676
R. H. de Ruiz and L. E. R. C. Rielli
Amsterdam (32%), Berlin (13%), Seville (8%), Vienna (6%), London (3%) and Paris
(3%) (SLOCAT 2018).
In the United States, 37 million trips were made through BSS in 2017, a 25%
increase over the previous year. The rapid growth in demand encouraged five new
operators to enter the American market, adding to the three already in business.
Starting from 42,500 bicycles in 2016, the US ended 2017 with approximately
100,000 bicycles operating in BSS, of which 44,000 in dockless systems. Despite
rapid adoption, the dockless model accounted for only 3.5% of BSS 84 million trips
in 2017, despite accounting for 44% of all bikes available. To a large extent, bicycles have been replaced by electric scooters, which in one year of operation have
accounted for 45% of trips (NACTO 2018).
The BSS expansion model is supported by the easy access to financial capital.
Small businesses and start-ups have grown into major global operators by leveraging
resources from investors eager to participate in scalable, replicable and fast-return
models (Rielli et al. 2019).
4 Brazilian Market
The companies Serttel and Tembici were pioneers in offering shared bikes in Brazil.
The adoption of BSS in a larger scale took place in the country as of 2012, gaining
faster expansion in 2017, with the beginning of the dockless system implementation
(Rielli et al 2019).
As of January 2019, thirteen Brazilian capitals had BSS with fixed stations,
totaling almost 1,000 stations and 7,900 bicycles available on the country’s streets.
Another five Brazilian cities have BSS, totaling over 40 stations and 500 bicycles.
Considering the equipment in maintenance and in stock, the total amount of vehicles
is approximately 18 thousand bicycles throughout the country (Rielli et al. 2019,
Aliança Bike 2018). The companies with operational BSS in Brazilian cities can be
seen in Table 1.
The availability of specific bicycle spaces contributed to the addition of the new
modal in the country. The circulation infrastructure includes cycle lanes, cycleways and cycle routes, with variations in denominations and technical specifications
according to local government. The trend of expanding cycle paths can be noticed
throughout Brazil. In only three years, the cycling network of the country’s capitals has more than doubled in size, from 1,414 km in 2014 to 2,934 km in 2017.
Despite the progress, bike lanes represent only 2.7% of the total road network of
cities (Velasco e Reis 2017).
With the expansion of public infrastructure and the supply of bicycles, demand
has increased, indicating there is a pent up demand (Rielli et al. 2019). In addition,
the infrastructure expansion allows users with a different profile to adopt the modal,
in commutes greater than the last mile (Lazzeri 2018).
R. H. de Ruiz and L. E. R. C. Rielli
Amsterdam (32%), Berlin (13%), Seville (8%), Vienna (6%), London (3%) and Paris
(3%) (SLOCAT 2018).
In the United States, 37 million trips were made through BSS in 2017, a 25%
increase over the previous year. The rapid growth in demand encouraged five new
operators to enter the American market, adding to the three already in business.
Starting from 42,500 bicycles in 2016, the US ended 2017 with approximately
100,000 bicycles operating in BSS, of which 44,000 in dockless systems. Despite
rapid adoption, the dockless model accounted for only 3.5% of BSS 84 million trips
in 2017, despite accounting for 44% of all bikes available. To a large extent, bicycles have been replaced by electric scooters, which in one year of operation have
accounted for 45% of trips (NACTO 2018).
The BSS expansion model is supported by the easy access to financial capital.
Small businesses and start-ups have grown into major global operators by leveraging
resources from investors eager to participate in scalable, replicable and fast-return
models (Rielli et al. 2019).
4 Brazilian Market
The companies Serttel and Tembici were pioneers in offering shared bikes in Brazil.
The adoption of BSS in a larger scale took place in the country as of 2012, gaining
faster expansion in 2017, with the beginning of the dockless system implementation
(Rielli et al 2019).
As of January 2019, thirteen Brazilian capitals had BSS with fixed stations,
totaling almost 1,000 stations and 7,900 bicycles available on the country’s streets.
Another five Brazilian cities have BSS, totaling over 40 stations and 500 bicycles.
Considering the equipment in maintenance and in stock, the total amount of vehicles
is approximately 18 thousand bicycles throughout the country (Rielli et al. 2019,
Aliança Bike 2018). The companies with operational BSS in Brazilian cities can be
seen in Table 1.
The availability of specific bicycle spaces contributed to the addition of the new
modal in the country. The circulation infrastructure includes cycle lanes, cycleways and cycle routes, with variations in denominations and technical specifications
according to local government. The trend of expanding cycle paths can be noticed
throughout Brazil. In only three years, the cycling network of the country’s capitals has more than doubled in size, from 1,414 km in 2014 to 2,934 km in 2017.
Despite the progress, bike lanes represent only 2.7% of the total road network of
cities (Velasco e Reis 2017).
With the expansion of public infrastructure and the supply of bicycles, demand
has increased, indicating there is a pent up demand (Rielli et al. 2019). In addition,
the infrastructure expansion allows users with a different profile to adopt the modal,
in commutes greater than the last mile (Lazzeri 2018).