Upcoming SlideShare
BKK_VeloCity2013_Bubi_or_not_to_be (Budapest Bike-shareing)
- 1. 1Bubi® or Not to Be? Preparing and Launching the Bike Sharing Scheme for Budapest. László Vértesy, Virág Bencze-Kovacs, (BKK), Peter Dalos (Trenecon COWI) Bubi® or Not to Be?
- 2. 2Bubi® or Not to Be? Preparing and Launching the Bike Sharing Scheme for Budapest. László Vértesy, Virág Bencze-Kovacs, (BKK), Peter Dalos (Trenecon COWI) Preparing and Launching the Bike Sharing Scheme for Budapest. Curiosities and lessons learnt László Vértesy, Virág Bencze-Kovacs (BKK Centre for Budapest Transport), Peter Dalos (Trenecon COWI) Bubi® or Not to Be?
- 3. 3Bubi® or Not to Be? Preparing and Launching the Bike Sharing Scheme for Budapest. László Vértesy, Virág Bencze-Kovacs, (BKK), Peter Dalos (Trenecon COWI) • Budget: 3.5 mEUR • EU co-funding: 85 % • Technical content: – 15 km2 operational area – 75 locations (57 in Pest, 16 in Buda, 1 on Margitsziget) – Average distance between locations: 320 m – 1000 bikes, 1500 docking units Budapest Bike (Bubi) http://goo.gl/maps/MyKHP
- 4. 4Bubi® or Not to Be? Preparing and Launching the Bike Sharing Scheme for Budapest. László Vértesy, Virág Bencze-Kovacs, (BKK), Peter Dalos (Trenecon COWI) Project outline Basic informations about the project environment • BKK (The Centre for Budapest Transport) is the project developer BKK is owned by the Municipality of Budapest (100%) • The 85% of the project is financed by EU fund (only implementation). • The scheme supplier has to operate the scheme for 5 years. Special tendering rules: Hungarian public procuration Timing 2013 spring Open tender 2013 summer Selecting and contacting the supplyer 2013 autumn Production installation 2014 spring Lauch of the scheme
- 5. 5Bubi® or Not to Be? Preparing and Launching the Bike Sharing Scheme for Budapest. László Vértesy, Virág Bencze-Kovacs, (BKK), Peter Dalos (Trenecon COWI) Planning Planing steps: Step 1: Station network Step 2: Station sizes (big or small?) Step 3: Station location (on the spot) boundary conditions • Number of stations: 75 station • Number of bycicles: 1000 bike • Number of docking stands: 1500 pcs. • Station distance: 300-500m
- 6. 6Bubi® or Not to Be? Preparing and Launching the Bike Sharing Scheme for Budapest. László Vértesy, Virág Bencze-Kovacs, (BKK), Peter Dalos (Trenecon COWI) Station sizes Small, medium, large Banks, office buildings etc. Bank=4, office=8… 0-46: small, 47-85 medium, >85 lagre 1. Station size categories 2. POIs 3. Usage values for POIs 4. Usage values for stations 5. Station size limits by usage values 6. Iteration
- 7. 7Bubi® or Not to Be? Preparing and Launching the Bike Sharing Scheme for Budapest. László Vértesy, Virág Bencze-Kovacs, (BKK), Peter Dalos (Trenecon COWI) Operation 1. Variability 2. Modular 3. Flexibility 4. Network free
- 8. 8Bubi® or Not to Be? Preparing and Launching the Bike Sharing Scheme for Budapest. László Vértesy, Virág Bencze-Kovacs, (BKK), Peter Dalos (Trenecon COWI) Planning process • Desk research • Feasibility issues • Impact on the transport policy • Information Day • Technical specification • Crucial barriers
- 9. 9Bubi® or Not to Be? Preparing and Launching the Bike Sharing Scheme for Budapest. László Vértesy, Virág Bencze-Kovacs, (BKK), Peter Dalos (Trenecon COWI) Desk research • worldwide situation back in 2008 • accessible sources • expert community 9
- 10. 10Bubi® or Not to Be? Preparing and Launching the Bike Sharing Scheme for Budapest. László Vértesy, Virág Bencze-Kovacs, (BKK), Peter Dalos (Trenecon COWI) Feasibility study • financial sources • organizational issues • CEE specialties • target market • operation model • feasibility issues
- 11. 11Bubi® or Not to Be? Preparing and Launching the Bike Sharing Scheme for Budapest. László Vértesy, Virág Bencze-Kovacs, (BKK), Peter Dalos (Trenecon COWI) • road network • operation model • legislation • fare-system • customer service • communication • parking Integration to transport policy
- 12. 12Bubi® or Not to Be? Preparing and Launching the Bike Sharing Scheme for Budapest. László Vértesy, Virág Bencze-Kovacs, (BKK), Peter Dalos (Trenecon COWI) Information Days • 30 vendor/operator • successful discussion • constraints of public procurement • NGO’s • districts • public communication Invoving stakeholders
- 13. 13Bubi® or Not to Be? Preparing and Launching the Bike Sharing Scheme for Budapest. László Vértesy, Virág Bencze-Kovacs, (BKK), Peter Dalos (Trenecon COWI) Technical specification • implementation/operation • surveillance system • communication • development process • iteration
- 14. 14Bubi® or Not to Be? Preparing and Launching the Bike Sharing Scheme for Budapest. László Vértesy, Virág Bencze-Kovacs, (BKK), Peter Dalos (Trenecon COWI) Key to success • ultimate issues • crucial barriers • lessons to be learned spiltmilkmoms.com
- 15. 15Bubi® or Not to Be? Preparing and Launching the Bike Sharing Scheme for Budapest. László Vértesy, Virág Bencze-Kovacs, (BKK), Peter Dalos (Trenecon COWI) Cycling Strategy of Budapest • According to the Budapest Transport Development Masterplan, the declared goal of the City of Budapest is to reach 10% of the modal share of cycling by 2020.
- 16. 16Bubi® or Not to Be? Preparing and Launching the Bike Sharing Scheme for Budapest. László Vértesy, Virág Bencze-Kovacs, (BKK), Peter Dalos (Trenecon COWI) Projects • Bicycle route network development (accessible, safe and comfortable) • Bike-friendly inner city, ”light” measures • Bubi – bike-sharing scheme • Supporting interchanges (bike & public transport) • Cycling information, services and promotion Available budget for the next 4 years: EUR 800,000/year on average
- 17. 17Bubi® or Not to Be? Preparing and Launching the Bike Sharing Scheme for Budapest. László Vértesy, Virág Bencze-Kovacs, (BKK), Peter Dalos (Trenecon COWI) Bike-friendly Bubi area The planning process in 2013: • covering 9 districts, • approximately 100 section of one-way street, • 60 signalised junctions, • 32 sections of main roads, • and 22 zones. awareness raising campaign as well.
- 18. 18Bubi® or Not to Be? Preparing and Launching the Bike Sharing Scheme for Budapest. László Vértesy, Virág Bencze-Kovacs, (BKK), Peter Dalos (Trenecon COWI) Bike-friendly Bubi area Main roads Bike lanes, sharrow Road reconstruction Correction of the network Bus+bike lanes Every new installation Depends on the road layout and traffic Advanced stop-lane Priority of bikes, increased safety Helps to cross the junction and turning
- 19. 19Bubi® or Not to Be? Preparing and Launching the Bike Sharing Scheme for Budapest. László Vértesy, Virág Bencze-Kovacs, (BKK), Peter Dalos (Trenecon COWI) Bike-friendly Bubi area Alapelvek, alapfeladatokOpening one-way streets for bike traffic in both directions In the whole area, complex Defining the right of way Bike-stands, parking Bike parking facitities and B+R Traffic calming Pedestrian + bike zone Reducing speed Eliminate obstacles Ramps, curbs, dead-ends, short cuts
- 20. 20Bubi® or Not to Be? Preparing and Launching the Bike Sharing Scheme for Budapest. László Vértesy, Virág Bencze-Kovacs, (BKK), Peter Dalos (Trenecon COWI) Achieved up to 2013 6,6 km bike path, 2,4 km new cycle lane; 6,5 km bus&bike lane; advisory cycle lane 12 km, 50 one-strret contraflow 5 Bike-box
- 21. 21Bubi® or Not to Be? Preparing and Launching the Bike Sharing Scheme for Budapest. László Vértesy, Virág Bencze-Kovacs, (BKK), Peter Dalos (Trenecon COWI) Bubi® or Not to Be? - Bubi in 2014! László Vértesy project manager Directorate of Strategy, Development and Investment Budapesti Közlekedési Központ / Centre for Budapest Transport bubi@bkk.hu Péter Dalos Transport planner TRENECON COWI Consultancy. dal@trenecon.hu Virág Bencze-Kovács coordinator for cycling policy Directorate of Strategy, Development and Investment Budapesti Közlekedési Központ / Centre for Budapest Transport bicikli@bkk.hu
http://www.slideshare.net/kvir/20130919-bkk-celegyenesbenabubivertesydalosbencze
4. The Centre for Budapest Transport (BKK), a company fully owned by the Municipality of Budapest in charge of organizing and managing the capital’s public transport system has received EU funds for the implementation of a public bike-sharing scheme as a public service. This special operation model has influenced the planning process from the beginning.
5. Planning process
There is no „free-planning”, you always have limits. This boundaries are coming from the limited budget, available free space etc.
The planning process in steps:
Step 1: You need a network (a map). Where do you want stations? You have to consider many circumstancies: station density, public transport stations, POIs, political expectations etc.
Step 2: How big should be a station? Which one is smaller, which one is bigger?
Step 3: fine tune: Is there enough free space on the selected spot? It is always a game with the parking company and with owner of the site. If it is impossible to place a station with the estimated capacity (Step 2), you have to reduce the station size or you have to split the station into two parts.
6. Station sizes
So we have a scheme map, but we have to specify the station capacities. How can you share-out the docking stands between stations?
We defined three station type: small, medium and large.
Small: 15 docking stands
Medium: 22 docking stands
Large: 30 docking stands
We surveyed the POIs around (circele with radius ~100-150m) the stations. You can use for this free internet databases like Google Maps or other navigation applications. And of course you need local knowledge too.
We categorized all the POIs. For example: banks, restaurants, office buildings, shops, public transportation stations etc.
We estimated a daily traffic for each category: this are relativ numbers from 0 to 10. By the categories and the POIs you can calculate a relative usage value for every station.
Now you have to see this usage values and decide where are the limits for small, medium and large stations.
We applied this values: small station 0-46, medium station 47-85 and large station above 85. So we get 33 small stations, 30 medium stations and 12 big stations. But it was an iteration because we had to consider the fixed number of the docking stands: small stations *15 + medium stations*22 + large stations *30 must be about 1500. You can modify the station size usage limits of you can override the station size manually (which is near to the limit).
So now we have the estimated capacity of all the stations. We can start to fine tune the sizes on the spot.
7. Operation
The station size estimation contains many uncertainty. How can we handle it?
We want to procure a flexible system: the station size should be easily variable (modular), no extra foundation needed, it can operate without electrical network (for example with solar panels).
So you can easily change the station size and you can move it to another spot. It is important if you don't have usage experiences.
Optional extention: 150 station, 2200 bike
16. Cycling developments in Budapest
• Bicycle route network development (accessible, safe and comfortable)
• Bike-friendly inner city, ”light” measures
• Bubi – bike-sharing scheme
• Supporting interchanges
(bike & public transport)
• Cycling information,
services and promotion
BKK as an integrated transport management body is facing the following challenges related to cycling:
-balancing between different interest of road users, and different cyclist behaviour
-introducing progressive traffic-management tools
-besides the infrastructural developments should the city run cycling campaigns, or ngo-s do enough
Available budget for the next 4 years: EUR 800,000/year on average
17-18-19. Bike-friendly Bubi area
The complete area of downtown Budapest is ideal for urban cycling as far as urban structure is concerned but the bike-friendly development of the road network is an issue yet to be addressed by the Municipality.
The Bubi system will provide an effective and environmentally friendly alternative for inner city travel, and will also promote cycling and therefore affect general travel behaviour.
Apart from the technicalities of the Bubi system, a general study of the existing road network has been carried out, focusing on the weaknesses of the infrastructure, and providing an action plan to make the inner city more bike-friendly. After a joint learning process, higher rate of bicycle usage will result in less car usage and a more liveable environment in the inner city.
The planning process in 2013: covering 9 districts, approximately 100 section of one-way street, 60 signalised junctions, 32 sections of main roads, and 22 zones.
Awareness raising campaign as well.
Apart from the technicalities of the BuBi system, a general study of the existing network has been carried out, focusing on the weaknesses of the infrastructure, and providing an action plan to make the inner city more bicycle friendly.
The proposed tools are the following:
• audit all future road reconstruction and development plans from a cyclist's point of view, for the completion of the existing core network and eliminating bottlenecks;
• open bus lanes for cyclists whenever possible;
• increase safety and integration of cycling by pictograms, advanced-stop-lane that help cyclists to cross the junction or turn more safely;
• open one way streets for contraf low cycling, especially in traff ic calmed (‘Tempo 30') zones;
• increase bicycle parking facilities, by installing bicycle stands at public places and Bike and Ride (B+R) locations;
• introduce pedestrian and cyclist zones and reduce speed limits in the city centre;
• eliminate obstacles wherever possible by a wide range of measures (ramps, sloped curbs, shortcuts,etc.).
These tools are now being used with good results and responses both from transport professionals and the average user. After a joint learning process, higher rate of bicycle usage of cycles will result in less cars and a more livable environment in the inner city.
These tools are now being used with good results and responses both from transport professionals and the average user. After a joint learning process, higher rate of bicycle usage of cycles will result in less cars and a more livable environment in the inner city.
20. Already achieved since 2011
The legalbackground and technical guideline are available since 2010 – Budapest started to use these new facilities.
6,6 km bike path, 2,4 km Bike lanes, 6,5 km (10 section) Bus&bike lanes, 12 km, 50 one-way street opened for bikes, 5 bike boxes, suggested cycle lanes
Bubi® or Not to Be? - Bubi in 2014!