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6月 14

自転車共同利用海外事情

海外事例

Barclays Cycle Hire関連のレポートです。
http://www.london.gov.uk/publication/pedal-power
Transport Committee Pedal power: the cycle hire scheme and cycle superhighways November 2010
 
http://www.janeellison.net/latestletter.pdf
BRINGING ‘BORIS BIKES’  TO BATTERSEA  Expanding the Barclays Cycle Hire scheme to South West London A proposal by Jane Ellison MP March 2011
バークレイズの実施地区をロンドンの南西にも拡張しろというJaneEllisonの提案
 
スペイン
http://www.google.com/#sclient=psy&hl=en&source=hp&q=Bicing+final+report&aq=f&aqi=&aql=&oq=&pbx=1&bav=on.2,or.r_gc.r_pw.&fp=4fb2a7fa4afe0265&biw=1243&bih=920
Barcelona Final Report SpiCycles
CC社のバルセロナ事業、最新のレポート、PPTファイルです  言語:英語
 
カナダ
http://dsp-psd.pwgsc.gc.ca/collection_2010/tc/T22-180-2009-eng.pdf
Transport Canada Bike Sharing Gyuide Darft Final Report 2009
カナダの自転車共同利用についてのレポート、少し古いですが。カナダの事情がわかります。
 

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6月 14

シクロシティ富山経過報告

国内事例

6月9日(木)に、シクロシティのトマ・ゲドロン社長が富山市役所を訪れ、森市長に
1年間の経過報告書を手渡しました。
本報告書の作成にあたり、コミュニティバイク研究会がお手伝いさせて頂きました。
 
KNB放送
http://www2.knb.ne.jp/news/20110609_28414.htm
チューリップテレビ
http://www.tulip-tv.co.jp/news/detail/?TID_DT03=20110609174657
 

資料

シクロシティ富山経過報告書(簡易版).pdf

 
 

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6月 11

ロンドン・Barclays Cycle Hireの計画と現状

海外事例

昨年7月末に開業したロンドンのBarclays Cycle Hire。3月のシンポジウムでもAlan Stannardさんが状況を報告してくださいましたが、その他これまでに収集した情報とあわせて報告を書きました。スキームに関係する各主体(Transport for London、Serco、Barclaysなど)の役割、需要予測、ステーション敷地の選定基準、開業初期の利用状況や課題、などが含まれています。下記リンク先で閲覧できます。
 
高見淳史,大森宣暁,青木英明:
ロンドンの自転車共同利用システム「Barclays Cycle Hire Scheme」の計画と現状,都市計画報告集,No.10-1,pp.55-60,2011.
http://www.jstage.jst.go.jp/browse/cpijreports/10-1/0/_contents/-char/ja/
 

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4月 17

3/3シンポジウムの発表資料を公開します

お知らせ

3月3日(水)のシンポジウム『コミュニティ・サイクルによる都市モビリティ・マネジメント戦略:ロンドンおよび日本の事例にみる新たな自転車共同利用』は、約150名の参加のもと、無事終了致しました。ご参加頂きました皆様に御礼申し上げます。

講演者の方々の発表資料をダウンロードできるように致しましたのでお知らせ致します。
 

資料(全てPDFファイルとなっています)

Barclays Cycle Hire

 

日本の自転車政策とコミュニティサイクルのレビュー


 
MCDecaux シクロシティ富山

 
札幌発サイクルシェアリング ポロクルの概要

 
名チャリ

 
日欧の自転車政策と我が国のコミュニティサイクルのあり方

 

関連リンク

Cyclocity富山

Barclays Cycle Hire | Cycling | Transport for London

札幌みんなのサイクル ポロクル

名チャリ

3月3日(水)のシンポジウム『コミュニティ・サイクルによる都市モビリティ・マ
ネジメント戦略:ロンドンおよび日本の事例にみる新たな自転車共同利用』は、約
150名の参加のもと、無事終了致しました。ご参加頂きました皆様に御礼申し上げま
す。講演者の方々の発表資料をダウンロードできるように致しましたのでお知らせ致
します。3月3日(水)のシンポジウム『コミュニティ・サイクルによる都市モビリティ・マ

ネジメント戦略:ロンドンおよび日本の事例にみる新たな自転車共同利用』は、約

150名の参加のもと、無事終了致しました。ご参加頂きました皆様に御礼申し上げま

す。講演者の方々の発表資料をダウンロードできるように致しましたのでお知らせ致

します。

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2月 06

シンポジウムのお知らせ

お知らせ

『コミュニティ・サイクルによる都市モビリティ・マネジメント戦略:
ロンドンおよび日本の事例にみる新たな自転車共同利用』
“Strategy of City Mobility Management with Community Cycle”
—-  From London to Japanese Cities —-

開催趣旨

欧州で盛んな自転車共同利用事業が国内でも実施されマスコミで報道されるようになったが、共同利用の難しさは、技術面のみでなく、都市計画における行政の関与や、経営を持続させるノウハウにある。このたび、英国ロンドンより初めてバークレイズ・サイクル・ハイアー計画の担当者が訪日することとなったので、その講演会を開催し、併せて自転車を担当する国土交通省や、富山市、名古屋市、札幌市の関係者を招いたパネルディスカッションを東京で開催する。

詳細

日時 3月3日(木)13:00-16:30
場所 共立女子大学 共立講堂(東京都千代田区一ツ橋2-2-1)http://www.kyoritsu-wu.ac.jp
(地下鉄東西線竹橋駅または地下鉄半蔵門線・三田線・新宿線神保町駅から徒歩数分)
主催 コミュニティバイク研究会
http://community-bike.com/
後援 国土交通省、土木学会土木計画学研究委員会自転車空間研究小委員会、土木学会土木計画学研究委員会交通まちづくりの実践研究小委員会、PV共同利用MM研究会
参加費 無料
定員 300名

プログラム(逐次通訳付き)

12:30開場
13:00-13:05 はじめに
13:05-14:00 基調講演「ロンドンのコミュニティサイクル」
Mr. Alan Stannard
(Operations Director, Serco Civil Government,Barclays Cycle Hire Scheme)
14:00-14:15 「日本の自転車政策とコミュニティサイクルのレビュー」
菊池雅彦
(国土交通省都市・地域整備局)
14:15-15:00 「日本のコミュニティサイクルの事例」
富山:猪爪勇斗(エムシードゥコー株式会社)
札幌:澤充隆 (株式会社ドーコン)
名古屋:佐橋友裕(名古屋市緑政土木局)
15:00-15:15 休憩
15:15-16:15 パネルディスカッション
「日本の都市におけるコミュニティサイクルの未来」
Mr. Alan Stannard、古倉宗治(㈱住信基礎研究所)、菊池雅彦(国土交通省都市・地域整備局)、猪爪勇斗 (エムシードゥコー株式会社)、澤充隆(株式会社ドーコン)、佐橋友裕(名古屋市緑政土木局)
コーディネーター     大森宣暁(東京大学)
16:15-16:25 質疑応答
16:25-16:30 総括 青木英明(共立女子大学、コミュニティバイク研究会代表)

お申込み

コミュニティバイク研究会事務局(symposium@community-bike.com)宛に、下記事項をご記入の上、2/25(金)までに電子メールで申し込み下さい。

***********
お名前:
ご所属:
メールアドレス:
***********

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11月 08

PEDALUSP

海外事例


Figure 1 – Campus’ Dimensions (based on http://www.usp.br/mapas/mapas/pdf/cidadeuniversitaria.pdf)

What is PEDALUSP

PEDALUSP is a 3rd generation bike-sharing system designed by and for the community of the University of São Paulo (Brazil). The project will offer the bike-sharing service free of charge inside and in the vicinity of the University’s main campus as a complement to the existing free bus service.

Not yet operational, PEDALUSP has three main goals. First, to “reduce distances” within the campus by increasing mobility. Planned and built under motorization logic in the mid-1940s, the 4.17 km2 of the campus have a low-density occupation, with internal trips of up to 5km which are mostly covered by private car, bus or on foot. Second, PEDALUSP aims to diminish the environmental impact of the campus’ activities by reducing car dependence. The campus has more than 14,000 parking places and experiences daily traffic jams within its grounds. Finally, PEDALUSP wants to show Brazilian society a success case of bike-sharing, in order to stimulate the spreading of this alternative transport mode.

Technology

Started as a Graduation project in the Engineering faculty, PEDALUSP’s bike-sharing technology has been developed with University funding, by two alumni. Users will rent bikes using their University’s ID, which is an IC card. Bicycles are identified with RF technology, and stations are linked to a data center through TCP/IP. Today, two operational prototypes of bike-sharing stations are available.


Figure 2 – One of the operational prototypes of the PEDALUSP bike-sharing station (photo taken on August/2010)

Present and Future

PEDALUSP’s next steps are, first, to deploy the two operational prototypes of bike-sharing stations in the Engineering faculty, and second, to deploy 10 bike-sharing stations and 100 bikes in the campus’s most densely occupied area during one year as a field test.

However, it is not clear yet how the project will be funded, which is the greatest challenge now. Undergoing negotiations with the University administration and future sponsors will say to what extent such project can be funded by private companies’ marketing budgets, and by the University’s budget. It must be said that the University of São Paulo is public, and charges no tuition fee from its students, which adds on to the debate on where the money should come from.

It is expected, though, that the deployment of PEDALUSP should start in early 2011, as soon as the financial question is resolved.

References

1. PEDALUSP’s blog: http://pedalusp.blogspot.com/

2. PEDALUSP on TV: http://www.youtube.com/watch?v=KxkS_ADUs0Y

3. Universidade de São Paulo: http://www4.usp.br/

4. Campus’ location: http://maps.google.com/?ie=UTF8&hq=&hnear=Cidade+Universit%C3%A1ria+-+Butant%C3%A3,+Sao+Paulo+-+S%C3%A3o+Paulo,+Brazil&ll=-23.561863,-46.727514&spn=0.039809,0.084543&z=14

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7月 13

Sapporo’s POROCLE (ポロクル札幌)

国内事例

porocle

Figure 1 – View of POROCLE’s station in Sapporo (photo by M. Matsumoto, June/2010)

What is it ?

Named after “SapPORO CyCLE”, POROCLE is the bike-sharing system of Sapporo City (Hokkaido, Japan), which started in 2009 as short-term ‘social experiences’ under the coordination of Docon Ltd, an engineering consulting company. Later, in 2010, NTT Docomo – one of the leading mobile phone operators in Japan – joined forces with Docon to conduct a larger scale 4-month-long experience which has launched in June 2010 with 6 stations and 50 bicycles and is to be expanded to 15 stations and 100 bicycles. An estimated 2500 users are expected this time.

Motivations

The goals of POROCLE are threefold: first, to reduce illegal bicycle parking, which is a serious problem in Japan since cycles are so numerous; second, to induce modal shift from automobiles, therefore lowering CO2 emissions; and finally, to revitalize Sapporo’s city center, by making it more attractive.

Also, it must be said that Docon and NTT Docomo see a potential for bike-sharing in Japan as business.

Technology

POROCLE’s bike-sharing technology was developed under the supervision of Docon. It is a third-generation bike-sharing system [1], using bicycles that can be found in the market (Bridgestone Mariposa). Stations are solar/battery powered, and users identify with a contactless IC card. Bicycles are locked through the front wheel in a not so theft-proof way when compared to other systems around the globe. Although, in Japan it seems to be sufficient, as no bicycles have yet been stolen or vandalized from POROCLE.

An evolution of POROCLE’s technology is being prepared, with a specially designed bike and more high-tech stations, to be deployed in the next steps of the project.

記事全文を読む >>

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7月 13

Toyama’s Cyclocity (シクロシティ富山)

国内事例

Toyama’s Cyclocity

Figure 1 – View of Cyclocity’s station in Toyama (photo by H.Morii, June/2010)

Introduction

After getting famous around the globe as the leading 3rd generation bike-sharing company, Cyclocity arrived in Japan as a company 100% owned by MCDecaux (joint venture of japanese Mitsubishi Corporation and french JCDecaux). Launched on March 2010, Toyama’s bike-sharing program consists of 150 bicycles and 270 racks distributed in 15 stations around the city center. As one of Toyama’s steps towards becoming a Compact City [1], bike-sharing should promote reduction of the number of short car trips (and thus CO2 emissions) and revitalization of the city center through improving mobility within it.

Context

Toyama is a 420,000 people city located at the Sea of Japan side of central Japan, in the Honshu Island. The city is very sprawled and car-dependant, which is neither good for the environment or for mobility. To counter this, the ‘Toyama Compact City’ program was launched: adensation of population in the city center and around main public transportation routes is being encouraged, the city center is being revitalized and public transportation itself is being improved.

Figure 2 – Station Map of Cyclocity in Toyama (source: en.cyclocity.jp)

Funding and Agreement

City officials visited Barcelona in 2008 to see Bicing, its bike-sharing program, and started to consider how to bring the idea to Toyama. Clear Channel – Bicing’s operator – having dropped out of the japanese market, the City approached MCDecaux with an offer: the city would give subsidy for all the infrastructure needed (including the cost of bikes and stations) up to ¥150,000,000 (about 1.5MUS$) if they brought Cyclocity to Toyama. A 20-year agreement was signed on that basis, and Cyclocity was also given the right to keep user fees and commercialize advertisement space in 30 panels of 2m² scattered around the city center.

The subsidy came as a grant from Japan’s Ministry of Environment, after Toyama being designated in 2008 as one of Japan’s six Eco-Model cities for its Compact City program.

Technology

Toyama Cyclocity’s technology is the 3rd generation system [2] that has been extensely tested and improved in more than 20 cities in the world, including the reknown Vélib’ in Paris. Station and bicycle design was slightly adapted to cope with Toyama’s identity, and Japanese laws – bicycles had to get slimmer. Users identify with a contactless IC card in the terminal or directly in the racks, which are all equipped with a card reading device, thus avoiding queues. Bicycles are identified via RFID technology installed in the locking device, and stations are all linked via GPRS wireless technology to a data center. This ITS (information technology system) provides real time information on how full are stations at each time, and collects usage data that is useful for posterior analysis.

Tariffs

As of June 2010 the tariffs for Toyama Cyclocity were as indicated in table 1 below. Users of public transportation can use their IC card (PASSCA) to subscribe to the system for a lower price.

Type of pass Basic fee Guaranty Usage fee
7 day pass ¥1000 ¥25,000 (only debited if the bike is not returned within 24h 0 – 30min: free

30min – 1h: ¥200

Each additional 30min : ¥500

1 year pass ¥700/month
1 year pass using PASSCA ¥500/month

References

1) Kiyoshi TAKAMI and Kiichiro HATOYAMA. (2008). Chapter 10: Sustainable Regeneration of a Car-dependent City: The Case of Toyama toward a Compact City. In: Kidokoro, T and Harata, N. Sustainable city regions: space, place and governance. Japan: Springer. p182-199

2)      Paul DeMaio. (2009). Bike-sharing: History, Impacts, Models of Provision, and Future. Journal of Public Transportation. 12 (4), 41-56.

3)      http://en.cyclocity.jp/Toyama. Accessed on June/2010.

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7月 10

バークレイサイクルハイアの紹介ビデオ

海外事例

バークレイの自転車共同利用の紹介ビデオです。

ロンドンでは、コミュニティバイクのインフラが整ってきていますが、使い方や安全に乗る方法など、まだわかっていない人も多いかと思います。
また、日本と違い、基本的に自転車専用道路があるので、歩道ではなくそこを走るようにしなければなりません。

そういった、マナーなども含め、イラスト形式でバークレイサイクルハイアの紹介がYoutubeで紹介されています。

こういうイラスト付きだと、馴染みやすいかもしれません。

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