuranceBicycle repair shops
Not et all important less important does not matter somewhat important very important
0.0 20.0 40.0 60.0 80.0 100.0 120.0
Separate cycle tracks on busy main roads
Cycle parking facilities
Prevent motorcyclists on cycle tracks
Trees / shade along cycling Routes
Cycle parking/ rental facilities at public transport…
Prevent pedestrians on cycle track
Smooth surface for cycle tracks / paths
Sitting / resting areas along cycle tracks
Toilets/ water taps along cycle tracks
Separate signal (phase) or priority for cyclists at…
Bicycle insurance
Bicycle repair shops
Not et all important less important does not matter somewhat important very important
Page | 65
3.5.2 STREET USER (BRT ZONES) Following is the typical commuter profile from the street user survey in zone 8 and 9
which are the BRT zones of the city:
It has been observed that 31% of the commuters are cyclists and majority of them
(56%) are in the age group of 20-35 years i.e. the young generation followed by 21%
middle income age group. With respect to the gender, almost half of them (46%) are
females.
Figure 64: Cyclists vs non-cyclists Figure 65: Age group Figure 66: Gender
More than half (54%) of the respondents have a household monthly income below
Rs. 20,000 followed by 14% belonging to an income bracket of Rs. 20,000-30,000.
Majority of the commuters are either in service sector (54%) or students (18%). Refer
Figure 68.
Figure 67: Household Monthly income
31%
69%
cyclists non cyclists
5%11%
56%
21%
6%
0-18 18-20 20-35
35-50 >50
54%
46%
Male female
54%
14%
16%
4%
3% 2%8%
<20k 20-30k 30-45k 45-60k 60-80k >1l Refused
Page | 66
Figure 68: Occupation
Almost half of the commuters own at least 1 motorized two wheeler whereas only
20% of them own one or more four wheeler. However, ownership of cycles is
comparatively low as 61% of the commuters doesn’t own even a single cycle.
Figure 69: Two wheeler ownership Figure 70: Four wheeler ownership Figure 71: Cycle ownership
70% of the overall trips are daily trips followed by 14% of the occasional trips. Work
trips are highest in number with a share of 77% and are followed by 10% education
trips. Work trips are comparatively higher in this zone compared to the overall city
whereas education trips are less than half for the same.
54%
12%
14%
18%
2%
Service Business/self employed Housewife Student Retired
34%
45%
15%
3% 3%
0 1 2 3 4
80%
17%
2%1%
0 1 2 3
61%
35%
3% 1%
0 1 2 3
Page | 67
Figure 72: Trip Frequency Figure 73: Trip Purpose
For the access trips, 95% commuters walk whereas the rest take an auto. For the
same 88% of them are made within 10 minutes of time and are free of cost as 95% of
them have zero expense.
Figure 74: Access trip mode Figure 75: Access trip time Figure 76: Access trip expense
However, in case of mainline trips, 39% of them are made by motorized two
wheelers which is followed by 22% walk trips and 23% bus and BRT combined trips.
The observation for this area is similar to the overall city. It has also been observed
that cycles have a share of 8% which shows how cycles are still a mainline mode for a
considerable amount of commuters in the city. With respect to trip time, 55% of the
trips are made between 11-30 minutes of time frame and 28% of them under 10
minutes of time, which are similar in comparison to the overall city. Moreover, 54 %
70%
7%
2%4%
2% 14%
Daily Twice a week
Once a week Twice a month
Once a month Occasionaly
77%
10%
5%6%
3%
Work Education Shopping
Recreation Others
95%
5%
Walk Auto
43%
45%
9%
3%
1 to 5 6 to 10
11 to 20 21 to 30
95%
1%1% 2%
0 6 to 10
11 to 20 21 to 30
Page | 68
of the trips are made by spending not more than Rs.10 which shows that the
transportation is affordable in Pune.
Figure 77: Mainline trip mode Figure 78: Mainline trip time Figure 79: Mainline trip expense
In case of egress trips mode, a similarity has been observed with access trips as 95%
of the trips are walk trips with 85% of them made within 10 minutes of time and
almost free of cost. This is similar to the overall pattern of the city.
Figure 80: Egress trip mode Figure 81: Egress trip time Figure 82: Egress trip expense
22%
8%
39%
2%
13%
10%
2% 3%
Walk Cycle 2w 4w
BRT Bus Auto Cab
9%
19%
38%
17%
10%6%
1 to 5 6 to 10
11 to 20 21 to 30
31 to 50 >50
31%
7%16%
25%
11%
7%
4%
0 1 to 5
6 to 10 11 to 20
21 to 30 31 to 50
>50
95%
1%2% 1%1%
Walk Cycle 2w
Auto other
46%
39%
11%
3%
1 to 5 5 to 10
11 to 20 21 to 30
97%
1% 1% 1%
0 6 to 10
11 to 20 21 to 30
Page | 69
Majority of the commuters (74%) uses BRT system, however, only 21% uses it daily.
A major chunk (45%) of the commuters uses it occasionally. However 81% are willing
to use BRTS more frequently if a PBS station is easily available within 5 minutes of
origin/destination and at the station. In case of easy availability of an auto rickshaw,
only 37% of the commuters agreed to use it more frequently.
Figure 83: BRTS users Figure 84: Frequency of using BRTS
Figure 85: Willingness to use BRT more frequently if PBS station is easily available within 5 minutes of origin/destination and at BRT station
Figure 86: Willingness to use BRT more frequently if auto rickshaw is easily available within 5 minutes of origin/destination and at BRT station
74%
26%
Yes No
21%
18%
16%
45%
Daily Twice a week
Four time a month Occasionaly
81%
19%
Yes No
37%
63%
Yes No
Page | 70
When asked about the amount that the commuters’ are willing to pay for utilising
such service (PBS), 28% wanted it to be free for first half an hour whereas 56% are
willing to pay up to Rs. 5 for first half an hour. There has been slight increase in the
number of users who have agreed to pay Rs.5 for first half an hour in comparison to
the overall city. In case of monthly subscription, majority (61%) of the people agreed
to pay up to Rs. 200 for the service
Figure 87: Amount willing to pay for a 30 minutes ride on PBS Figure 88: Amount willing to pay for a monthly subscription
28%
56%
14%
1%
Free Upto 5 6 to 10 11 to 15
22%
61%
14%
2%
Free 100 to 200 201 to 500 >500
Page | 71
3.5.3. Cycle demand calculations As per the methodology, following is the demand estimation calculations of cycles
for the proposed PBS system:
Initially the per capita trip rate (PCTR) for the city of Pune has been calculated which
came out as 1.92. It has been calculated by dividing the total number of trips from
the household survey which were about 11,643 by total number of people surveyed
which were about 6,074. Then this PCTR number is multiplied with the population of
the city which is about 31,24,458 (Census 2011), total number of actual trips in the
city are revealed which are 59,89,144 in number.
From the total number of trips (11,643), access and egress trips were counted
separately. There were about 1,757 access trips and 1,709 egress trips i.e. 15.09% of
access and 14.68% of egress trips. These number were then used to calculate the
total number of access and egress trips in the city by multiplying it with the actual
number of trips. Thus, revealing 9,03,798 access trips and 8,79,107 egress trips.
The total number of potential access, egress and short distance trips that are willing
to shift are calculated. The percentage share for these trips has been calculated from
the user survey data based on the methodology mentioned in section 3.2.1. 20% of
access trips and 13% of egress trips which when multiplied with the total access and
total egress trips provides the total number of access and egress trips that can be
shifted to PBS. The numbers are 1,80,759 of access trips and 1,14,283 of egress trips.
With respect to the short distance trips that can be shifted to PBS, only 6.08% of the
actual number of trips i.e. 3,64,189 trips can be considered as per the criteria used to
identify the short distance trips. This number was divided further based on mode
use. Following is the mode wise data: Public transport including IPT (4,705 trips), two
wheelers (24,469 trips), cycles (7,101 trips) and walk (3,935 trips).
Thus, the final number of trips (access + egress + short distance) that can be shifted
to PBS are 659183 trips. Considering one cycle can ferry cater to 7 trips per day, total
cycles required to fulfil the demand are 94,169. If we fulfil only 25% of the demand,
about 23,500 cycles would be required.
Page | 72
3.6 STATION DESIGN A station space would consist of bicycle parking locking space i.e. docking points, kiosks and
control centres. It is proposed to have multiple number of docking stations at easily
accessible locations and high density to encourage use of this scheme. The docking station
shall have a maximum capacity of 10 docks along with sheds and advertisement panels. All
stations need to accommodate a hybrid system in which check-in and check-out with smart
cards but manual locking facilities. Hybrid system reduces operating expenses, improve
efficiency, and provide a better user experience. Docking stations are the entry point for any
user to the system and play very important role in brand building. Stations will be designed
to look similar and provide large spaces for advertisements. In terms of size, stations have a
bigger visual impact than individual cycles in promoting the PBS. The proposed design of a
docking station is shown in Figure 89, and Figure 90.
Figure 89 Proposed Station Shelter Design
Figure 90 Proposed Docking Station Design
Page | 73
The details about dimensions, material, plan view and elevation are presented in the figures
below.
Figure 91 Proposed main station Plan
Page | 74
Figure 92 Proposed Sub Station Plan
The Elevation section are of the scale 1:50 as seen in the figure below:
Page | 75
Page | 76
Figure 93 Proposed Elevation of the Station Design
At each station either on the front side or side wall, depending on the ease of access and
visibility for the uses, there should be small location map with necessary information like
Page | 77
customer help line, complaint help line and email ID displayed permanently. A small
template for such signage map is presented in Figure 94.
Figure 94 Sample map and information to be displayed at each station
Page | 78
4 PBS IN PUNE - IMPLEMENTATION
4.1 OPERATIONAL PLAN This operational plan is based on the following model:
1. The PBS system for first years will be capitalized with Government investment and
private contributions and will use that capital to purchase the equipment, pay
personnel cost, other recurring cost, required to operate a bicycle sharing system in
the base year (FY 2017-18).
2. The PBS system will generate majority of operating revenues from the
advertisement. The remaining small share will be generated from user charge and
Corporate Social Responsibility (CSR) funding form corporates. Operating revenues
should be sufficient to:
a) Pay on-going operating costs (the largest costs will be for maintenance, system
operating contract, payroll, replacements due to theft and vandalism),
b) On-going promotional cost and
c) Accumulate sufficient reserves to replace bicycles and docking stations at the end
of their useful life.
For bicycles, the useful life is up to five years (depends on warranty offered by the bicycle
supplier). For docking stations, the useful life is approximately 10 years. It is projected that a
major expansion and replacement of the system parts/components would require a second
round of capital investment. Therefore it is suggested that operator should actively seek
corporate sponsorship and Government support for major expansion and replacement
operations.
Installation and O&M Agreement with PBS Vendor
In order to implement the PBS system Operator/Company will sign two agreements with a
system vendor: (1) an initial purchase agreement for bicycles, docking stations, spare parts
inventory, and initial installation services, and (2) a multi-year software license or one time
procurement/development of software and operating agreement covering the provision of
back-end services. In the procurement process, Request for Proposals will be issued which
will essentially covers the following:
Page | 79
• All equipment, including bikes, docking stations, cards and spare parts (including
maintenance vehicles)
• Initial docking stations installation
• Regular maintenance and repairs of docking stations and bicycles
• Training for local maintenance and repair staff
• Warranty on bikes and docking stations (products under warranty could be replaced,
repaired by manufacturer, or repaired locally with reimbursement)
• Bike share back end application and service:
o Database of subscriber information, user agreements, usage data, etc.
o On-line registration interface (linked to local webpage)
o Web site (build, host, maintain)
o Walk-up registration interface
o Communications between kiosks, web site, and Application
o Data Security/Privacy
o Financial transactions
o Real time system map (linked to local webpage)
o Data reporting (usage, repairs needed, rebalancing needed, etc.)
o Technical service
• Customer service for registration/financial transactions
• Demarcation of docking station (through consultation with key stakeholders); local
permitting
• Marketing and promotions
• Maintenance, repair and rebalancing of bicycles
• Maintenance vehicles and equipment (including tools specific to bike)
Agreements with Local Governments
PBS system operator/company may sign separate agreements with the MoUD, PMC,
Corporators, Transport department, PMPL, RWA’s and PWD. These agreements could
address the following points:
1. Right of Way Usage - Individual docking station locations will go through applicable
review processes and that required permits must be obtained. Some common issues
Page | 80
should be addressed in the RFP stage which will be applicable to all docking stations,
including:
o License to operate public bicycle sharing in right of way, including agreed-upon advertising or sponsor recognition, subject to permit approval
o Provision of space/land 1. Grant of Funds as capital investment, Conditions on Use of Funds, Performance
Requirements 2. Other Support - Other forms of support may be memorialized in RFP.
The operational plan and Contractual agreements for PBS system are summarized in Figure 95 and the potential roles of the stakeholders are summarized in Table 1.
Page | 81
Figure 95 Operational plan and Contractual Agreement for PBS
Page | 82
Table 1: Potential roles of stakeholders
Stakeholder Potential Roles
PMC • Operator/Vendor selection • Expansion approval • Contract with capital investor and operator • Provide space for bike share station • Provide Advertisement permission as per circle rates • Monitoring and Evaluation
Corporators • Enact regulatory changes, if necessary PWD • Ensure integration of the system with bicycle Infrastructure like signage
and signalling under PWD to support increased bicycle traffic volume. • Ensure installation of PBS station location maps throughout the city. Maps
would provide the nearby station locations in the zoomed part of the respective areas.
Transport Department • Ensure integration of the system with bicycle Infrastructure like signage and signalling to support increased bicycle traffic volume.
• Ensure proper installation of advertisement according to the guidelines. PMPL • Ensure integration of public bicycle infrastructure with bus infrastructure
under PMPL. • Promote the use of public bicycles to current bus users
Police • Maintain a safe environment for public bicycle • Enforce the safe use of public bicycles • Protect the system from theft and vandalism
Community groups, RWAs and NGOs
• Build support among citizens • Provide bicycle safety education • Promote the use of public bicycles
Bicycle and Ancillary Accessories Manufacturers
• Build support among Manufactures • Sponsor the O&M cost, if possible
Page | 83
4.2 REVENUE GENERATION
4.2.1 ADVERTISEMENT REVENUE As per section 3.5.1, 23,500 cycles have been considered for implementing the PBS
system. For calculating the revenue that can be generated through the total
advertisement space, number of cycle stands have been calculated using the number
of cycles in the system. The number of cycles have been divided proportionate to the
ward population in order to distribute the cycles rationally.
Then, the number of primary and secondary PBS stations were counted and the
number of cycles in each ward were distributed equally among the total number of
PBS stations. However, it should be noted that the capacity of primary station has
been taken double as that of the secondary stations because the primary stations
have been strategically placed where the demand would be high and are located
mainly on the major roads or nearby commercial or institutional areas.
When the number of cycles per PBS station were identified, the number was then
multiplied with a factor of ‘1.8’ to calculate the required number of docking spaces
per station. Then finally this number has been divided with the capacity of one
prototype of each type i.e. 20 docks per primary station and 10 docks per secondary
station. The final number gave the number of docks required in each primary as well
as secondary station to accommodate the designated number of cycles for the
respective stations. As per the number of docks, advertisement space was calculated
for each station, taking pre calculated space for one prototype and adding only the
front space for additional docks.
Currently, an average rate of Rs. 125 per square foot (Average rate of 7 available
locations) has been considered for calculating the revenue generation from the
advertisement space which is coming out to be around Rs. 1.92 crores per month.
Details calculations can be seen in the attached Annexure.
Page | 84
4.3 BRANDING AND MARKETING The communication strategy for the proposed Public Bicycle System is an integral element
of developing and implementing the system.
4.3.1 CONTEXT Public Bicycle System is a new product for Pune. There is a range of communication
needs at different stages of initiating, launching and running the PBS. It is important
to establish early on the benefits to the city from the Public Bicycle Systems. PBS can
provide improved mobility options for the public, reduce dependence on motorized
modes, and consequently help improve air quality, reduce noise, and improve road
safety as well as provide personal health and economic benefits for people.
The fact that PBS systems are a form of public transport must also be communicated
to policy makers and the public. Earlier attempts to set up PBS in Pune were not
successful partly because of the unrealistic expectation that the PBS can be a self-
financing or profit making entity. The city has to invest in PBS and all the information
necessary to develop an appropriate financing and institutional model must be
provided to the policy makers as well as the general public. Political leaders,
sponsors, promoters and supporters can then help build up the supportive political
and social climate.
Since PBS is a completely new system, and unlike existing cycle rentals, considerable
public education will be needed. Different types of barriers to cycling, or to trying out
or accessing the new PBS may exist. The communications would need to be done
using a mix of media and methods appropriate for people in different age groups,
gender and socio-cultural contexts. In addition, certain groups may need assistance
in overcoming particular barriers, such as lack of smart phones or funds for
membership. Early interaction with different potential user groups should aim also
to identify such barriers and help the system planners develop special schemes to
overcome such barriers in accessing PBS.
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An extensive infrastructure of PBS stations would come up rapidly. The support of
residents and other people in each area that is expected to host PBS would be
essential in siting the stations meaningfully, without inconvenience to the public.
Their support is essential in the care and safety of infrastructure.
In parallel, the different types of transportation service providers in Pune would also
need to understand the particular mobility niches that PBS fills. The complementarity
between different modes/ services such as public or company buses, auto rickshaws,
rental cycles etc. would need to be brought out in discussion with the providers of
these services. Communications could be jointly devised and disseminated in a
mutually beneficial way to the public to present the range of mobility options
available to them.
Traffic Police have a critical role in facilitating cycle-friendly traffic management as
well as in safety of users and the infrastructure. Early engagement and coordination
with the Traffic Police should be done to have adequate time to prepare
management guidelines/ SOPs and arrange orientation programmes for on ground
personnel. Orientation events should also be done for any additional wardens
deployed.
The media, NGOs and experts help shape public opinion. The communication efforts
should engage with them for effective outreach and oversight of the new systems
being set up.
This document outlines the likely communication needs and the institutional
arrangements for carrying out IEC processes at different stages.
4.3.2 PURPOSE OF THE COMMUNICATION STRATEGY The PBS Communication Strategy offers a framework and steps to be taken by PMC,
in order that:
• The public and different actors have access to adequate information about PBS
• Potential users are facilitated to use PBS through appropriate branding, public
education and promotion activities
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• The public and different stakeholders have access to mechanisms for effective
engagement in the evolution of a high quality PBS in Pune
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Public oversight,
governance inputs Public/ all citizens
Pride is system,
monitoring and security
Residents in areas
where PBS is set
up
Policy decisions Elected
Representatives
Cycle supportive traffic
management Traffic Police
Sponsorships PBS Promoters/
Financiers
PMC PBS Cell
Facilitate PBS use
among groups with
limited access
Potential PBS
Partners
Strengthen
complementarity,
mitigate negative
perceptions
PMPML/
Paratransit/ Cycle
rental
Expert inputs, oversight NGOs and expert
groups
PBS Operator
Potential Users
Facilitate information
dissemination, public
oversight
Media agencies
How to use
PBS, benefits,
feedback,
grievance
redress
Figure 96: Stakeholder and communication links with PMC PBS cell
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4.3.3 INSTITUTIONAL ANCHORS FOR PBS COMMUNICATION Two types of institutional arrangements may be created for the communications functions
1. At the Pune Municipal Corporation PBS Cell (see also Cycle Plan Section xx on
Institutional Arrangements)
2. As part of the PBS Operator company
Table 2 presents the distribution of the communication function between the PMC PBS Cell
and the PBS Operator. The logic underlying this distribution is:
1. All the early communications in relation to policy, administrative support, seeking
sponsorship and creating a public engagement framework for the PBS would
necessarily have to be done by PMC itself, as these are matters of democratic
decision-making
2. The communications which directly relate to product promotion, user education,
user feedback and grievance redress need necessarily to be done by the PBS entity
3. The communications which relate to overall performance monitoring and strategic
decision-making about PBS must again be undertaken by PMC as a way of
democratic control over the PBS entity
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Table 2: Communication Functions at different stages
Phase Communications Role at PMC PBS Cell Communications Role at PBS Operator
Setting up the
PBS
All communications for setting up PBS, such as
1. Policy clarity and political support for PBS
2. Ensure administrative and institutional
actors have clear understanding about
PBS and are actively supportive in setting
up and operating the PBS
3. Obtain support from primary sponsors
and promoters in financing the PBS
4. Create a framework for community
engagement on all strategic decisions
about the PBS, in a manner that is
a. inclusive of diverse points of view
b. provides adequate information to
participants, and
c. influential in the overall-all decision
making process
5. Conduct a community engagement
process before finalizing the strategy for
the PBS
Pre-launch
and launch
1. Create the PBS brand identity
2. Mitigate negative impacts among those
who perceive PBS as negatively affecting
them
3. Oversight of grievance redress function
4. Conduct a community engagement
process around the time of launch of the
PBS, possibly soon after launch, to plan
the next steps
1. Create public interest around PBS
2. Education about use of PBS and membership
3. Systems for customer interaction, grievance
redress, incl website, apps, social media
4. Continue political and administrative support
and its visibility to the public, especially fix
bugs immediately after launch
5. Support for direct promotion of PBS by a
range of partners, such as educational
institutes, workplaces and industrial zones,
commercial enterprises etc., in the
community groups they are engaged with
6. Support from secondary sponsors to
enhance PBS membership and use among
potential users who wish to use PBS but may
have difficulties in accessing it
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PBS
Operations
1. Public information on the performance of
PBS, future plans and budget allocations
2. Continue public engagement for all
strategic decision-making, community
engagement process at least once a year,
more often as per decision-making needs
1. Service alerts and updates
2. Grievance redress mechanisms
3. Continued education and promotion of PBS
among users and potential users
4. Improvement of PBS using feedback from
customers and other stakeholders
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4.3.4 COMMUNICATIONS EVENTS AND CAMPAIGN TIMELINE
Early Pre-launch Launch/ post-launch Operations and Reviews
• Presentations and print
brochures for political
leaders, sponsors and
partners
• Public engagement
event on techno-finance
options, using ‘public
engagement’
framework
• Workshops with
partners (PMC UCD/
corporate CSR partners/
institutions) for
developing promotional
strategies for direct bulk
• Meetings and
Presentations for
political leaders,
sponsors and partners
• Coordination events
for Administrative
Staff and Traffic Police
• PBS Promotion for the
public and potential
users of different age
groups and contexts,
through
- Demonstrations
events in all
selected areas for
• Launch Event, preferably
with a celebrity/popular
leader
• Launch publicity campaign
through press articles,
website, social media, radio,
SMS and email, theatre ads
• PBS Website, app, maps
• Press Conference with
media kit
• Ensure timely fixing of bugs/
grievances in the immediate
days after launch
• Survey post-launch public
opinion to gauge
• Keep maps, apps, website updated
• Continue PBS promotions as per need
and expansion plans
• Continue targeted PBS promotion for
groups with special needs
• Organize periodic public engagement
event for monitoring and review
• Keep political leaders, sponsors,
partners, NGOs and experts informed
through newsletter updates and review
meetings
• Organize structured feedback – online/
surveys/ events
• Ensure that a mechanism is created for
coordination between the PMC
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promotions and support
schemes for
communities with
limited access to PBS
• Orientation events, SOP
Manuals for Traffic
Police and
Administrative Staff
• Workshops with
PMPML, paratransit,
cycle rental shops to
arrive at
complementarity in
functioning, creation of
joint information
materials for providing
customers with the
range of services
available
pilots, at
educational
institutes, large
workplaces,
industrial areas,
malls, commercial
areas etc.
- Direct promotions
through partners at
selected areas/
institutions/
workplaces
- Emailers and SMS
campaign
- Press articles
- Radio jingles
- Theatre ads and
films
- Website
effectiveness of outreach
and refine future
promotions accordingly
Grievance Redress system and the
grievance redress system set up by the
PBS Operator
• Publish monthly and annual reports on
grievance redress, including number
and types of complaints received,
timeliness of resolution and relevant
analysis
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• Area wise public
workshops to suggest
PBS station locations
• ‘Buzz’ events like public
contests/ polls to
create/ choose PBS
Brand Identity
• Press Releases, Press
Conferences on PBS
policy, sponsorship,
public events, identity
• Survey public opinion
and understanding
about PBS to refine
communication content
and strategy
- Social Media
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4.3.5 MAKING IT HAPPEN It is recommended that PMC take the following steps
1. Appoint a Communications Officer at the PMC Transportation Dept./ Sustainable
Transportation Cell/ PBS Cell
2. Create a Request for Proposal/ tender for preparation of communication materials,
brand identity, organization of outreach events and promotional campaign and public
opinion surveys
3. Allocate a budget of about INR 1.5 Crores for promotions and outreach in the early,
pre-launch and launch phases
4. Ensure that the entity created for PBS operation includes a communication function
and appropriate staff are appointed and mechanisms set up for carrying out the
communication function
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5 NEXT STEPS The tentative locations of primary and secondary cycle stations have been marked and are being
currently verified on ground. The operations cost calculations of the system and revenue
generation from user fee need to be calculated. Also, a phasing plan for the implementation
needs to be prepared. It will be based on the final financial calculations of each zone. The zone
wise calculations can only be performed when the per unit advertisement cost for each zone is
available. As mentioned in Section 4.2.1, per unit advertisement data is only available for 7
locations which doesn’t cover all the zones.
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