Bikesharing is a sustainable and environmentally friendly transportation alternative that targets daily mobility by providing short-term bicycle rentals. Bikesharing programs allow users to access bicycles on an “as-needed” basis. Programs are commonly concentrated in urban settings and provide multiple bike station locations that enable users to pick up and return bicycles to different stations. They operate via unattended bike stations where bicycle reservations, pick-up, and drop-off are self-service. Bikesharing user fees typically cover bicycle purchase and maintenance costs, as well as storage and parking responsibilities (similar to carsharing or short-term auto use).

Having access to multiple bikesharing locations makes short distance travel within participating cities more convenient. Individuals who may not otherwise use bicycles (i.e., tourists or individuals who do not own a bicycle or have access to bicycle storage) are able to enjoy the benefits of cycling without the responsibility of ownership. By making large numbers of bicycles available for use at various locations, bikesharing may increase the number of individuals who use cycling to fulfill daily mobility needs. The ultimate goal of bikesharing is to expand and integrate cycling into transportation systems, so that it can more readily become a daily transportation mode.

The potential benefits of bikesharing include:

·     Increased mobility options;

·     Cost savings from modal shifts;

·     Lower implementation and operational costs (e.g., in contrast to shuttle
      services)

·     Reduced traffic congestion;

·     Reduced fuel use;

·     Increased use of public transit and alternative modes (e.g., rail, buses,
      taxis, carsharing, ridesharing, etc.);

·     Increased health benefits; and

·     Greater environmental awareness.

The potential social and environmental benefits of bikesharing have sparked interest worldwide.

·     As of March 2011, there were four continents operating approximately 135
      bikesharing programs in an estimated 160 cities around the world.*

·     As of March 2011, there were over 235,000 bicycles and over 12,800 bike
      stations available worldwide.

·     As of March 2011, there were six bikesharing programs in North America
      operating with over 9,000 bicycles and over 750 bicycle stations.*

·     As of March 2011, there were approximately 122,000 long-term and
      short-term bikesharing members in North America.

·     As of March 2011, there were over 35 additional bikesharing programs
      planned in 16 nations.

*The authors count one program for each system that spans multiple cities in one country.

A growing demand for sustainable transportation has led cities worldwide to adopt bikesharing. As of Spring 2011, there were an estimated 136 bikesharing programs in approximately 165 cities around the world, each learning lessons from past and present experiences to gain a greater understanding of implementation and operational procedures. In this article, TSRC provides an overview of bikesharing activity around the world. This article also provides a brief history of bikesharing, discusses bikesharing benefits, and lessons learned. It is, however, important to note that ongoing research is still needed, particularly in the areas of social and environmental benefits, sustainable business models, supportive infrastructure, and safety. Nevertheless, TSRC’s case study on Hangzhou's bikeshare program suggests that auto ownership may not discourage bikesharing, which is a promising prospect for car-dependent cities worldwide.

Over the past 20 years, China has experienced a steady decline in bicycle use. In light of growing traffic congestion and environmental concerns, China’s central and local governments launched various initiatives to encourage public transportation. As part of this effort, the city of Hangzhou launched Hangzhou Public Bicycle in 2008. In order to understanding factors leading to bikesharing adoption and barriers to adoption, the TSRC team studied the Hangzhou system by conducting intercept surveys in China between January 2010 and March 2010. Information gathered through intercept surveys was used to test the ideas that most people in Hangzhou will: 1) have a more favorable perception of bikesharing and 2) be more willing to adopt bikesharing, if it is supported by the government. The research also explored the Chinese government's involvement during the planning, designing, and operation of this bikesharing system. Research findings may provide useful lessons to potential bikesharing programs around the world, especially in other Chinese cities.

Bikesharing, the short-term rental of a shared fleet of bicycles, is one strategy to improve the environment, air quality, and community health. This study, sponsored by the California Department of Transportation, explores the feasibility of an employee bikesharing program and its ability to connect between public transit and travel destinations. A pilot program was launched with Caltrans District 4 in downtown Oakland to provide their employees access to an alternative mode of transportation during the workday to run errands and attend off-site work meetings. Participants of this bikesharing program used an electronic “BikeLink” card to access the hybrid bicycles stored in electronic lockers. This project was a pilot and model for a larger-scale employee bikesharing program to offer better connectivity and to provide an alternative way to commute to work. This study includes a literature review on bikesharing projects, a description of the Caltrans District 4 employee bikesharing pilot, and user analyses (surveys and usage).

Early bikesharing experience dates back to the mid-1960s in Amsterdam, Netherlands. Since then, bikesharing has evolved to address geographical and technological demands worldwide. TSRC researched bikesharing activity from the past, present, and future in Europe, North America, South America, and Asia (including Australia). Bikesharing’s evolution is categorized into four generations: 1) first-generation white bikes (or free bike systems); 2) second-generation coin-deposit systems; 3) third-generation IT-based systems; and 4) they propose a fourth-generation called demand responsive, multimodal systems. Additionally, this study discusses bikesharing business models, lessons learned, and social and environmental benefits. However, more research is needed for a better understanding of bikesharing’s effects, operations, and business models in light of its reported growth and benefits.