Public hearing supports bike-share project

Szentendre Mayor Miklós Verseghi-Nagy got Saturday's hearing started.

Our first public hearing on the idea of introducing bike sharing to Szentendre went off over the weekend with mostly supportive, positive comments from participants.
About 20 people attended, fewer than we'd hoped, although it was asking a lot for people to come to a boardroom discussion at 10:15 on a beautiful Saturday morning. And besides, we're also offering an easier online means of giving input. As of April 28, 220 people had filled in our short, online questionnaire (deadline is May 10).

The meeting was held as a side event to the REC's annual Earth Day celebrations, which this year attracted a couple hundred or more visitors. The mayor was on hand and, because the bike-share gathering in the REC's library constituted the biggest concentration of guests at 10 a.m., our side event became the venue for his welcoming remarks.

Peter Dalos, the operations manager of Budapest's bike sharing system, Bubi, kicked things off by giving an overview of the bike sharing concept, as well as the particulars of the Bubi system. His presence added a useful dose of gravitas to the event, with Bubi representing a "serious" investment of EUR 3.5 million and also a well-publicised Hungarian success story. Very popular and widely used, it has suffered little of the theft and vandalism that critics had predicted.

REC intern Attila Katona, who's heading up the Szentendre study, laid out the preliminary case for bringing bike sharing to Szentendre, including its benefits to the environmment, for the tourist trade and its potential usefulness to commuters.

Public comments on Saturday were supportive, although, as expected they began with skeptical questions about basic cycling conditions in Szentendre. Road 11, the high-traffic thoroughfare connecting Szentendre to Budapest and communities on the Danube Bend, has long been a sore point with bike riders. Cycling isn't even allowed there and no bike lane or path exists over most of its stretch through town.

Szentendre's hilly terrain; the cobblestone streets in the city centre; and the awkward connection between the HEV station and the Old Town were other mentioned challenges.

These were fair enough points, and it was an opportunity to present City Hall's other measures regarding cycling. Concerning Road 11, the city recently won an appeal to the Hungarian Public Road Authority to remove the ban on cycling. It's uncertain how cycling will be managed on the road, but planning is underway. Regarding the awkward HEV connection to Old Town (currently a dingy underpass beneath Road 11, with steep flights of stairs on either end, this will be addressed with a pending investment that will include a surface crossing over Road 11. For the hills, there's the possibility of including electric bikes or pedelecs to the Szentendre bike share fleet.

These are all important points, however Attila underscored that the scope of our study covers bike sharing, not general transport improvements. The hope is that bike sharing will stimulate higher levels of cycling in town, which will stimulate political pressure for bike-friendly improvements, which will stimulate more cycling, etc.

This was the case with the Bubi project in Budapest: Before Bubi launched in the summer of 2014, the city implemented scores of small bike-friendly improvements to the streets within the system's area: contraflow lanes, new signage, bike racks and so on. This was also the case in London, with the blue "bicycle superhighways" following quickly on the heels of the Boris bikes. Barcelona was another example of a city that began bike-friendly improvements by launching a bike-share system.

The takeaway is that cities become bike friendly step by step -- rarely in a single massive project (with Seville, Spain, being the only exception I can think of).

Most of Saturday's guests seemed to understand this, and it was my impression they simply wanted us to understand the wider context of our project. Working and cycling in Szentendre for the last 12 years, and having been pulled over by police multiple times for cycling on Road 11, I can definitely say, I feel the pain!

A final public comment on Saturday was a vote of support for our "low-cost" option for bike sharing. At present, we're looking at two different models as the basis for the Szentendre system. The first is the multi-station model provided by Bubi and the majority of other modern bike-share systems. We figure that Szentendre is big enough to support a system encompassing three to 10 stations: one at the HEV stop, one or two on the Duna korzo, perhaps one at the Skanzen, and so on. We've posted an online collaborative map to see where potential users would like to see stations.

The other model is that of OV-Fiets in the Netherlands: It involves just a single station (in the Netherlands, it's always a train stop) and users check out bikes from and return them to this station. Rentals can be longer term -- a few hours or even a full day. This is a key difference to multi-nodal systems, which encourage short trips of less than 30 minutes. A big advantage of the single-node approach is that it is potentially much cheaper and simpler to implement. Although it can be automated with high-tech equipment and contactless cards, it can also be designed as a conventional bike rental, with the only necessary ingredients being a human attendant, a shed full of bikes, and a chip-card reader.

The comment on Saturday was that it might be best for Szentendre to begin with a low-tech, low-cost system, and see where it goes from there.

One thing that would be missing would be the connection to Bubi. At project's start, we had a vision of Szentendre hosting an extension of Bubi, with the same technology, same branding and same user card. I don't want to give up on this idea. However, it could be that this project, too, will have to be carried out step by step by step.

Need Your Input on Szentendre Bike Sharing

As mentioned in a previous post, Szentendre is studying the feasibility of introducing a bike-sharing scheme and this week, an online survey was launched to gauge public interest.

The short questionnaire asks you whether you would use the scheme and, if so, how often, during what seasons, at what times of the day, for what price and so on. The city needs input from as many people as possible -- including weekend visitors and tourists, so you don't have to live in Szentendre to take part.

Questionnaire is here -- you can switch to an English version at the top of the opening page. Please take five minutes to fill it out.

Parallel to this, there's a collaborative mapping tool where you can suggest locations for docking stations for the system or comment on already suggested spots.

If you'd like to learn more about the Szentendre bike-sharing idea and comment on it in-person, a public hearing will be held on the topic this Saturday (April 25).

What: Public hearing on introduction of bike sharing in Szentendre
Time: 10:15-11:15 a.m., Saturday April 25
Place: REC Zero Emission Conference Center; 9-11 Ady Endre ut; 2000 Szentendre
Language: Hungarian

The hearing is held in conjunction with the REC's annual Earth Day celebrations at the Szentendre head office of the Regional Environmental Center. This is a kid-friendly, open-invitation event in the REC's arboretum. The Earth Day event runs 10 a.m. to 1 p.m.

Szentendre City Hall Turns Bike-Friendly

In 2014, a service road opened next the the Duna Korzó that provides for car-free cycling with a view.

Szentendre's local government has apparently turned a corner on the subject of utility cycling. City Hall wants to make the town more bike-friendly, and it's reaching out to cyclists to find out how to do it.

This is a big change from five years ago, when some local activists and I did a 'hotspot' analysis of local cycling infrastructure. We recommended some basic remedies to the then mayor, but he told us flat out that nothing could be done that cost money.

But Szentendre has a new mayor, 47-year-old Miklós Verseghi-Nagy, and the winds have changed. My company,  the Regional Enivironmental Center, recently initiated a feasibility study on introducing bike sharing here. Just a week after the study's kick off  at Szentendre City Hall, we were invited back to provide input on another bike-related matter: the installation of public bike racks around town.

Our colleague Attila Katona attended a meeting with a couple municipal officers, the owner of a local bike shop and representatives of the local chapter of the Hungarian Cyclists Club. The results were better than we'd hoped.  The main outcomes:

• The city agreed to install large portable bike racks (14-28 bike capacity) during the 5-6 warmest months of the year on the main square (Főtér) and the northern and southern ends of the riverfront cafe and restaurant strip (Duna Korzó). These could later become locations of permanent bike-share docking stations.
  
  
• The city will take steps to improve bike parking at the Szentendre HÉV station. Although transport operator BKK controls the property, City Hall will lobby for the changes.
• City Hall also wants to ensure bicycle parking is provided in front of high-traffic local businesses (grocery stores, banks, restaurants, etc.) The city might encourage this by offering subsidies, but may even compel owners to provide a certain level of parking based on the size of their properties (similar to the existing codes on car parking).

In general, city leadership is enthused about making Szentendre more bike and pedestrian friendly. A big first step will be expansion of the car-free city centre by banning cars during the summer on the korzó.

It's also eager to lift the ban of cycling on Route 11, the main north-south thoroughfare through town. Until now, cycling's been prohibited on Route 11 by the national road authority, Magyar Közút. At the urging of local activists, City Hall appealed to the authority to lift the ban and the petition has apparently succeeded.

According to the information Attila received this week, the legal barrier's been lifted and now it's a matter of following through with whatever signage and infrastructure that's needed. And their may be some personal motivation here: Szentendre's Vice-Mayor Dorottya Gyürk is a cyclist, and admits to a habit of riding illegally on Route 11.

Of course, to make Szentendre truly bike friendly, investments will be needed, and this is where many politicians balk. Even so, there's been a big attitude shift toward cycling at Szentendre City Hall, and this is great news.

Study explores bike sharing in Szentendre

Péter Dalos, the technical manager of Bubi; Gabor Heves, REC; Mónika Horváth, coordinator of the Szentendre City Architect's Office; Attila Katona, REC; Tamás Kollár of Óbuda University; János Virágh, representative of
the City Services Company;  and me, also REC.

A few days ago, we kicked off a project that could potentially result in a bike-sharing scheme for Szentendre.

The project is a feasibility study, co-funded with EUR 7,500 from the European Commission's CIVITAS Initiative. It will take six months, including a community meeting to gauge local interest, and conclude with a report containing recommendations and a business plan.

The kick-off meeting took place at Szentendre City Hall and involved 10 people: four staff from Szentendre City Hall, the technical manager of the Bubi bike share system in Budapest, a student from the Óbuda University who's both learning from and assisting us, and four staff (me included) from the Regional Environmental Center, based in Szentendre.

Szentendre, 20 km north of downtown Budapest, is a bedroom community. More than half the town's working population of about 10,000 people, commute every morning to Budapest. A line of the suburban rail system, the HEV, offers a non-car option for Budapest-bound commuters, but on the Szentendre end, there's no public transport option for the "last mile" from end station to home.

A bike-share system could be an effective, and relatively inexpensive, way to solve this. And if the system was cleverly integrated with the HEV and Bubi (the Budapest bike-share system launched last summer), you could have an environment-friendly, healthy transport option door to door.

A full report is here. 

I gave an introduction to the project, in English. My colleague Gabor Heves interpreted in Hungarian, and seemed to  improve on the substance of the talk while he was at it. Thank you, Gabor!

Bubi's Péter Dalos (right) and Tamás Kollár (not pictured) went to the trouble of bringing two Bubi bikes up from Budapest. Both Mónika Horváth (left) János Virágh (center) took them on test rides after our meeting.

Bike-share system ready for installation

The equipment for Budapest's bike-share system, set for launch in April, is in the warehouse and ready for installation beginning next month.

According to the kerekagy blog, the 1,000+ bikes and 76 docking stations are being tested at a Csepel warehouse, and will be installed, regardless of weather, starting in February around central Pest and along the Buda-side riverbank. The Budapest Transport Center (BKK) promises that after a short testing period, Bubi will open to the public in April.

For local manufacturer Csepel, this marks a debut in the bike-sharing business. The bikes look great, but how well they will stand up in daily operations remains to be seen.

When I first looked at the video, I was surprised that the user directions on the docking stations were in Hungarian only. Afterall, BKK has said the system is for anyone who'd like to use a bike in Budapest.

However, BKK's cycling affairs officer Virág Bence-Kovács assured me that English translation is being developed, and will be displayed alongside the Hungarian by launch day. (Then she asked me to proofread the text -- so, be careful what you ask for.)

In the video, you can see that bicycles will also be used as Bubi's service vehicles. Special bikes with trailers will be deployed to take Bubi bikes to and from the repair garage, and also to redistribute bikes from full docking points to empty ones.

I don't know if this is an untried approach, but for the systems I've seen (Paris, London and Brussels), petrol-fueled trucks are used for this purpose. Bubi's zero-carbon approach is cool -- and I assume completely practical considering the system's relatively small service area.

It's interesting to note that the Bubi service bikes are a Hungarian novelty. They're string bikes, which feature a bizarre (and relatively expensive) drive system. Their inventor claims the string bike drive shifts more smoothly and is more durable than the chain drive. It looks like Csepel, which recently started manufacturing the string bike for the mass market, is using Bubi to popularise the product.

Barclays sets bad example as bike sponsor

Once the proud sponsor of London's bikes, Barclays
"has now made a commercial decision not to continue the sponsorship."

The news that Budapest's bike share system, Bubi, will be sponsored by the Mol gas and oil company has naturally met with with some skepticism. Many think it's no more than green washing.

At the risk of looking like a sap, I've reserved judgement. Although not a fan of big oil, I think that it could be good for a prominent corporation like Mol to have a stake in Bubi's success.

The system is scheduled to launch in April and it's a matter of real urgency to improve the bike-ability of downtown Budapest before this wave of new cyclists hits the streets. The city has embarked on a slapdash campaign to paint bike lanes and post bike signage around the Bubi service area, but if these steps aren't adequate, Bubi's users will be at risk. That poses a PR risk to Mol, and, if I were them, I'd be lobbying shoulder-to-shoulder with cycling advocates for more serious safety improvements -- including bike accommodation around the Nagykörút.

But is this how Mol sees it? I had a blog exchange with Todd Edelman at the Slow Factory a couple weeks ago, after Mol was publicly announced as Bubi's sponsor. He suspected green washing, and noted examples of this in the bike-sharing business, including the London bike-share scheme and Barclays Bank.

Indeed, there's been plenty of controversy with that arrangement -- and not just because of the Barclays scandal involving illegal rigging of financial markets. Some on the London Assembly have criticised Barclays's sponsorship as a raw deal for the city.

But the developments of last week really took the cake. Amidst a drawn out media controversy concerning cycling safety in London, Barclays announced it would abandon the bike scheme. The company would finish out its contract that ends in August 2015, but would not extend.

According to the bank's PR people, the decision was part of a long-anticipated strategic decision, and had nothing to do with the road-safety flap. But many have found this hard to swallow. The controversy began in July, when a French-born student became the first person to die on a Boris Bike. And it boiled over in November, as six cyclists died on London roads in the space of less than two weeks.

London Assembly member Caroline Pidgeon was quoted in the Guardian:

"Barclays have received immense benefits from the publicity given to the cycle hire scheme in its early years, but now that its performance is looking shaky they appear to be bailing out.

Mol CEU Zsolt Hernádi has a chance to do corporate social responsibility right.

Needless to say, this isn't a shining moment for corporate social responsibility. But the possibility's open for Mol to set a better example here in Budapest. The company's been doing small, one-off cycling sponsorships ever since cycling became trendy in Budapest in the mid-aughts. But Bubi is by far their biggest-profile cycling project to date. Hopefully, Mol will prove itself more than a fair-weathered friend.

Petrol company gives fuel to Bubi

Hungary's petrol giant seeking green credentials?

This was announced last month in the Hungarian press, but I wanted to post it here in case you've missed it: Budapest's soon-to-launch bike-sharing system, Bubi, has landed a corporate sponsor, Hungarian oil-and-gas company Mol.

The announcement was made at a joint press conference in early November held by Budapest Mayor István Tarlos and Mol President Zsolt Hernádi. The two wheeled out the system's new bikes, produced by Budapest-based Csepel company and sporting Mol's logo and green-and-red corporate colours.

According to the three-year sponsorship deal, Mol will fund the system to the tune of HUF 122 million a year, about half the system's expected annual operating costs HUF 250 million. The city forecasts user revenues of HUF 70 million, with the remaining cost, about HUF 50 million, to be covered by a municipal subsidy.

Ninety percent of Bubi's capital financing, nearly HUF 900 million, will be covered by the EU. This poses some restrictions on corporate sponsorship, but according to the Budapest Transport Centre (BKK), the arrangment is OK as long as it doesn't earn the city a profit.

This  isn't Mol's first foray into the cycling business. A couple years ago, it introduced "bicycle points" (bringapontok) at its filling stations. Found at about a third of Mol's 365 stations, bicycle points are essentially branded shelves full of innertubes, patch kits, locks and other cycling paraphernalia. Mol has also carried out various bike-related marketing efforts, including mobile bike repair stations during summer at the Balaton and, on at least one occasion, sponsorship of the bike valet parking system at the Sziget Festival.

Mol's Hernádi noted that "Mol wants to serve all road users, regardless of what travel mode or fuel they use."

For his part, Tarlos noted that cycling levels in Budapest have multiplied by five times since 1994 and that there was a need to "simplify the city's transport system and expand the range of public transport alternatives." With the launch of Bubi, "the first aim is the development of the cycling culture," he said.

In preparation for Bubi's launch, forecast for April 2014, the city is implementing several small measures to improve cycling conditions on the roads inside the system's downtown service area. The improvements will cover more than 100 roads -- with the glaring exception of the nagykörút. Installation of Bubi's 74 docking stations is slated to begin in February, Tarlos said.

No bike lanes for Nagykörút

Budapest Mayor István Tarlos with Hernádi Zsolt, president of Bubi's corporate sponsor, MOL oil company.

With time ticking away til the planned April 2014 launch of Bubi – Budapest’s public bike system -- the city is scrambling to make downtown fit for the scheme’s users. A recently announced plan calls for scores of bike-friendly measures covering nine central districts. However, the measures are all small, easy fixes, and, disappointingly, will not include the cycling movement’s biggest priority in recent years – bike lanes around the nagykörút.

The kerékágy blog quotes János László, president of the Hungarian Cyclists Club, which helped draft the work plan. László said that the nagykörút lanes would have caused serious conflicts, and that small improvements were simply easier to take up. A statement from the Budapest Transport Center (BKK) says nagykörút bike lanes are “not realistic in current traffic conditions".

The improvements in the plan would cover 120 streets, 60 signaled intersections and 30 segments of main arteries. They comprise inexpensive, relatively easy fixes such as the painting of lanes and chevrons on streets, installing signs indicating the presence of cyclists, and the creation of contraflow lanes on side streets to allow two-way bike traffic on one-way roads.

The plan also calls for expansion of car-restricted zones; installation of bike parking; and traffic calming measures.

The work would start in districts VI and VII so that the entire service area of Bubi – basically everything inside the nagykörút plus the Buda river bank – would be finished before Bubi’s launch. After that, work would continue in districts VIII, IX, XI, I, II, V and XIII.

But, as said, the big banana is off the table.

The nagykörút is the busiest street downtown, and already gets significant bike traffic -- about 1,000 cyclists per day or 6% of motor traffic. With cars frequently moving faster than the posted speed limit, and with no separated lane for cyclists, this creates a hazard.

This past summer, BKK commissioned a feasibility study on new bike facilities on the körút, and the proposed ideas ran the gamut from simple advisory lanes or sharrows (as on Margit híd) to the redesignation of the outside traffic lanes for cyclists only. But even before the ideas were presented for political debate, BKK staff said behind the scenes that bike lanes were a non-starter.

Sure enough, the city’s recent decision was negative. Kerékágy quoted BKK saying:

The possible solutions outlined in the nagykörút study, in which cycling infrastructure displaces an outer traffic lane or parking lane, are not realistic in the current traffic situation. This might be taken up after the introduction of a downtown congestion charge, but on this there’s been no final decision.

The city has postponed introduction of the congestion charge many times, even though it’s obliged to implement it as a condition of EU subsidies for the 4th metro project. But that’s an old story.

The question is whether the quick and easy measures done over the next five months will be adequate preparation for Bubi. The system will have more than 1,000 bikes and 74 stations, all concentrated downtown. One worry is that lack of a sufficiently safe and convenient cycling network will stymie the system’s success. The other is that many of the new users will be people inexperienced in riding in city traffic, and that they’ll be more vulnerable to road accidents.

But at present, the city’s political leaders have decided the prospect of inconveniencing car drivers is a bigger worry than risking death and injury of cyclists.

Bikes for Bubi?

With the help of HUF 25 million (EUR 88,000) in European Union subsidy, Hungarian bike maker Neuzer has developed a new bike-and-dock system, and it was presented last month in Budapest as the ideal technical solution for the upcoming Bubi bike sharing scheme.

On September 20, city and government officials held a press conference to show off Neuzer's new suite of equipment, including bikes, docking stations and payment consoles. The system took the Esztergom-based company two years to develop at a total cost of HUF 60 million (EUR 212,000).

Company President András Neuzer told the press that his developers looked at existing systems and tried to correct their imperfections. For instance, several theft-prevention features have been incorporated, including a GPS system that will track bicycle locations.

In general, however, the Neuzer system would work like others that have been implemented in hundreds of cities around the world in recent years. The bikes can be removed from the automated docking stations with a contactless card, used for short periods and returned to any other docking station in the city.

The Neuzer bike-sharing system was first shown off in 2011, at an international bicycling trade fare, Eurobike, in Friedrichshafen, Germany. At that show, 11 cities had inquired about using the system for their own bike-share schemes, the company claims. At the press conference, Neuzer said that several Hungarian communities have expressed interest in the product.

Pál Völner, state secretary in charge of infrastructure at the National Development Ministry, said at the conference that the Neuzer system and Budapest's BuBi bike-sharing scheme have been developed "in harmony" with one another in the interest of developing everyday transport cycling in the capital. Völner said Neuzer can apply for the equipment tender for Bubi, which is being implemented by BKK, Budapest's umbrella agency in charge of urban transport.

According to the BKK website, Bubi will comprise 1,000 bicycles at 75 docking stations -- 57 in Pest, 17 in Buda and one on the south end of Margit Island. The scheme would launch in the fall of 2013.

Neuzer would be at least the second factory in Hungary to produce technical equipment for bike-sharing systems. The Dutch-owned Accell Hunland, based in the Hungarian village of Tószeg, produced the original bikes for Paris's Vélib system.

Bubi Seeks Supplier

The sharp logo for Bubi
is a good start.

Work continues on Budapest's future bike-share system, christened "Bubi" according to a popular vote in the fall of 2010. Later this month, the search will begin for a system supplier -- a commercial enterprise that could provide bikes, docking stations, payment system and other technology and services that would make it go.

To this end, the city-owned company in charge of Bubi, the Budapest Transport Center (BKK -- Budapest Közlekedési Központ), has scheduled an "information day" on March 21 where would-be suppliers can present their goods. The event isn't public -- just interested contractors are invited.

The programme's agenda is here and those who have further questions are asked to contact Gergely Kovács and Péter Dalos of the engineering firm COWI Hungary Ltd., the subcontractor that did Bubi's feasibility study and other groundwork. Their email: kerekpar@cowi.hu.

Luckily for Budapest, public bicycle systems have quite some history by now, and BKK should have a good choice of suppliers: firms such as JCDecaux, Clear Channel and Next Bike have implemented and operate hundreds of similar systems throughout Europe and beyond.

But due to a peculiarity of Budapest's situation, Bubi's financial set-up could be tricky. The vast majority of the implementation costs will be funded by an EU subsidy (HUF 900 million or EUR 3.1 million), and this will apparently put certain constraints on how BKK finances the operating costs. Many other systems around the world partner with a big commercial sponsor (e.g. Barclay's Bike Hire in London) or an ad company (e.g. JCDecaux and Clear Channel). These arrangements lessen the burden on the municipal budget -- or at least create the illusion of doing so. However, due to the Bubi's big EU subsidy, such models may not be legally possible in Budapest.

Hopefully some clever ideas come up at this month's meeting, and the long-term prospects for Bubi will be more clear.

Bike sharing for Albania

In the field of bike sharing, Budapest has been beaten to the punch by an unlikely rival: Tirana, Albania.

Although Tirana is capital to one of the poorest countries in Europe and doesn't have near the cycling levels as Budapest, a local NGO found the courage to launch an impressive, low-tech bike sharing system in the downtown area.

Dubbed Ecovolis (Albanian for "Ecobike"), the system launched March 23 with four stations with 10 bikes each. They've already sold 2,000 subscriptions and have rented bikes out to many more customers on a per-trip basis.

The public enthusiasm has exceeded the best expectations of the group behind the scheme: the Social Alternatives Incentive Programme (PASS). It's also stirred interest among potential corporate donors, who had earlier raised their eyebrows at the idea. “Before starting the project, it was very difficult for us to persuade companies to sponsor the project,” said PASS's communications manager Jola Foto. “Now the companies are interested and trying to negotiate with us to sponsor the project.”

The response has been so promising, PASS already plans to open an additional two stations in Tirana and even hopes to expand Ecovolis to neighbouring communities.

Although the system is admittedly small for a city of 600,000 people, Ecovolis has been a feat of ingenuity and perseverance given the circumstances. In terms of infrastructure, Tirana has only a few recreational paths on the margins of city green areas, and also a few experimental shared bus/bike lanes. There is simply no culture of transport cycling in the city, and the modal share -- if it were to be measured -- is assumed to be well under 1 percent.

In a sense, introducing bike sharing to Tirana is tantamount to introducing cycling to Tirana. Full stop. Organisers had to be realistic about the start-up budget, while at the same time, make a big splash and stimulate interest in a novel transport concept. And because PASS's core mission is creating opportunities for needy citizens, they wanted the programme to have a strong social element.

So PASS rolled out Ecovolis as one element of a broader programme called Tirana Community Bicycle. Part of its activities are giving away bicycles to children of needy families and part is offering necessary staff positions to marginalised citizens. The programme also includes Sunday cycling lessons and various cycling activities for youth.

In regard to the bike-sharing scheme, it had to be low-tech. A swipe-card activated system of the type operating in London, Paris, Barcelona (and soon in Budapest) would have been far too expensive for Tirana. And aside from the cost, swipe cards just aren't used much in Albania.

But this was fine. PASS fashioned Ecovolis as a social business: Each docking station is staffed by two attendants at all times. The necessary staffing not only creates jobs (two shifts per day = four jobs per station), it also puts a human face on the service. The attendants can explain and promote bike sharing while raising awareness of utility cycling in a brand-new market.

Key to getting the project off the ground was the support of Tirana City Hall and a cash donation of USD 24,000 from the George Soros-funded Open Society Foundation Albania (OSFA). Even more significant was a donation of 450 used bikes from the US-based Pedal for Progress organisation.

One difficulty has been the higher than expected maintenance needs. Although this is a typical challenge for bike-sharing systems, it may be hitting Ecovolis especially hard due to the inexperience of users and the somewhat delicate quality of the standard-issue bicycles. During the initial weeks of the project, 30 of the scheme’s 40 bicycles required repairs on any given day. PASS hopes to address this by purchasing sturdier, new bikes as the system is expanded. It was also hoped that as the scheme’s customers get used to the system, they'll learn to use the bikes without causing damages.

Despite teething problems, Ecovolis is moving ahead. Plans include creating a database of users and members to get a better handle on Ecovolis's market (half of subscribers are women) and to start giving service discounts to Ecovolis customers. Meanwhile, according to Foto, PASS is in talks with the mayors of Durres, Pogradec and Vlora for possible franchises.

Hooray for BuBi!

A name's been chosen for Budapest's new bike-sharing system: BuBi.

The name, pronounced the same as the English slang for a woman's breast (booby), was chosen from among 3,727 email submissions in a contest arranged by the system's designated operator, Parking kft.

As explained in the kerekagy blog, a shortlist of five names was picked by a seven-member jury and these were put to an Internet vote. "BuBi" won the most votes (9,632) followed by "bico" (9,515), "kerékbár" (7,351), "cimbike" (6,051), "bérbi" (5,854).

I'd done an earlier post about the name-giving contest, and I spent quite some time sifting through the enormous Excel sheet of submissions trying to spot names worth remarking on. From among all those names, BuBi stood out -- at least to me -- as one of the more humorous suggestions. I also quite liked "Hop on Me" and "BooDbike". Funny suggestions -- on par with the bad English translations you find in Chinese Restaurant menus sometimes.

Of course, to Hungarian ears, "BuBi" doesn't sound ridiculous. One of my Hungarian colleagues said it sounded "cute," reminding her of the slang for bubbly: "bubis" which is short for "buborékos". Another co-worker said that the word bubi was used back in the 60s-70s to denote the beehive hairdo.

A reader of my first column seemed quite annoyed at my Anglophone take on things. He (or she -- it was an anonymous comment) made the point that I had no right to argue for a "meaningless English name" and then concluded: "Cycling is LOCAL! Therefore the bike sharing system should have a HUNGARIAN name!"

All that is fair enough, of course. But please also respect my need -- as a native of the English-speaking world -- to snicker at the utterance of "BuBi". It may be ethnocentric and juvenile of me but, in my defense, I relate the following: a few years back, my wife went to the local consulate of the country known internationally, since 1984, as Burkina Faso. And when she asked about visa requirements to the country, the Hungarian clerk winced at the mention of the correct name, and told her that in Hungary, they still use the old, French colonial name "Felső Volta" (Upper Volta). The reason: Because, as it occurred to my wife later, the name Burkina Faso, sounds to Hungarian ears something like: "Leather Chinese Dick".

Taking Names

The would-be operator of Budapest's planned bike-sharing scheme, due to launch next summer, has posted an open invitation to give the system a catchy name.

Having posted the invite early last month, Parking kft., a wholly owned subsidiary of the city administration, has already collected more than 2,300 suggestions, available on a downloadable Excel sheet. At present, the default name is "KKKR," the Hungarian acronym for Bicycle Public Transport System. Definitely not as cute or as catchy as some of the existing bike-sharing names around the world: Vélib (Paris), DecoBike (Miami Beach) Nice Ride (Minneapolis) or Ecobici (Mexico City).

Not surprisingly, the great majority of submitted proposals involve a wordplay in the Hungarian language. That's fair enough. However, because Hungarian is such an oddball language, many of these names will go over the heads of non-Hungarian speakers, who will presumably constitute a small but important share of the system's target market. Even worse, some of the names would give non-Hungarians a misleading idea of what they refer to.

In the first category would be suggestions such as "Kerékváros," an amalgam of one of the many words for bicycle (kerékpár) and the word for city (város). It's good wordplay and descriptive of the system, but if you don't have specific knowledge of the magyar tongue, you won't get it.

Under the latter category of potentially misleading names are a few amusing examples. For instance, more than a couple sound -- at least to my American ears -- like names for a strip club or gay bikers' bar:

• BuBi
• Hop on me
• BooDbike

Then there's a surprisingly large number that suggest some sort of niche head shop targetting dreadlocked bike couriers:

• rollbud
• joint bike
• Overdose Bike (probably not one of the top contenders ...)

And there are these odds and ends:

• BikeKV -- I assume this is an allusion to Budapest Public Transport Co, popularly known by its Hungarian acronym "BKV." The problem with this is that the BKV, particularly at this point in time, is so widely loathed by the public that the connection would do much more harm than good. During the last two years, BKV became widely known as a hotbed of financial corruption, so much so that a public prosecutor litigating a case against one of the key perpetrators called it an "organised criminal enterprise."
• PubBike -- When I first saw this, I automatically assumed it was a simple combination of "pub" and "bike," meaning an ideal mode of transport for the pub crawler who doesn't want to risk a citation for drunk driving. On further consideration, I can see that it's more likely a shortening of "public bike." My initial interpretation probably says more about me than the person who submitted the idea.
• Nyeregbe magyar! -- In the current political climate, there had to be a few jingoisitic submissions. Literally it means (something like), "Into the saddle, Hungarian!" It's a play on the first words of the revolutionary National Poem by Sándor Petöfi. "Talpra Magyar ..." ("On your feet, Hungarian ...").

In my opinion, the better suggestions are those that use wordplay that works in multiple languages. A few that fit the bill, more are less, include:

• BiciPest
• VeloPest
• BiCity
• BikeBud (this one could be understood as "Bike Budapest" or "Bike Friend")
• FreeCikli

Anyway, the invitation is still open. If you want to give your two cents, send it by email to adjnevet@parking.hu.

New Details on Budapest Bike Sharing

Plans for Budapest's planned bike-sharing scheme are getting more and more specific in the lead-up to next summer's launch. City Hall recently sent off a detailed proposal of the scheme to the European Commission as the next step in its bid for a subsidy. Here's how the scheme is shaping up:

The new system will include 1,000-1,100 bicycles and cover the most densely built-up central part of the city, roughtly bordered by the Nagykorut and flat parts of Buda near the river. The service area will encompass about seven square kilometers, with 60 docking stations in Pest and 13 in Buda. Stations will be dispersed about every 300-400m, a density in line with global best practice.

The cost of the system has been more precisely estimated now: HUF 1.32 billion (EUR 5 million). Based on City Assembly decision on March 31, the system will be installed and managed by the city-owned company Parking Ltd., whose main responsibility is enforcing Budapest parking policy.

Each docking station will have on average 22 bikes and will be installed on road space now used for car parking or on sidewalks. Bicycles will be rented on a self-service basis with bank cards, credit cards, chip cards or mobile telephones. The system will run 24 hours a day, the first 30 minutes will be free-of-charge, and then there will be incremental charging. Testing will begin in June 2011.

A recent article on the system from the Hungarian News Agency is here.

Bike Sharing: a Boon or Bust?

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Over the last year or two, there has been a lot of hubbub about bike sharing due mainly to the massive system launched in 2007 in Paris, Velib. Now bike sharing is sweeping across Central and Eastern Europe, with systems already launched in Krakow, Bucharest, Ploieste (Romania) and Prague and plans or studies underway in Warsaw, Wroclaw and right here in Budapest.

I guess you have to be suspicious of anything that gets fashionable, as fashions fade. Bike sharing has always been a difficult proposition due to theft and vandalism, and although smart-card technology has mediated the problem, it's not a cure-all, as experience in Paris demonstrates.

In this region, as I argued in a recent article, we might be jumping into bike-sharing prematurely. In some cities, there's a basic need for safe places to ride, and if that isn't sorted out first, bike sharing could be a non-starter.

During a December visit to Bucharest, I learned that this is a concern for the Cicloteque sytem launched just last summer. With just 50 km of paths and an otherwise hostile environment for cyclists, Bucharest saw little use of the system during its first few months. Interest at the university-based service picked up somewhat when students returned to class in the fall, but it fell off drastically as soon as the weather turned cold. Cicloteque's been shuttered for winter as organisers seek a replacement for the original corporate sponsor, Unicredit Bank.

I won't say that bike sharing can never serve as a starting point, though. In Barcelona, for instance, the huge Bicing scheme launched in 2007 seems to have singlehandedly created a lively urban cycling culture where one hadn't existed.

I believe Budapest is a rare city in this region that is actually ripe for it (and any other cycling promotion measures). By now, there are scores of examples to examine around the world (see map), and Budapest will have to take care to find the most successful approaches in comparable contexts.