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A FEASIBILITY STUDY OF THE PUBLIC
BICYCLE SHARING SYSTEM IN ATHWA

ZONE OF THE SURAT
A Dissertation submitted to
Shri Gijubhai Chhaganbhai Patel Institute of Architecture,
Interior Design and Fine Arts,
Veer Narmad South Gujarat University, Surat
for partial completion of
Master of Urban and Regional Planning
by
(HALA AKSHAYKUMAR HEMATBHAI)

(Reg.no. R19120030020310009)
Under the supervision of
(PROF. (DR.) ADITYA CONTRACTOR)
MAY-JUNE 2021
©AKSHAYKUMAR HALA
[i]
DECLARATION
I declare that the dissertation entitled A FEASIBILITY STUDY OF THE

PUBLIC BICYCLE SHARING SYSTEM IN ATHWA ZONE OF THE SURAT
submitted by me for the partial completion of Master of Urban and Regional Planning
is the record of research work carried out by me during the period from December 2020
to June 2021 under the supervision Prof. Dr. Aditya N. Contractor and this has not
formed the basis for the award of any degree, diploma, associateship, fellowship, titles
in this and any other university or other institute of higher learning.
I further declare that the material obtained from other sources has been duly
acknowledged in the thesis. I shall be solely responsible for any plagiarism or other
irregularities, if noticed in the thesis.
Signature of the Research Scholar:
Date:
Name of the Research Scholar: Mr. Akshaykumar Hematbhai Hala
Place: Surat, Gujarat, India
[ii]
CERTIFICATE
I certify that the work incorporated in the dissertation A FEASIBILITY STUDY OF

THE PUBLIC BICYCLE SHARING SYSTEM IN ATHWA ZONE OF THE
SURAT submitted by Mr. Akshaykumar Hematbhai Hala was carried out by the
candidate under my supervision. To the best of my knowledge:
(i) The candidate has not submitted the same research work to any other institute for
any degree/diploma, associateship, fellowship, or other similar titles
(ii) The thesis submitted is a record of original research work done by the Research
Scholar during the period of study under my supervision, and
(iii) The thesis represents independent research work on the part of the student
Signature of the Supervisor:
Date:
Name of the Supervisor: Prof. (Dr.) Aditya N. Contractor
Place: Surat, Gujarat, India.
[iii]
ABSTRACT
Considering the problems of traffic congestion, energy dependency and air pollution
depending on excessive use of private car, various transportation alternatives to ensure
sustainable urban transportation have come into question. Public Bicycle-sharing
systems, which introduce a number of Bicycle stations in urban areas to encourage
citizens to take a Bicycle from one station and then leave it at any other one, further
promotes the usage of Bicycles for urban transport purposes. The system has numerous
examples today in Europe, Asia, and North and South America. It has recently been
launched in some Turkish cities too, while many other cities are planning to introduce
this system.
Initial planning of the public bicycle sharing has been defined using a combination of
geo-referenced spatial analysis, territorial analysis, and multi-criteria evaluation. Five
different criteria were taken into account such as Cycle path infrastructure, Population,
employment density, Traffic generating nodes and Slope. Using this multi-criteria
approach, suitability layer was built and the service area of the system was proposed
accordingly.
A growing number of cities are implementing bicycle-sharing programs to increase

bicycle use. One of the key factors for the success of such programs is the location of
bicycle stations in relation to potential demand (population, activities, and public
transport stations). This study proposes a GIS-based method to locate stations using
location-allocation models to maximizing coverage.
Keywords: Pollution, Urban transport, Bicycle-sharing, GIS based method, Location-

allocation
[iv]
ACKNOWLEDGEMENT
Firstly, I would thank my almighty GOD for giving his blessings which
were always encouraging me during my tough time
This research has been one of the most influential events in my planning
education and profession, and I realize that this effort has contributed
towards my refinement and over all development.
I wish my deepest gratitude and sincere appreciation to my Guide of the
PG Dissertation , Prof. Dr. ADITYA N. CONTRACTOR for his constant
guidance, dedication, and encouragement throughout the course of the
study. His systematic guidance, moral support, constant persuasion,
motivation and encouragement helped me at all stages to complete this
dissertation work and also, in spite of his active schedule with many other
essential responsibilities, he has managed to find time to discuss and guide
me in shape out the present work.
I could not have done all of this without the support of many people. I
would like to use this opportunity to express my appreciation for their help
and encouragement.
I would like to thank the P.G. Co-ordinator of the Urban and Regional
planning Programme Prof. Ar. Anand Kapadia and Principal Prof. Dr.
Rajesh Mehta.
I am highly grateful to Mr. Dhaval Patel and Mr. Abhishek Vyas for his
enormous help for providing safely solution to take survey response in
COVID-19 global pandemic situation and with the realization of the
graphics and layout and supported me during all the implementation of
this work.
My thanks are also to all those citizens who gave me time and immediately
responded to questionnaire during survey.
[v]
I would also like to thank, Er. E.H. Pathan, Executive Engineer (Solid
waste management) SMC, Er. Maulik Rao, Deputy Engineer SMC, Er.
Jwalant Nayak, Senior Environmental Engineer (Solid waste
management) SMC, Er. Abhishek Head Junior Environmental Engineer
(Solid waste management) SMC, Er. Mustafa K Sonasath Head of BRTS
cell, Surat and Er. Mehul Patel, Junior Engineer, BRTS Cell, SMC and
Er. Nikunj Shah, Junior Town Planner SUDA for always supporting me
and providing me with necessary information and data collection during
my entire dissertation thesis work.
I would also thank all my classmates and friends Jainesh Bavadiya,
Shivani Limbachiya, Aakruti Patel, Bhisham Contractor, Nikunj Rathod,
Pritesh Sheta, Milan Vaghasiya, Dhaval Modi and Vishal Agrawal for
their direct and indirect help in preparing dissertation work.
I express my warm feelings towards my parents (Hematbhai Hala and
Gauriben Hala), my sisters (Jayshree Rangani and Dhara Hala) who have
always encouraged and motivated me during my entire study period with
constant encouragement, support and love.
Also dedicated to whom who believes in Bicycles.
Hereby I announce that,
I AM SOLELY RESPONSIBLE FOR

ANY ERROR COMMITTED IN THIS THESIS.
(Hala Akshaykumar Hematbhai)
[vi]
LIST OF ABBREVIATIONS
SMC Surat Municipal Corporation
SUDA Surat Urban Development Authority
GIS Geographical Information System
BRTS Bus Rapid Transit System
GPS Global Positioning System
PBSS Public Bicycle Sharing System
PBS Public Bicycle Sharing
ULB Urban Local Body
NUTP National Urban Transportation Policy
UT Urban Transport
URDPFI Urban and Regional Development Plans Formulation and
Implementation
CDP City Development Plan
MoHUA Ministry of Housing and Urban Affairs
NMT Non-Motorized Transport
ITS Intelligent Transport System
GHG Greenhouse Gases
CPCB Central Pollution Control Board
2W 2 Wheelers
3W 3 Wheelers
BRTS Bus Rapid Transit System
DPR Detailed Project Report
HH House Hold
MoUD Ministry of Urban Development
[vii]
LIST OF FIGURES
Figure 2.1 World bike sharing programs .................................................................... 4
Figure 2.2 Bicycle sharing program in India .............................................................. 8
Figure 3.1 Distribution of Konya Bike-sharing Stations Including Existing bike route
................................................................................................................................ 10
Figure 3.2 Urban Movements in Konya ................................................................... 12
Figure 3.3 The Area of Bike-sharing in Kayseri Including Different Transport Modes
and General Urban Layout ....................................................................................... 14
Figure 3.4 Distribution of Kayseri Bike-sharing Stations Including Existing Bike
Routes and Connections with Tram Line ................................................................. 15
Figure 3.5 Urban Movements in Kayseri city center with Bike-sharing .................... 16
Figure 3.6 The Area of Bike-sharing in İstanbul on Kadıköy-Kartal Coastal corridor18
Figure 3.7 Distribution of İstanbul Bike-sharing Stations Including Existing Bike
Routes ..................................................................................................................... 20
Figure 3.8 The quality of the bicycles is not uniform at all stations .......................... 23
Figure 3.9 Coverage area vs number of cycle ........................................................... 27
Figure 3.10 Station location criteria ......................................................................... 28
Figure 3.11 Station location criteria ......................................................................... 29
Figure 4.1 Flow chart of methodology ..................................................................... 31
Figure 5.1 Location of Surat City ............................................................................. 35
Figure 6.1 Under over bridge locations .................................................................... 71
Figure 6.2 On footpath locations .............................................................................. 72
Figure 6.3 On street location .................................................................................... 72
Figure 6.4 On vehicle portable station...................................................................... 73
[viii]
LIST OF TABLES
Table 2.1 Bicycle sharing program in India................................................................ 8
Table 3.1 Inferences of case studies ......................................................................... 22
Table 5.1 Demographic Profile of Surat City ........................................................... 36
Table 5.2 Demographic Data 1 ................................................................................ 42
Table 5.3 demographic data 2 .................................................................................. 43
Table 5.4 Reclassification of data ............................................................................ 59
Table 5.5 Analytical pairwise matrix ....................................................................... 65
Table 5.6 Weights of layers of different parameters ................................................. 65
Table 6.1 Demand estimates for bicycles ................................................................. 73
Table 6.2 Proposed Station size ............................................................................... 74
Table 6.3 Phase-1 estimated cost ............................................................................. 74
[ix]
LIST OF MAP
Map 5.1 Athwa zone Surat (ward wise map) ............................................................ 40
Map 5.2 Population density map .............................................................................. 46
Map 5.3 Employment density map........................................................................... 46
Map 5.4 Graphical representation proposed metro route and stations ....................... 47
Map 5.5 Graphical representation of parks in GIS in south west zone ...................... 47
Map 5.6 Graphical representation of schools in south west zone .............................. 48
Map 5.7 Graphical representation through GIS contour map and elevation map ....... 48
Map 5.8 Graphical representation accessible area with public transport ................... 49
Map 5.9 Graphical representation of trip generation and attracting nodes ................. 50
Map 5.10 heat map through intensity of nodes ......................................................... 51
Map 5.11 Road network........................................................................................... 58
Map 5.12 Land use Map .......................................................................................... 59
Map 5.13 Reclassification map of population density .............................................. 60
Map 5.14 Reclassification map of employment density ............................................ 61
Map 5.15 Reclassification map of nodes .................................................................. 62
Map 5.16 Reclassification map of slope ................................................................... 63
Map 5.17 Reclassification map of bicycle lane infrastructure ................................... 64
Map 5.18 Weightage overlay map for site suitability of PBS location ...................... 66
Map 6.1 Phase-1 identified PBS locations................................................................ 67
Map 6.4 After all Phase identified PBS locations ..................................................... 70
[x]
LIST OF GRAPH
Graph 2.1 Percentage of trips in country globally....................................................... 5
Graph 3.1 Decision Making methods ....................................................................... 25
Graph 5.1 Temperature data..................................................................................... 41
Graph 5.2 Average Trips at bicycle station .............................................................. 44
Graph 5.3 Population Growth Rate .......................................................................... 44
Graph 5.4 Male-Female responders ration................................................................ 51
Graph 5.5 Household size analysis ........................................................................... 52
Graph 5.6 Work purpose vehicle use share .............................................................. 52
Graph 5.7 Education purpose vehicle use share ........................................................ 53
Graph 5.8 Other purpose vehicle use share .............................................................. 53
Graph 5.9 Work purpose trip length ......................................................................... 54
Graph 5.10 Education purpose trip length ................................................................ 54
Graph 5.11 Other purpose trip length ....................................................................... 55
Graph 5.12 Willingness to travel on bicycle ............................................................. 55
Graph 5.13 Bicycle use preference ........................................................................... 56
Graph 5.14 PBS station distance preference ............................................................. 56
Graph 5.15 Willing to shift for PBS ......................................................................... 57
Graph 5.16 AHP Hierarchy...................................................................................... 64
Graph 6.1 Station density comparison ...................................................................... 70
[xi]
LIST OF APPENDIX
APPENDIX 1 Survey questionnaire ........................................................................ 80
[xii]
CONTENTS
DECLARATION....................................................................................................... ii
CERTIFICATE ........................................................................................................ iii
ABSTRACT ............................................................................................................. iv
ACKNOWLEDGEMENT ......................................................................................... v
LIST OF ABBREVIATIONS .................................................................................. vii
LIST OF FIGURES ................................................................................................ viii
LIST OF TABLES ................................................................................................... ix
LIST OF MAP........................................................................................................... x
LIST OF GRAPH ..................................................................................................... xi
LIST OF APPENDIX .............................................................................................. xii
Chapter 1 Background .......................................................................................... 1
1.1 Statement of problem................................................................................... 1
1.2 Aim ............................................................................................................. 1
1.3 Objectives ................................................................................................... 1
1.4 Limitations .................................................................................................. 1
1.5 Expected Outcome ...................................................................................... 2
1.6 Scope of the Study ....................................................................................... 2
Chapter 2 Theoretical Framework......................................................................... 3
2.1 Brief about bicycle sharing .......................................................................... 3
2.2 PBS global scenario..................................................................................... 4
2.3 Status of NMT in India ................................................................................ 5
2.4 Benefits of Bike Sharing Programs .............................................................. 9
Chapter 3 Case studies and literature review ....................................................... 10
3.1 Case studies ............................................................................................... 10
3.1.1 Konya................................................................................................. 10
3.1.2 Kayseri ............................................................................................... 13
[xiii]
3.1.3 İstanbul .............................................................................................. 17
3.1.4 Inferences ........................................................................................... 21
3.1.5 Public Bicycles in India: Case Studies from Delhi and Mumbai .......... 22
3.2 Literature review ....................................................................................... 24
3.2.1 Decision making methods................................................................... 24
3.2.2 Multicriteria analysis – Analytical Hierarchy Process (AHP) .............. 25
3.3 Guidelines ................................................................................................. 27
Chapter 4 Research methodology ....................................................................... 31
4.1 Identification of the area ............................................................................ 32
4.2 Case study & literature review ................................................................... 32
4.3 Primary survey .......................................................................................... 32
4.3.1 Methods of Survey Collection ............................................................ 32
4.3.2 Taro Yamene Formula ........................................................................ 33
4.4 Secondary data collection .......................................................................... 33
4.5 Data Analysis ............................................................................................ 34
4.6 Proposal .................................................................................................... 34
Chapter 5 Demonstration site.............................................................................. 35
5.1 City Location and Connectivity ................................................................. 35
5.2 Demographic Profile ................................................................................. 36
5.3 Topography ............................................................................................... 37
5.4 Geology and soil condition ........................................................................ 37
5.5 Ground water table .................................................................................... 37
5.6 Climate ...................................................................................................... 37
5.7 Urban Economy......................................................................................... 38
5.7.1 Present Industrial base ........................................................................ 38
5.7.2 Textiles, Diamonds, Heavy Engineering ............................................. 38
5.8 Expected growth........................................................................................ 39
[xiv]
5.9 Data collection and analysis....................................................................... 42
5.9.1 Demographic profile of study area ...................................................... 42
5.9.2 Secondary Data analysis ..................................................................... 44
5.9.3 Data collection sources ....................................................................... 45
5.9.4 Primary survey data analysis .............................................................. 51
5.9.5 AHP Hierarchy ................................................................................... 64
Chapter 6 Proposal ............................................................................................. 67
6.1 Proposal for phase-1 .................................................................................. 67
6.4 After 3 phase scenario ............................................................................... 70
6.5 Proposal for Placement of Station .............................................................. 71
6.6 Demand estimates...................................................................................... 73
6.7 Cost analysis for PBS system..................................................................... 74
6.8 Limitations ................................................................................................ 76
Chapter 7 Conclusion ......................................................................................... 77
Chapter 8 References .......................................................................................... 78
[xv]
A FEASIBILITY STUDY OF THE PUBLIC BICYCLE SHARING SYSTEM IN ATHWA Batch-
ZONE OF THE SURAT 2019-21
Chapter 1 Background
Since the time when Public Bicycle Sharing System (PBSS) started in Amsterdam,
Netherlands, in 1965, the public Bicycle sharing system has been popular as an alternative
fastest green transportation mode in the family of sustainable transportation systems.
Initially, in 1965 the system is introduced in Amsterdam which is known as the first
generation PBSS is now expanded to a latest fourth-generation system which has a fully
automated dock system, real-time big data, and many more features. Within last five
decades, PBSS got a significant success and take their own space in an urban environment
in world's cities as an only option as a sustainable mode of transport. Up to the Year 2008,
PBSS has very limited spread only a few European cities then it exponentially adopted in
last one decade in worlds’ five continents (Asia, Europe, South America, North America,
and Australia).
1.1 Statement of problem

Presently the non-motorized vehicle mainly public bicycle connectivity with public transit
and major attributes of city is very poor in the Surat city. Also, motorized transport mode
tend to contributes greenhouse gases in the air which ultimately not desirable for any city
and hence, public bicycle sharing system is one of the few way to implement good
connective transport mode.
1.2 Aim
To explore bicycle as a sustainable, smart and non-air-pollutive public transport.
1.3 Objectives
• To study the significance of Public Bicycle Sharing System.
• To analyze the bicycle sharing system for public transport and includes on-road
facilities and also traffic generating nodes in South-West Zone of Surat city.
• To identify a potential location for bicycle stations.
1.4 Limitations
• Some of the data which are needs to be collected physically from the site as primary data
but due to present global pandemic situation such data is generated from secondary
sources.
Akshaykumar Hala - (R19120030020310009) Page | 1

• This study has not included ground level feasibility and hence the scrutiny required to
implement PBSS.
1.5 Expected Outcome

• This study will help to identify probable location for PBSS station locations
• It will also help to improve connectivity and accessibility to public transport system.
1.6 Scope of the Study

• This study will investigate mobility branch from with the inclination in the wing of the
bicycle as a source of public sharing asset thereby that give good sustainable
transportation in an aspect of identifying potential location for bicycle station.
• Second proposal will give the strategy to implementation and monitoring this system.

Chapter 2 Theoretical Framework

2.1 Brief about bicycle sharing
Cycle sharing is an adaptable type of individual public vehicle. Cycles are put away in a
firmly separated organization of stations. With a shrewd card or other type of distinguishing
proof, a client can look at a cycle from a station, use it for a short ride, and return it to some
other station. Cycle sharing stations are frequently positioned close to open vehicle
frameworks to give last-mile network.
Today there are cycle sharing frameworks in more than 200 urban areas all throughout the
planet, and more projects start each year. The absolute biggest cycle sharing frameworks are
in Chinese urban areas like Hangzhou and Shanghai. Washington, D.C., USA; Paris, France;
and London, U.K., have massively fruitful frameworks that have helped re-stimulate cycling
in those urban communities, giving an ideal vehicle answer for short outings and a feeder to
other public vehicle choices. Cycle sharing is a nonpolluting and solid method of transport.
Current cycle sharing frameworks can follow the character of the client as a method of
forestalling burglary of cycles. All clients are needed to outfit personality confirmation,
either at the hour of enrollment or when pursuing brief memberships. At the point when the
client looks at a cycle, the distinguish of the cycle is recorded alongside that of the client.
The client's record is cleared when the framework identifies that the cycle has been returned.
The highlights of PBS as it works today incorporates:
a. Thick organization of cycle stations

b. Hand crafted cycles which are intended for hefty use, mechanical dependability,
toughness and strength
c. Extraordinary plan for the cycle which will debilitate robbery and help in brand
building
d. Shrewd Card Access to the framework for the client
e. Completely computerized self-administration terminals at stations.
f. A completely computerized bolting framework at stations that permits clients to
look at cycles in or utilizing savvy cards, without the requirement for staffing at the
station
g. Radio recurrence ID gadgets (RFIDs) to follow where a cycle is gotten, where it is
returned, and the character of the client
h. Constant checking of station inhabitance rates to assist with reallocation of cycles
i. Constant client data gave through different stages, including the web, cell phones,
or potentially on location terminals.
j. Promoting space on cycles and at stations (gives income age alternatives to
framework administrator or city)
k. Estimating structures that boost short outings, assisting with amplifying the
quantity of excursions per cycle each day.
2.2 PBS global scenario
As the accompanying diagram, in light of information assembled shows, bicycle sharing has
truly clicked into a higher stuff as of late. Numerous cities are attempting to check clog and
contamination by lessening the quantity of vehicles on downtown streets by improving
trekking framework and carrying out new sharing projects. As of May 2018, in excess of
1,600 bicycle sharing projects were in activity around the world, giving in excess of 18
million bikes for public use. (statica, 2018)
Figure 2.1 World bike sharing programs
While we expect bicycling to turn out to be more inescapable later on, it is a long way from
uncommon even today. There are presently six urban communities on the planet where
bicycling involves in excess of 10%, everything being equal. Valid, the best three are
generally little, yet the following three have a joined populace of 45 million. Include Beijing,
Bangalore, Buenos Aires, and Delhi, and we are taking a gander at a few billion bike trips
every year, despite the fact that bicycling addresses under 10% of excursions in every one
of the last urban areas.
Graph 2.1 Percentage of trips in country globally
Today, Amsterdam has in excess of 400 kilometers of cycle paths and 38% of the versatility
is done in bike. In 2007, a bicycle sharing project was dispatched in Hangzhou, a city of 7
million in southern China. The program has swelled to more than 50,000 bikes across 2,050
bicycle stations, by a long shot the biggest bike sharing framework on the planet and is
intended to grow to 175,000 bikes by 2020. There are around 136 continuous bicycle sharing
Programs in 165 urban communities across the world yet a lot more such frameworks are
needed to assemble more supportable, comprehensive, sound urban communities on the
planet.
2.3 Status of NMT in India
Notwithstanding the apparent expanded utilization of individual vehicles in Indian urban

communities, there is as yet a consider-capable portion of the populace that drives by
strolling and cycling. The greater part of the medium and enormous urban communities in
India have around 56–72 % trips which are short excursions (under 5 km trip length),

offering a gigantic potential for bike use. Bike use shifts from 7–15 % in huge urban
communities to 13–21 % in medium and little urban communities. Bike possession is
exceptionally high in every Indian city. The vast majority of the medium and enormous
urban areas have 35–65 % families possessing at least one bikes according to Census 2001,
though in the more modest urban communities, proprietorship differs between 33–48 %
.Most of this populace has a place with low-pay classifications that either can't stand to
utilize public vehicle or can't discover appropriate public vehicle on the courses that they
need to go on.
Hence, it merits referencing that the need to deliver angles identifying with advancing
bicycling as a significant method of transport in Indian urban areas, not just accepts
significance according to the perspective of expanding the portion of a clean and without
carbon method of transport in the city, yet in addition that numerous individuals rely upon
cycling for their business and any mediations made should remember their necessities and
ease of use.
In 2006, the Government of India in its National Urban Transport Policy (NUTP) laid
immense accentuation on the requirement for expanding the modular portion of non-
mechanized and other spotless and low-vehicle bon methods of transport in urban
communities. Towards this, it plainly expressed that "The Central Government would offer
need to the development of cycle tracks and passerby ways in all urban communities, under
the National Urban Renewal Mission (NURM), to improve security and subsequently
upgrade utilization of non-mechanized modes. Urban communities would likewise be urged
to investigate the chance of a public bike program, where individuals can lease a bike for
use in uncommonly assigned regions"(MoUD, 2006)
In spite of the NUTP, the vehicle , fuel-and street anterooms generally being the most
grounded and profoundly persuasive, keep on overwhelming the metropolitan vehicle
arranging situation, where more vehicles and bikes get added to streets day by day and thusly
more street space moves detracted from cleaner modes.
The majority of the customary city level arranging archives like Master Plans, budgetary
distributions for city foundation, and so on don't join parts that incorporate/advance non-
motorized. Vehicles cordial components, because of which cyclists and people on foot get
totally dismissed in the general interaction of 'city advancement'.

Likewise, despite the fact that the budgetary cost for transport in the regional government
plans has been expanding throughout the long term, the asset allotment towards pedestrian,
bike and NMT improvement is simply under 1 % of the all-out yearly vehicle spending
expense (Jain and Tiwari, 2009). Bikes are as yet seen to be a 'helpless man's movement
mode'. This discernment obstructs the adequacy of projects like bicycle sharing. It is as of
late that a couple of state and regional authorities have begun to perceive and fairly address
this issue. Urban communities like Delhi and Ahmedabad presented committed bike tracks
along their new BRT passageways. How-ever, because of issues like absence of requirement
in keeping the bikes from riding on the tracks or inappropriate track plan and surfacing,
cyclists have not had the option to completely infer the advantages of utilizing them.
One of the key issues is that there isn't sufficient mindfulness raising and battling that is
being done to advance bicycling as an alluring methods for transportation. This hindrance
must be defeated through legitimate activities on piece of regional authorities and other
vested parties. Regardless of being underlined in the National Urban Transport Policy and
arranging records like the Delhi Master Plan, there is not really any emphasis on bike
arranging, its interest assessment and comprehensive speculation among strategy creators at
neighborhood levels. There are no objectives set or specialists made to run after expanding
the portions of bike trips in urban areas. In the first place, there is a requirement for
instruments, models and manuals to gauge and plan for the bike interest, which experts can
utilize effectively for arranging, planning and pushing the bike framework development
(Jain and Tiwari, 2009). When great and safe framework is set up, individuals will find out
about utilizing bikes all the more routinely.
To advance the utilization of bicycling for all classes of clients and not simply the
metropolitan poor (who can't manage the cost of different modes) over the long haul, it is
fundamental for the drivers to perceive the advantages of bicycling and recognize it as a
decent and protected method of movement. This is the place where the idea of bike sharing
or public bicycling will be instrumental as it will give a stage and change to advancing bike
use for making brief distance and feeder trips, as a beginning stage.
More subtleties on the difficulties of bike utilization and encounters from public bike plans
in India have been talked about in the resulting segments.

Figure 2.2 Bicycle sharing program in India
Table 2.1 Bicycle sharing program in India
Sr no. City State Fleet size docking station

1 Mysore Karnataka 450 52
Madhya
2 Bhopal 500 50
Pradesh
3 Bangalore Karnataka 45 9
4 Ahmedabad Gujarat 2000 9
5 Gandhinagar Gujarat 1430 104
6 Chennai Tamilnadu 3000 200

2.4 Benefits of Bicycle Sharing Programs
As expressed before, bicycle sharing is an endeavor by the city to advance cycling and hence
the advantages from bicycle sharing and cycling overall will undoubtedly cover. Despite the
fact that the advantages from bicycle sharing may not be just about as extensive as an overall
city-wide cycling advancement program, they are legitimate for the particular zones that get
influenced by the bicycle sharing plan.
• Most importantly, bicycle sharing projects are in accordance with advancing a perfect and
low carbon transportation framework in a metropolitan setting, which infers clean air and a
sound way of life and furthermore a potential modular move in urban communities;
• Bike sharing frameworks for the most part are savvier and more adaptable than the regular
ventures made in metropolitan vehicle like structure more streets, flyovers and parking
garages, along these lines giving more street space to vehicles;
• The execution and operational expenses are a lot of lower contrasted with other mechanized
feeder frameworks like transport administrations, and so forth and simultaneously the
bicycle sharing idea can add to expanded utilization of public vehicle by going about as
successful feeders;
• A bicycle sharing project urges individuals to utilize low carbon mode for short excursions
that are other-wise made by a vehicle or by a bike, particularly in creating urban
communities;
• Improved individual wellbeing, decreased gridlock, fuel use, air and commotion
contamination, and safeguarding of the city space are obviously different advantages.

Chapter 3 Case studies and literature review
3.1 Case studies

3.1.1 Konya
Konya bike sharing case uncovered that 40 stations of the framework were appropriated to
various pieces of metropolitan zone by utilizing experimentation strategy. This technique in
arranging of bike sharing implies that site determination of stations is made by one approved
individual or a gathering of individuals, later unused stations are moved to the spots that
they can serve more to individuals as a metropolitan vehicle objective. It very well may be
found in that bike stations were for the most part conveyed around significant metropolitan
community, and they are additionally redirected towards every bearing from focus.
Figure 3.1 Distribution of Konya Bike-sharing Stations Including Existing bike route

In Konya, the chief in Metropolitan Municipality Department of Urban Development,

Koyuncu (2013), who is additionally the mindful individual of Konya 'Shrewd Bicycle'
framework, has chosen the conveyance of areas of stations, and communicates this
interaction as (ERÇETİN, 2014):
The stations were should have been appropriated equitably in the city. Public structures,
colleges, residences, transport terminal, regions around emergency clinics and existing bike
path courses were kept in thought for the stations; moreover, it was viewed as imperative to
situate whatever number stations as could be expected under the circumstances to where
visual point of city observation cameras cover the stations of bike partaking regarding
security. Experimentation strategy was powerful in site determination of stations in this city.
A portion of the stations were not utilized, and were moved to better places as far as usage.
Furthermore, political reasons were likewise compelling in site choice. In Karatay region of
Konya, it tends to be handily assessed that bikes could be abused, though we set up stations
there not to confront any response from region and nearby individuals.
In rundown, bike stations of 'Keen Bicycle' framework were appropriated in agreement with
some area standards which are:
- Routes of existing bike paths
- Attraction focuses
- Transport hubs
- The spots encouraging developments towards focus or inverse course
As recently found, a portion of the stations were situated on bike path courses in Konya. The
help of bike paths to bike sharing surely expands the proficiency of .the quantity of
employments as seen in particularly European instances of bike sharing. In Konya, bike
paths exist on leave streets of Istanbul, Ankara, Karaman, Isparta and Antalya, on fringe
freeway of the city, and on certain pieces of western side streets of the city. Hence, those
paths help clients of bike sharing for their movement around or towards the city. An
illustration of bike path and bike sharing joining is appeared. Another significant
accentuation for site choice are not many milestone areas which are college, principle
downtown area, business exercises, Mevlana Museum, district, modern zone, Meram
sporting facility, and clinic. For example, there is one station at the passageway of Konya
Selçuk University, two stations in Organized Industrial Zone, and one station close to the
shopping center which is close to the bus stop. This sort of a connection between bike sharing
stations and those fascination focuses fills in as a positive effect for the utilization of the

framework as a metropolitan vehicle mode, which builds administration region of the

framework and openness of various land utilizes inside the city. Bus stop and customary rail
station of Konya are likewise objections of significant vehicle modes. Toward the start of
inception interaction of 'Shrewd Bike', one bike sharing station was situated for every one
of these vehicle methods of the city. Today, transport terminal bike station is as yet chipping
away at Northern metropolitan advancement hall. This vehicle hub likewise incorporates a
cable car station; consequently, these three stations comprise huge multi modular qualities
whose segments are transport terminal, cable car station and bike sharing station. In any
case, as found, bike station before regular rail station – appeared with dim tone was executed
toward the start, however it has been eliminated after some time. Additionally, notice that
cable car and other public vehicle stations assume the part of being metropolitan vehicle hub
inside the city; nonetheless, restricted exertion was made to utilize those hubs along with
bike sharing stations in Konya metropolitan focus.
Figure 3.2 Urban Movements in Konya

The last examination for site choice of bike stations is about availability inside the city.
There. are a few critical movement places in Konya which were contemplated while
determination, these are basically local locations, Organized Industrial Zone, college,
downtown area and Meram sporting facility. For the most part, it is evident from the areas
of bike stations in the city that college understudies use bikes between downtown area, their
homes and their grounds; a few clients utilize the framework between downtown area and
their homes; industry representatives use between their homes and their work place; lastly
individuals in some cases like to play out their development from their home to Meram
sporting facilities with bikes haring. As found, the principle movement focuses of Konya
metropolitan focus are in relationship with one another due to 'Shrewd Bike' Public bike
sharing framework. (Montreal, 2013)
3.1.2 Kayseri
In Kayseri, site determination of an all-out number of 25 bike stations was done through an
experimentation technique as in Konya. A portion of the unused stations were moved to
better puts on which bike use recurrence had been assessed as most elevated. In any case,
the motivation behind why the technique is called as not complete however incomplete
experimentation is that strategy producers had a dream for acquiring most extreme profit by
bike partaking regarding public vehicle. Kayseri bike sharing shows a significant illustration
of key visionary intuition for bike stations. An attainability study was completed before site
choice for bike stations in Kayseri. Bike stations were not circulated to the entire city; they
were centered around essentially the downtown area and the college. A cable car line exists
serving the city along east-west heading in metropolitan region. Public bike sharing
framework was established as a metropolitan vehicle instrument which was wanted to
broaden the assistance territory of cable car line by making north-south augmentations. As
per the exploration did by Demirdirek and Gündoğdu, 'Kaybis' Kayseri Bicycle System was
set up to serve to the metropolitan transportation organization. It was arranged by
considering the objectives in organization transport all-inclusive strategy to take care of
principle public vehicle line. Traveler fascination focuses in the city was mulled over in site
determination of stations, and the fundamental point of this framework is empowering short
and center distance outings to be satisfied through bike inside the city. In 'Kaybis' Public
bike sharing framework, the underlying point was making an organization along with public
vehicle choices which are cable car line and bike sharing as opposed to utilizing these two

frameworks not the same as one another. As expected, following nine months of foundation
of framework, the stations of Erciyes University were situated in its grounds region, and
those were the stations which had been eliminated from Industrial Zone of Kayseri. Th,
makes reference to this cycle as follows:
Figure 3.3 The Area of Bike-sharing in Kayseri Including Different Transport Modes and General
Urban Layout
It is unimaginable to expect to incorporate metropolitan rail arrangement of Kayseri with

the inward pieces of the city; it can just follow a course on a significant single line.
Consequently, what we ought to do was conveying travelers from downtown to rail line
which was the underlying point of foundation of bike sharing. Be that as it may, after at
some point, this point advanced – after the game plan of university stations. As of now, the
stations in college have become the most often utilized ones inside the framework;
moreover, along with the college impact on bike sharing, an unexpected change happened
in the information of client ages gathering. A huge extent of young people and a critical
expansion in the quantity of female clients were noticed. At first, we had put two stations to
Organized Industrial Zone (OIZ), yet the distance between that mechanical territory and
downtown area is nibbled more, and we just have 25 bike stations. There was zero chance
to put any station on that sort of a distance. In the event that we spread this framework

towards few pieces of the city, we should uphold the distance with adding more stations.
Subsequently, since we were unable to give bike station administration between Organized
Industrial Zone and downtown area, 'Kaybis' stations in OİZ didn't work and was taken out
later. It very well may be seen that all the stations were arranged in fundamental metropolitan
focal region and the college. Because of the examination of Kayseri 'Kaybis' Public bike
sharing framework, notice that few measures can be considered for site choice of bike
stations. These are; - Carrying travelers to cable car stations from various pieces of the city
- Attraction focuses (college, downtown area, Organized Industrial Zone) - Bicycle path
incorporation the chief point of 'Kaybis' was to help the effectiveness of cable car line in the
city. Bike stations in northern and southern piece of cable car line assume the part of moving
individuals to critical objections. A particularly incorporated public vehicle network permits
the developments along both north-south and east-west headings. the connection between
bike station and cable car station explicitly. Reconciliation of bike sharing to public vehicle
is a formerly arranged methodology before the usage of the framework, and today it very
well may be thought as a fruitful model for different activities in Turkey. As indicated by
Demirdirek and Gündoğdu (2011),
Figure 3.4 Distribution of Kayseri Bike-sharing Stations Including Existing Bike Routes and
Connections with Tram Line

when the most much of the time utilized stations were thought of, it very well may be seen
that 'Kaybis' framework achieved its main goal of interfacing rail framework to inward
metropolitan territories of the city effectively. The traveler stream from Inönü bike station,
which is situated on internal piece of neighborhoods, to Hunat bike station, which is likewise
coordinated with a cable car station, makes those stations most much of the time utilized
ones. Also, a survey did for 'Kaybis' states that 60% of bike sharing clients in Kayseri utilize
this framework to arrive at rail framework stations. Milestones additionally appeared to be
huge for site determination of bike stations. The vast majority of the stations were situated
at focal piece of metropolitan zone of Kayseri, which are on Sivas Road - particularly
coordinated with cable car station, green territories and effectively open focuses on northern
and southern pieces of the cable car line. Furthermore, college and Organized Industrial
Zone joining of bike sharing stations were different issues that arrangement producers had
focused. 'Kaybis' arrangement of Kayseri was set up on July 2009, toward the starting it was
imagined that Organized Industrial Zone of Kayseri had been a critical working region and
this western piece of the city ought to have been associated with principle downtown area
and neighborhoods. It was anticipated that 'Kaybis' bike sharing framework would have the
option to convey individuals from downtown area to the principle modern working region
of the city; hence, two bike stations were kept there.
Figure 3.5 Urban Movements in Kayseri city center with Bike-sharing

Be that as it may, around 15 km distance exists between focal bike stations and the ones in
Organized Industrial Zone. In this way, those stations couldn't be utilized true to form before
the foundation, and they didn't work. This brought about the evacuation and moving them
to Kayseri Erciyes University. The primary expect to depots to college was conveying
understudies starting with one spot then onto the next inside the college and the downtown
area. The last models for site choice of bike sharing stations can be finished up as the
exertion of bike path coordination. As recently referenced in, each bike sharing station
situated in downtown area exists additionally on a bike path, since bike paths were arranged
by the areas and administration region of 'Kaybis' stations. Along with this arrangement, it
was meant to coordinate bike stations through bike paths to help a protected bike sharing
vehicle. In Kayseri, this 'Kaybis' framework will be changed totally before long including
the entirety of the bikes and bike stations regarding both the area of station, station
configuration, number of station, working system and bike plan. As such, a nearby
framework is going to be developed, and its parts will made by utilizing just homegrown
assets. Thus, the quantity of stations will be expanded, and new areas for new stations will
be allotted to new places. As per the assertions of the Electrical and Electronics Engineer of
firm, bike station site determination for the recently developed Kayseri Public bike sharing
framework will be made considering two significant standards which are:
• Tram line and bike station relationship: the areas of bike stations should serve cyclist
moving towards cable car stations (existing cable car line and augmentation ventures
will be thought of)
• Demands coming from individuals: recently assembled stations ought to be situated
close to the territories from which not many bike station requests were gotten
(colleges, public organizations, residences, public spaces and so forth) (ERÇETİN,
2014)
3.1.3 İstanbul
Istanbul is the most crowded city in Turkey, which brings along undeniable degrees of
portability and significant issues of gridlock. In the most recent decade, bike use has been
supported by strategy creators of the city by making public conveniences like bike paths,
bike parks and Public bike sharing framework. This framework, which is among Kadıköy
and Kartal beach front line for around 19 km, has been being used since May 2013 with 10
stations and 100 bikes. In Istanbul, site determination of bike stations for 'Isbike' framework

was liked to be made on fascination purposes of this waterfront hall; subsequently, this
choice made the framework to be utilized for sporting point. In Figure 27, an overall format
about where the framework is chosen to be developed in Istanbul can be seen along with
general metropolitan macroform and fundamental thruway associations. Kaya (2013), who
is the dependable individual of Bicycle Unit of İSPARK, communicates the site
determination measure as follows: Main parts of this framework are bikes and stations, and
furthermore site choice of those stations is critical for the advancement of the framework in
not-so-distant future. Our underlying standard was putting them on principle tourist spots.
Nonetheless, the vicinity between stations is 1km or 1.2km which is excessively long; really,
it ought to be 500-600 meters least. The conditions around then required a particularly
significant distance for our framework. After the disappointment of the development of a
comparable framework in Istanbul verifiable base on Sultanahmet for vacationers, it was
significant that the stations of this 'Isbike' framework were built on a spot that individuals
could get utilized without any problem. Later on, Kadıköy-Kartal waterfront passage was
chosen, since cycling society on consistent schedule exists for neighborhood individuals,
and there is a formerly built bike path on that hallway. Such sort of a wide bike path doesn't
exist elsewhere in Istanbul. At that point, we searched for places for stations where
individuals come assemble on that waterfront line.
Figure 3.6 The Area of Bike-sharing in İstanbul on Kadıköy-Kartal Coastal corridor
For instance, Dalyan Green Area, which is the second station in Kadıköy, is the finish of
Bağdat Avenue, and this green open region is a spot that individuals often come and make

the most of their time. At that point, one of the further stations is situated close to a major
store in the locale of Maltepe. Nonetheless, again underscore that the distance is somewhat
long between those 10 stations, and the quantity of stations ought to be added. The stations
of Istanbul Public bike sharing framework - Isbike-were dispersed along the waterfront
diversion territory starting from Kadıköy-Caddebostan sea shore with a bike path and
finishing with the ocean transport dock of Kartal. As found in Figure 45, bike stations were
dispersed uniformly regarding the distance between the stations. An arbitrary site choice
demeanor was not applied simultaneously; in actuality, a few measures were applied for
careful purposes of stations which can be construed as: - Existing cycling society on seaside
line the area of the public bike sharing framework in Kadıköy beach front side is a novel
spot in Istanbul where local people have just accepted cycling society in routine life.
Neighborhood individuals have been utilizing beach front sporting facility with their bikes
as both a relaxation time just as game action. As found in Figure 46, there is a sort of a mix
of green territory, bike path, strolling path, and the ocean side. Consequently, the present
circumstance appeared as a possibility to strategy creators of 'İSPARK' for the development
of bike sharing. In other language, individuals living close to this waterfront line were
assessed to will in general utilize those public bikes all the more successfully, and as an
underlying basis, this zone was chosen for foundation of bike stations. At that point, the
most significant on reason for site choice.

Figure 3.7 Distribution of İstanbul Bike-sharing Stations Including Existing Bike Routes
can be characterized for this case as deciding fascination focuses which are, for example,
ocean transport wharfs, sea shores, social and social offices and sporting facility, green
zones. The significance of those fascination focuses on the course of bike sharing is that
individuals much of the time meet up for various purposes. It was imagined that their
fundamental necessities of having a lively action could be met by freely utilized bikes
beginning from those fascination focuses on beach front line.
Figure 30 shows that fascination focuses on Kadıköy-Kartal seaside hall are in relationship
with one another through 10 bike stations. In outline, Konya, Kayseri and Istanbul models
show various standards from one another for site determination. For the most part, Konya
'Brilliant Bike' framework encountered this cycle as putting them on significant attractions
focuses in metropolitan territory basically zeroing in on downtown area zone. In Kayseri,
the areas of 'Kayci's' framework was planned principally to serve cable car organization,
which means conveying travelers from the northern and southern pieces of the city to the
cable car stations linkage. Dissimilar to those two cases, the stations in Istanbul were situated

external the downtown area region and along primary sporting too business fascination
focuses on the sporting waterfront line region among Kadıköy and Kartal locale.
Moreover, bike sharing empowers various types of metropolitan developments in Konya,
Kayseri and Istanbul, which gives surmising about how to disseminate diverse land utilizes
in metropolitan arranging considering travel conduct of cyclists through bike sharing
framework. (ERÇETİN, 2014).
3.1.4 Inferences
In summary, Konya, Kayseri and İstanbul examples show different characteristics from each
other for site selection.
• Generally, Konya ‘Smart Bike’ system experienced this process as putting them on
major attractions points in urban area mainly focusing on city center.
• In Kayseri, the locations of ‘Kaybis’ system was designed mainly to serve tram
network, which means carrying passengers from the northern and southern parts of
the city to the tram stations.
• Unlike to those two cases, the stations in İstanbul were located outside the city center
area and along main recreational as well commercial attraction points on the
recreational coastal line between Kadıköy and Kartal districts.

Table 3.1 Inferences of case studies
PLANNING
KONYA KAYSERİ İSTANBUL
BACKGROUND
• Feasibility
study was
• Trial and error made
method
• Criteria for • Distribution
• Criteria for site site selection: of stations to
selection: coastal
-Carrying
corridor
-Routes of existing passengers to
evenly
Bike station site bicycle lanes tram stations
selection -Attraction points from northern • Criteria for
-Transport nodes and southern site selection:
-The places parts of the city
-Existing cycling
facilitating -Attraction points
culture on coastal
movements towards (university, city
line
center or opposite center, Organized
direction Industrial Zone)
-Bicycle lane
integration
Planning and Both urban
Completely
construction aim transport and Urban transport
recreational
of the system recreational
3.1.5 Public Bicycles in India: Case Studies from Delhi and Mumbai
Despite the perceived increased usage of private vehicles in Indian cities, there is still a
considerable percentage of the population that commute by walking and cycling. Many of
the medium and large cities in India have about 56–72 % trips which are short trips (below
5 km trip length), offering a massive potential for bicycle use. Bicycle use fluctuates from
7–15 % in large cities to 13–21 % in medium and small cities. Bicycle ownership is very
high in all Indian cities. Most of the medium and large cities have 35–65 % households
owning one or more bicycles as per Census 2001, whereas in the smaller cities, ownership
varies between 33–48 %. Most of this population belongs to lower income groups that either
cannot afford to use public transport or cannot find appropriate public transport on the routes
that they want to travel on.
Therefore, it is worth mentioning that the need to address aspects relating to promoting
bicycling as an significant mode of transport in Indian cities, not only assumes importance
from the point of view of increasing the share of a clean and carbon-free mode of transport
in the city, but also that many people depend on cycling for their livelihood and any
interventions made must keep in mind their needs and usability.

In 2006, the Government of India in its National Urban Transport Policy (NUTP) laid huge
emphasis on the need for increasing the modal share of non-motorized and other clean and
low-carbon modes of transport in cities. Towards this, it purely stated that “The Central
Government would give priority to the construction of cycle tracks and pedestrian paths in
all cities, under the National Urban Renewal Mission (NURM), to enhance safety and
thereby enhance use of non-motorized modes. Cities would also be encouraged to explore
the possibility of a public bicycle program, where people can rent a bicycle for use in
specially designated areas”.
Despite the NUTP, the car, fuel and road lobbies traditionally being the strongest and highly
influential, continue to dominate the urban transport planning scenario, where more cars and
two wheelers get added to roads daily and in turn more road space gets taken away from
cleaner modes.
Figure 3.8 The quality of the bicycles is not uniform at all stations
Most of the traditional city level planning documents like Master Plans, budgetary
allocations for city infrastructure, etc. do not incorporate components that include/promote
non-motorized vehicles friendly elements, as a result of which cyclists and pedestrians get
completely neglected in the overall process of ‘city development’. Also, even though the
budgetary outlay for transport in the city government plans has been increasing over the
years, the fund allocation towards pedestrian, bicycle and NMT improvement is merely less

than 1 % of the total annual transport budget outlay. Bicycles are still taken to be a ‘poor
man’s travel mode’. This perception hinders the acceptability of programs like bike sharing.
It is only recently that a few state and city governments have started to recognize and
somewhat address this issue. Cities like Delhi and Ahmedabad introduced dedicated bicycle
tracks along with their new BRT corridors. However, due to issues like lack of enforcement
in preventing the two wheelers from riding on the tracks or improper track design and
surfacing, cyclists have not been able to fully derive the benefits of using them.
One of the key problems is that there is not enough awareness raising and campaigning that
is being done to promote bicycling as an attractive means of transportation. This barrier has
to be overcome through proper initiatives on part of city governments and other interest
groups. Despite being emphasized in the National Urban Transport Policy and planning
documents like the Delhi Master Plan, there is hardly any focus on bicycle planning, its
demand estimation and inclusive thinking amongst policy makers at local levels. There are
no targets set or authorities created to work towards increasing the shares of bicycle trips in
cities. To start with, there is a need for tools, models and manuals to estimate and design for
the bicycle demand, which practitioners can use easily for planning, designing and
advocating the bicycle infrastructure construction. Once good and safe infrastructure is in
place, people will get attracted to the idea of using bicycles more regularly.
In order to promote the use of bicycling for all categories of users and not just the urban
poor (who cannot afford other modes) in the long run, it is important for the motorists to
recognize the benefits of bicycling and acknowledge it as a respectable and safe mode of
travel. This is where the concept of bicycle sharing or public bicycling will be instrumental
as it will provide a platform and transition for promoting bicycle usage for making short
distance and feeder trips, as a starting point.
More details on the challenges of bicycle usage and experiences from public bicycle
schemes in India have been discussed in the subsequent sections.
3.2 Literature review

3.2.1 Decision making methods
There are three main decision-making method such as Traditional, Fuzzy and Multi Criteria
Which also further divided into types like Certainty, Un-certainty, Individual, Group, Multi
objective and multi-attribute. Weight measurement and outranking are the subsidiaries of
multi-attribute. Graph 3.1 Depicts the flowchart for the same.

certainty
Traditional
Un-certainty
Decision making
Individual
Fuzzy
Group
Multi objective
Multi criteria Weight measurement
Multi-attribute
Outranking
Graph 3.1 Decision Making methods
3.2.2 Multicriteria analysis – Analytical Hierarchy Process (AHP)

In order to integrate the results of the criteria into a single global indicator, a multicriteria
analysis was performed using the Analytical Hierarchy Process (AHP). The AHP is a
multicriteria decision-making methodology that represents the problem in a hierarchical
structure, with diverse criteria laying on different importance levels. One of the main
objectives of the AHP is to determine the weight of each one of the criteria. This is done by
doing first a pairwise comparison of each one of the criteria using the importance scale of
Satty, that goes from 1 to 9, with 1 indicating an equal importance between the criteria and
9 indicating that the first criterion A is extremely more important than criterion B. To
indicate that criterion A is extremely less important than criterion B, it is denoted 1/9. In this
work, the AHP was used in order to determine the weights of each criterion and to determine
the global suitability score. The procedure is as follows (Manikrao & Chakraborty, 2010):
1. Build the pairwise comparison matrix using the Satty’s importance scale. In this process,
a criterion compared with itself will have a score of 1. With M criteria, the resulting is a
square matrix (𝐴1), in which the element 𝑎𝑖𝑗 denotes the importance of criteria i with respect
to criteria j.

When
i=j
then
𝑎𝑖𝑗 = 1
In general
𝑎𝑖𝑗 = 1/ 𝑎𝑗𝑖 .
2. Determine the normalized criteria vector 𝑤𝑗 , trough the calculation of the geometric mean
from row i and trough the normalization of the geometric means in the comparison matrix.
1/ M
M 
GM j =  aij 
 j =1 
GM j
wj =
 M
j =1 GM j
3. Calculate matrices A3 and A4:
A2 =  w1 , w2 ,....., wM 
A3 = A1  A2
A4 = A3 / A2
4. Calculate the maximum 𝜆𝑚𝑎𝑥,
𝜆𝑚𝑎𝑥 = Average of A4.
5. Determine the consistency index:
max − n
CI =
n −1
6. Determine the consistency ratio (CR). A CR equal or minor to 0.1 is considered

acceptable:
 CI 
CR =  
 Clr 

Here, Clr is the random consistency value that varies according to the size of the matrix.
(Saaty, 2008)
3.3 Guidelines
The coverage area and system size must be selected jointly to ensure that the system is large
and dense enough to serve a coherent set of origins and destinations. Stations are required
every 300 m to ensure that cycles are available within a convenient walking distance from
any point in the coverage area. Reaching a cycle sharing station should be at least as
convenient as finding an autorickshaw. The identification of the coverage area is best carried
out by qualified planning institutions statistical data analysis. A phased implementation plan
can facilitate for the systematic expansion of a cycle sharing system. Initial phases should
focus on dense, mixed-use areas where there is high potential demand.
Figure 3.9 Coverage area vs number of cycle
Stations should be placed near important origins and destinations, including public transport
hubs, points of interest, libraries, colleges, markets, shopping malls, and at strategic
positions in residential areas. In the absence of a single important building, stations should
be placed near intersections to serve origins and destinations in multiple directions. The
detailed planning and design of the coverage area and station locations should also be done
by the implementing agency with input from private sector consultants. Besides using data
from field surveys to identify possible station locations, the planning team can solicit
recommendations from the community. (Ministry of Urban Development, 2016).

Figure 3.10 Station location criteria

Figure 3.11 Station location criteria
Stations should be placed near important origins and destinations, including public transport
hubs, points of interest, libraries, colleges, markets, shopping malls, and at strategic

positions in residential areas. In the absence of a single important building, stations should
be placed near intersections to serve origins and destinations in multiple directions. The
detailed planning and design of the coverage area and station locations should also be done
by the implementing agency with input from private sector consultants. Besides using data
from field surveys to identify possible station locations, the planning team can solicit
recommendations from the community (MoUHD, 2012).

Chapter 4 Research methodology
Figure 4.1 Flow chart of methodology

4.1 Identification of the area

The first step is to describe the area where the research will to be implemented and further
investigated, which give a clear understanding of the target area.
4.2 Case study & literature review

Brief introduction of bicycle sharing location criteria and its implementation strategies with
the understanding of MCDM (multi criteria decision model) as AHP Analytical Hierarchy
Process.
4.3 Primary survey

Primary data collection has been done through conducting field survey in South-West Zone.
Detail of the same explained further.
4.3.1 Methods of Survey Collection
4.3.1.1 Sampling Strategy

The major groups of sample designs are probability sampling and non-probability sampling:
(Kandace J. Landreneau)
4.3.1.1.1 Probability sampling

It includes some form of random selection in choosing the elements. Greater confidence can
be placed in the representativeness of probability samples. This type of sampling involves a
selection process in which each element in the population has an equal and independent
chance of being selected. Four main methods include:
• Simple random
• Stratified random
• Cluster
• Systematic
4.3.1.1.2 Non-probability sampling

The elements that make up the sample, are selected by nonrandom methods. This type of
sampling is less likely than probability sampling to produce representative samples. Even
though this is true, researcher can and do use non-probability samples. The three main
methods are:
• Convenience

• Quota
• Purposive
The areas selected for sampling are among the population of influence zone of the upcoming
mode of transport (i.e. Mass Rapid Transit System) in the study area. This is to attain a
sample representative of the travel behavior of population of the study area.
4.3.2 Taro Yamene Formula

It will be carried out by the survey form and the data will be collected at a household level
based on the travel experience of the members of the household. Sample size selection: For
determining the sample size for a study is the Taro Yamane Statistical Formula for finding
sample size of a finite population. This method is only applicable when the numerical
strength of the population is known. The formula is,
N
n=
1 + N ( e ) 2 
 
Whereas,
n = sample size
N = total no of population
e = level of error considered = 5%
And therefore approximately 462 samples have been collected.
4.4 Secondary data collection

To understand the area, data will be collected from sources such as:
• SUDA (Surat urban development authority)
• SMC (Surat municipal corporation)
• Gujarat metro rail corporation limited (online information)
• BRTS cell
• Some travel characteristic, demographic and socio-economic character will be
studied from secondary data.

4.5 Data Analysis

Data analysis forms the backbone of the proposed project as it provides an insight into the
people’s perception of their area and their demands. For which by using GIS model, few
layers of spatial criteria will be produced such as Population density, employment density,
slope and physical suitable locations its suitability analysis will done based on the data
produced.
4.6 Proposal
After finding the weights of each one of the different criteria, the information of all the
layers was intersected and weighted accordingly, obtaining the suitability map for a new
bicycle sharing system. This suitability map reflects the notion that the ideal area for a new
bicycle sharing system location should be place

Chapter 5 Demonstration site
Surat is a city in the Indian province of Gujarat. It used to be a huge seaport and is currently
the business and monetary focus in South Gujarat, which is popular for its diamonds and
textile Industries and as a retail plaza for clothes and adornments. It is the eighth biggest city
and ninth biggest metropolitan agglomeration in India. It is the regulatory capital of the Surat
area. The city is situated on the bank of Tapti River, near Arabian Sea.
5.1 City Location and Connectivity

Surat is located at latitude 21° 12' N and 72° 52' E on the bank of river Tapi having coastline
of Arabian ocean is on its west of about 19.4 km by boat along the Tapi stream about 16km
and by street, along dumas. It is 13m over the mean ocean level. The territory of Surat city
is 326.5 Sq. Km’s and Surat metropolitan zone authority is 722 Sq. Km’s falling inside 21°
15' N scope and 72° 40' E to 73° E longitude. Surat is situated in the most evolved area of
Gujarat state in India and locale reaches out from Kalol town in north south to Vapi in Valsad
region. The city is monetary capital of the state and is of critical imperative to the country.
Figure 5.1 Location of Surat City
It involves a critical situation on the Ahmedabad – Mumbai local hall midway situated a
good way off 260km north of Mumbai and 224km south of Ahmedabad on 225km long
modern belt, direct associated with mechanical metropolitan focus of Vadodara, Ankleshwer

and Vapi. Surat-Navsari mechanical territory exists in 50km of DFC in southern Gujarat and
this area very much associated by NH-8 and NH – 6.
Air: Surat has domestic airport and has daily flights to Delhi, Jaipur and Ahmadabad.
Rail: The city is located midway on the 500km long Ahmedabad Mumbai western railway
corridor.
Road: Surat is well connected with NH-8 and high way passes within 16km of the SMC
boundary.
Port: Surat has two port i) Magdalla port and ii) Hazira port. Magdalla port is 2 km away
from state highway and 15km from NH-8 and Hazira port has close proximity to the high-
speed dual carriageway which is under construction and port is well connected with
Mumbai, Ahmedabad and Delhi broad gauge railway line.
5.2 Demographic Profile

Table 5.1 illustrates demographic profile of the Surat city.
Table 5.1 Demographic Profile of Surat City
Title Surat City

Oldest Municipality 1852 Ad
Area 326.515 Sq. Km.
Population 44,66,826 (As Per Census -2011)
Density 13680 Persons/Sq.Km. (As Per Census -2011)
No. Of Slum Pockets 334 (As Per Census -2011)
Zones 7
No. Of Election Wards 29
No. Of Councillors 116 (58 Male, 58 Female)
No. Of Employess 18,369
Sex Ratio 756/1000 Male
Crude Birth Rate 14.67%
Crude Death Rate 4.14%
Infant Mortality Rate 17.98%
Maternal Mortality Rate 0.46%
Literacy Rate 87.89%
Male 91.22%
Female 83.44%
Decadal Growth Rate 55.29% (As Per Census -2011)

5.3 Topography
The city lies at a pony shoe twist of stream Tapi where its course veers off unexpectedly
from the north-east to south-west. The city has created as spiral way with the walled city at
its middle, the curves encased by its dividers enlarging for about a mile and quarter along
the bank. From the correct bank of waterway, the ground rises a little towards the north,
however the stature above mean ocean level is just 13 meters. The geography is constrained
by waterway. The overall incline is from north-east to south-west.
5.4 Geology and soil condition

Surat is partitioned in to two geographic units:
I) Seaside zone
II) Alluvial region.
The waterfront zone describes mucky shoreline with a wide flowing level stretch captured
by estuaries and alluvial stores from the stream Tapi cover the alluvial zone. The alluvial
plain is ordered by the flood plain of the River Tapi and River Mindhola and the plain
converges in to dry, infertile, sandy waterfront zone. The zone around the stream is covered
by mud.
5.5 Ground water table

In is demonstrated a normal ascent in water level at about 1.85m and normal standard ascent
in water table is about 0.93m. The ground water table ascents 2m to 5m subterranean level
during rainstorm. The remainder of the year water level drops down underneath 5m and 10m
in certain areas.
5.6 Climate
Surat has a tropical savanna atmosphere, directed unequivocally by the Sea to the Gulf of
Cambay. The mid-year starts toward the beginning of March and goes on until June. April
and May are the sultriest months, the normal greatest temperature being 37 °C (99 °F). Storm
starts in late June and the city gets around 1,200 millimeters (47") of downpour before the
finish of September, with the normal most extreme being 32 °C (90 °F) during those months.
October and November see the retreat of the rainstorm and an arrival of high temperatures
until late November. Winter begins in December and closures in late February, with normal
mean temperatures of around 23 °C (73 °F), and unimportant downpour.

Since the twentieth century, Surat has encountered approximately 20 floods. In 1968, most
pieces of the city were overwhelmed and in 1994 a flood caused a nationwide plague
episode, Surat being the focal point. In 1998, 30 percent of Surat had gone submerged
because of flooding in Tapti stream following arrival of water from Ukai dam found 90 km
from Surat and in Aug 2006 flood more than 95 percent of the city was under Tapti waterway
waters, executing in excess of 120 individuals, abandoning several thousands in their homes
without food or power and shutting organizations and schools for quite a long time.
5.7 Urban Economy

The city of Surat during a decade ago has encountered an extraordinary development in its
financial exercises. The city is a primary place for the monetary movement in the whole
South Gujarat district. Alongside the serious grouping of exchange enterprises and business
exercises the city, the hinterland has been honored with rich horticultural land with escalated
water system offices. To comprehend the prospects of development of monetary exercises
of the territory, it is basic to examine the patterns of these activities.
5.7.1 Present Industrial base

The development of the power loom and handloom areas prompted gradual development of
textile businesses. Surat was truly a material and exchanging city since the early Mughal
period. The close to synchronous breakdown of Mughal, Persian and Ottoman realms just
as the introduction of the profound water port in Mumbai (prior, Bombay) with the ascent
of British Empire brought about Surat's decay. Another significant expansion since the
1950's is the jewel cutting and cleaning industry. Over the most recent thirty years,
particularly during the eighties, huge scope enterprises have come up in Surat and its
peripheries. The monetary base of Surat, consequently, comprises of Textile assembling,
exchange, precious stone cutting and cleaning businesses, many-sided Zari works, substance
ventures and the petrochemical and petroleum gas-based enterprises at Hazira set up by
driving industry houses, for example, ONGC, Reliance, ESSAR, and Shell. The medium
and enormous scope enterprises are generally situated at the five modern bequests in and
around the city, while a huge extent of the little ventures are situated inside as far as possible.
5.7.2 Textiles, Diamonds, Heavy Engineering

Materials Nearly 30 million meters of crude texture and 25 million meters of prepared
texture are delivered in Surat every day. It is assessed that around 10% of the engineered

Sarees produced in India are from Surat and around 90% of polyester utilized in India comes
from Surat. There are 0.7 million weavers 150 multi-celebrated material business sectors
and exchange is steered through 50,000 shipper producers (brokers). About 1.2 million
material specialists are accounted for from the city and neighborhood. The primary market
for Surat's material items is India, Middle East and other Asian nations.
Diamond cutting-Surat presented jewel cutting and cleaning industry at the turn of twentieth
century. The jewel business is quite possibly the most work escalated enterprises in India.
There are around 6,500 precious stone cleaning units in Gujarat, utilizing about 0.7 million
individuals. Out of these, 38% of the units and 57% of the labor force are situated in Surat
(RBI, 2009: Report of the Taskforce for Diamond Sector, Reserve Bank of India,
Ahmedabad). Over 1.5 million individuals are straightforwardly or by implication subject
to the jewel cutting and cleaning industry of Surat.
Large Industries: The Hazira Industrial region and port is situated in the northern banks of
Tapi River and is nearby the Surat metropolitan territory. It is home to a few significant
handling offices/fabricating habitats for Reliance Petrochemicals, Essar Steel, Larsen and
Toubro, KRIBHCO, ONGC, Shell, ABG Shipyard, and Torrent Power. When all is said in
done, Surat's mechanical framework is a mind-boggling mix of locally situated, limited
scope and medium scale businesses generally reliant on semi-gifted and untalented work.
5.8 Expected growth

Given India's developing populace and ways of life, the Surat material industry is ready to
develop to meet the inward just as fares requests. The specialized preferences, professional
expertise improvement and examination offices for materials, inside the city, give a novel
chance to the monetary development of Surat. The precious stone industry as well, has
comparative focal points and accordingly, is gradually moving from precious stone slicing
to the assembling of Jewelry. SGCCI (Southern Gujarat Chamber of Commerce and
Industry) has just begun zeroing in on extension of materials from "Fiber to Fashion" and
"Precious stone to Jewelry" through displays, research and so on It has likewise set up a
show and presentation focus and unique monetary zones for jewels just as pieces of clothing
are coming up.
On the western front of Surat is Hazira. This industrial zone has had the option to draw in a
few enormous petrochemical, steel and shipbuilding and related ventures in the course of
the most recent thirty years, since its foundation. With scope for new ventures, this modern
territory is relied upon to develop as one of the significant petrol and energy center point.
Thinking about the extraordinary blend of economy, considering the current conditions with
specialty items i.e., manufactured materials/precious stones and because of the developing
job of Hazira Industrial zone, the financial development of Surat is relied upon to maintain
or increment over next twenty years.
Map 5.1 Athwa zone Surat (ward wise map)
• South west area of Surat is named as Athwa zone by Surat municipal corporation which
is covering 111.912 SQ.KM area of Surat. According to census 2011
• It caters around 347447of population and consists of total 72437 households.
• Density and decade growth (2001-2011) of this area is 3105 per SQKM and 43.30%
respectively.
• In summer temperature ranges 37 degree Celsius to 44 degree Celsius and the average
annual rainfall of the city is 1143mm.

Graph 5.1 Temperature data
Surat has an average temperature of 30.2 °C (86.4 °F), May is the hottest month of the year.
January is the coldest month, with temperatures averaging 22.5 °C (72.5 °F).

5.9 Data collection and analysis

5.9.1 Demographic profile of study area
Table 5.2 shows detail of South-west zone such as Ward Name, Area and Population.
Table 5.2 Demographic Data 1
Total
Ward Area in Density Growth
Ward Name Population
No Sq.km Rate
2001 2011 2001 2011
13 Athwa 0.72 7726 7298 10730.6 10136.1 -5.54
33 TPS-5 Athwa-Umra 1.7 31365 30601 18450 18000.6 -2.44
34 TPS-34 Majura- Khatodara 2.32 63217 58564 27248.7 25243.1 -7.36
37 TPS-9 Majura 1.1 21960 24275 19963.6 22068.2 10.54
58 Majura 1.25 10140 12491 8112 9992.8 23.19
59 Bhatar 2.3 28622 45628 12444.4 19838.3 59.42
60 Althan 3.23 28510 53960 8826.63 16705.9 89.27
61 Umra 4.56 31212 54106 6844.74 11865.4 73.35
62 Piplod 1.92 8871 17595 4620.31 9164.06 98.34
89 Bhimrad 2.402 1257 2415 523.31 1005.41 92.12
90 Bharthana-Vesu 2.194 1920 5414 875.11 2467.64 181.98
91 Sarsana 2.014 849 979 421.55 486.1 15.31
92 Khajod 16.392 1434 1737 87.48 105.97 21.13
93 Abhava 21.96 2881 3249 131.19 147.95 12.77
94 Vesu 8.99 6251 26471 695.33 2944.49 323.47
95 Rundh 3.652 2155 4355 590.09 1192.5 102.09
96 Magdalla 2.299 5257 6104 2286.65 2655.07 16.11
97 Gaviyar 4.061 2449 2585 603.05 636.54 5.55
98 Vanta 1.531 661 244 431.74 159.37 -63.09
99 Dumas 20.577 6868 7224 333.77 351.07 5.18
100 Sultanabad 4.491 3263 3661 726.56 815.19 12.2
101 Bhimpor 6.389 7553 7862 1182.19 1230.55 4.09

Table 5.3 demographic data 2
Total Workers
Ward No Ward Name Area in Sq.km
Total Male Female
13 Athwa 0.72 2612 2216 396
33 TPS-5 Athwa-Umra 1.7 11750 9176 2574
34 TPS-34 Majura- Khatodara 2.32 24224 20379 3845
37 TPS-9 Majura 1.1 8686 7318 1368
58 Majura 1.25 6105 5616 489
59 Bhatar 2.3 19819 16158 3661
60 Althan 3.23 22442 19626 2816
61 Umra 4.56 21022 16901 4121
62 Piplod 1.92 6254 5071 1183
89 Bhimrad 2.402 1193 933 260
90 Bharthana-Vesu 2.194 2136 1623 513
91 Sarsana 2.014 398 339 59
92 Khajod 16.392 678 591 87
93 Abhava 21.96 1287 997 290
94 Vesu 8.99 10153 8336 1817
95 Rundh 3.652 1822 1536 286
96 Magdalla 2.299 2328 1960 368
97 Gaviyar 4.061 1498 1353 145
98 Vanta 1.531 94 85 9
99 Dumas 20.577 2892 2114 778
100 Sultanabad 4.491 1459 1066 393
101 Bhimpor 6.389 2695 2113 582
Table 5.3 depicts ward wise information of workers population I South-West Zone.

5.9.2 Secondary Data analysis
Average trips at bicycle station

80
70
60
50
40
30
20
10
MAHADEV…
LUXURIA…
AGRICULTURE…
LUXURIA…
CANAL ROAD…
VNSGU SPORTS…
0
L&T (ONGC…
K.P COMMERCE…
SARGAM…
MAJURA GATE
DUMAS
JANI FARSAN
PARLE POINT
ONGC COLONY
Y JUNCTION
RAJHANS CINEMA
BIG BAZAAR
RAHUL RAJ MALL
KARGIL CHOWK 1
KARGIL CHOWK 2
JILLA SEVASADAN
VALENTINE
Graph 5.2 Average Trips at bicycle station
• This graph shows the average trips at current bicycle station available at Athwa zone
surat.it will give use brief idea about the usage of station in January month of 2020.
Population Growth Rate

350
300
250
200
150
100
50
0
-50
-100
Graph 5.3 Population Growth Rate

5.9.3 Data collection sources

• Trip generator
– Close to places with higher population.

– Close to places with higher employment density
• Trip attractor
– Close to schools.
– Close to special destinations.
– Close to neighborhood parks.
• Transportation network
– Close to bus stops.

– Where proposed metro stations.

Map 5.2 Population density map
Map 5.2 depicts ward wise population density map. Minimum Population Density is 105.97
and maximum is 25243.1 in South-West Zone.
Map 5.3 Employment density map
Map 5.3 shows ward wise Employment density map. Minimum Employment Density is
41.36 and maximum is 10441.37 in South-West Zone.

Map 5.4 Graphical representation proposed metro route and stations
Map 5.4 illustrates metro rail route and their proposed station in South-West Zone.
Map 5.5 Graphical representation of parks in GIS in south west zone
Map 5.5 depicts graphical representation of all parks in GIS in south west zone

Map 5.6 Graphical representation of schools in south west zone
Map 5.6 here depicts location of all schools in South-West Zone.
Map 5.7 Graphical representation through GIS contour map and elevation map

Contour map gives the information regarding topography of the particular location it will
help us to generate slope map through this contour line in ArcGIS.
Map 5.8 Graphical representation accessible area with public transport
Map 5.8 shows the only accessible area with public transport in Athwa zone of Surat city
because public transportation cannot be placed at all places in urban area.

Map 5.9 Graphical representation of trip generation and attracting nodes
This is all activity nodes which are traffic generates and attract from home or work places
this will help use to generate heat map of that activity node density.

Map 5.10 Heat map through intensity of nodes
Map 5.10 depicts heat map.

• Heat map generally give better quick interpretation for large data base
• Here this Heat map give us the better view of activity node density which will help
us to provide PBS station nearer to that area.
5.9.4 Primary survey data analysis
Male-Female Responders Ratio
Female 120
Male 342
0 100 200 300 400 500

Nos of Responders
Graph 5.4 Male-Female responders ration

Graph 5.4 represents survey analysis. Male responders are 342 whereas female responders
are merely 120.
Household Size Analysis

500
Nos of responders
400
300
186
200 119
69 58
100 0 14 14 2 0
0
1 2 3 4 5 6 7 8 >8
Nos of Person per Household
Graph 5.5 Household size analysis
Graph 5.5 depicts household distribution in study area and number of family who is having
four members are highest among all household group.
Work Purpose Vehicle Use

Share
7% 0%
6%
6%
17%
64%
2W CAR 3W BUS BICYCLE OTHER
Graph 5.6 Work purpose vehicle use share
Graph 5.6 shows the work purpose vehicle use share in South-West Zone for different modes
like 2W, Car, 3W and Bicycle.

Education Purpose Vehicle

Use Share
29% 29%
0%
13% 15%
14%
Graph 5.7 Education purpose vehicle use share
Graph 5.7 shows the education purpose vehicle use share in South-West Zone for different
modes like 2W, Car, 3W and Bicycle.
Other Purpose Vehicle Use

Share
23%
33%
6%
9%
10%
19%
Graph 5.8 Other purpose vehicle use share

Graph 5.7 shows the other purpose vehicle use share in South-West Zone for different modes
like 2W, Car, 3W and Bicycle.
• INFERENCES:
According to the survey, it was found out that for work purpose two-wheeler is used most
for the public’s ease, while for the education purpose, public transport, school vans, etc. are
used same as two-wheeler because of the student’s age limit. For other purposes like for
shopping or for leisure activities, two-wheeler is used most with the other transportation
system.
Work Purpose Trip Length

250
198
Nos of Responders
200
150 116
100 81
67
50
0
upto 3 upto 6 upto 9 >9
Trip Length in kms
Work Purpose
Graph 5.9 Work purpose trip length
Education Purpose Trip Length

300
240
Nos of Responders
250
200
154
150
100
43
50 25
0
Trip Length in kms
Education Purpose
Graph 5.10 Education purpose trip length

Other Purpose Trip Length

250
213
200
Nos of Responders
150
108
98
100
43
50
0
Trip Length in kms
Graph 5.11 Other purpose trip length
• INFERENCES:
Highest no. of responders travel up to 6 kms for work and education and other purpose from
their home, while few travel up to 3 kms. Whereas, there are very less people who travel
more than or up to 9 kms.
Willingness to Travel on Bicycle

250
203
Number of Responders
200
150
108
100 73
53
50 25
0
1 2 3 4 5
Trip Length (Km)
Graph 5.12 Willingness to travel on bicycle
• INFERENCES:
Majority of commuters willing to commute for 3 kms using bicycle which is followed by 2
kms and 4 kms.

Bicycle Use Preference

100
90
80
70
60
50
40 33.89830508
30 23.72881356 23.72881356
18.6440678
20
10
0
WORK EDUCATION HEALTH RECREATIONAL
Graph 5.13 Bicycle use preference
PBS Station Distance Preference
500 0
400 10.16949153
Distance
300 26.27118644
200 35.59322034
100 27.96610169
0 5 10 15 20 25 30 35 40
Percentage
Graph 5.14 PBS station distance preference
• INFERENCES:
Based on the survey, people prefers to use bicycle for health purpose more, than recreational,
education and less for work.
It can be seen that for the PBS system, people prefer the bicycle distance to be around 200-
300 m from their home and workplace.

Willing To Shift For PBS

NO
22%
YES
NO
YES
78%
Graph 5.15 Willing to shift for PBS
• INFERENCES
78% of the respondents willingly agrees to shift to the PBS from the private vehicles, if the
stations are available at walking distance.

Map 5.11 Road network
Map 5.11 shows the road network of primary and secondary road of the Athwa zone.
Primary roads connect the main nodes of the area, while secondary road gives the internal
linkages.

Map 5.12 Land use Map
• The map shows the land use of the Athwa zone.

• Land use are particularly distinguish built up, public purpose land, commercial
land, residential areas to give broad view of development.
Table 5.4 Reclassification of data
Distance
population employment Bicycle
Rank Slope(%) from
density density infrastructure
nodes
0 No Data
1 105-486 41-197 1.77-4.17 500 not exist
2 486-1230 197-498 1-1.77 400 N.A.
3 1230-2944 498-1129 0.58-1 300 N.A.
2944-
4 1129-4884 0.29-0.58 200 N.A.
11865
11865-
5 4884-10441 0-0.29 100 Exist
25243

Department, including “population density ”,”employment density ”,” Slope(%)”,”Distance

from nodes ”,”Bicycle infrastructure ”.We received these spatial layers in vector format. We
then transformed them into raster layers with cell size of 10 by 10 meters. The larger the cell
size, the more generalized will be the output of the analysis. To perform the GIS modeling,
we defined a common scale to reclassify each raster layer, as presented in Table 5.3. This
scale ranges from ‘5 to ‘0’ The reclassification process changes the value in each cell based
on common scale, defined by the analysts.
Map 5.13 Reclassification map of population density

• As mentioned earlier, the population density map is generated on the basis of 5
classes. This scale ranges from ‘5 to ‘0’ The reclassification process changes the
value in each cell based on common scale, defined by the analysts.
• The black highlighted area shows the most populated area.
• The population density is as follows,
1 - 105-486
2 - 486-1230
3 - 1230-2944
4 - 2944-11865
5 - 11865-25243
Map 5.14 Reclassification map of employment density
• The employment density map is generated on the basis of 5 classes. Red area shows
the highest employment density. This scale ranges from ‘5 to ‘0’ The reclassification
process changes the value in each cell based on common scale, defined by the
analysts.
• The population density is as follows,
1 - 41-197
2 - 197-498
3 - 498-1129
4 - 1129-4884
5 - 4884-10441

Map 5.15 Reclassification map of nodes
• This map shows the traffic generating nodes in the south-west zone of the city.
• And the rank ranges as follows, this scale ranges from ‘5 to ‘0’ The reclassification
analysts.
1 – 500 m
2 – 400 m
3 – 300 m
4 – 200 m
5 – 100 m

Map 5.16 Reclassification map of slope
• This map shows the slope analysis of the area and will help in identifying the suitable
station location. This scale ranges from ‘5 to ‘0’ The reclassification process changes
the value in each cell based on common scale, defined by the analysts.
• The slope(%) is as follows,
1 - 1.77-4.17
2 - 1-1.77
3 - 0.58-1
4 - 0.29- 0.58
5 - 0-0.29

Map 5.17 Reclassification map of bicycle lane infrastructure
• Currently, only this two highlighted places consist bicycle infrastructure, and
catchment area of the track are shown 300m buffer around that track which prefer
more suitable for bicycle station. This scale ranges from ‘5 to ‘0’ The reclassification
analysts.
5.9.5 AHP Hierarchy
POPULATION DENSITY
EMPLOYMENT
DENSITY
GOAL
TO FIND SLOPE
WEIGHTS
TRAFFIC NODES
BICYCLE TRACK
Graph 5.16 AHP Hierarchy

Table 5.5 Analytical pairwise matrix
PAIR WISE EMPLOYMENT POPULARION TRAFFIC BICYCLE

SLOPE
MATRIX DENSITY DENSITY NODES TRACK
EMPLOYMENT
1 1 2 0.5 0.5
DENSITY
POPULARION
1 1 2 0.5 1
DENSITY
SLOPE 0.5 0.5 1 0.5 0.5
TRAFFIC
2 2 2 1 1
NODES
BICYCLE
2 1 2 1 1
TRACK
The AHP is a multicriteria decision-making methodology that represents the problem in a

hierarchical structure, with diverse criteria laying on different importance levels. This is
done by doing first a pairwise comparison of each one of the criteria using the AHP method.
Table 5.6 Weights of layers of different parameters
PARAMETERS WEIGHTS
EMPLOYMENT
16.487
DENSITY
POPULARION
18.939
DENSITY
SLOPE 10.878
TRAFFIC
28.706
NODES
BICYCLE
25
TRACK

Map 5.18 Weightage overlay map for site suitability of PBS location
Map 5.18 shows the new suitable location for the stations in the south-west zone through
weightage over lay, where 1 is the low feasibility and 5 is the highest feasibility, and the
remains are ranging between 1 to 5.
After finding the weights of each one of the five different criteria, the information of all the
layers was intersected and weighted accordingly, obtaining the suitability map for a new
bicycle sharing system.
This suitability map reflects the notion that the ideal area for a new bikeshare system location
should be a medium-low accessibility area, with the presence of bicycle infrastructure, with
a very high population density and employment density, a high generation or attraction of
trips nodes and a very low or non-existent slope.

Chapter 6 Proposal
6.1 Proposal for phase-1
Map 6.1 Phase-1 identified PBS locations
• This shows the ideal location for station that are proposed for phase-1 development
in the highly suitable areas after analyzing all the criteria.
• No of proposed station location for phase-1 = 69 station.
• Total catchment area of the phase 1 is 12.68693 sq.km
• Which is 11.81% of total Athwa zone.

for moderate suitable location through weightage overlay map.
• No of proposed station location for phase 2 = 72 station
• Total catchment area of the phase-2 is 18.68744 sq.km
• Which is 17.39% of total Athwa zone

for less suitable area through weightage overlay map.
• No of proposed station location for phase-3 = 41 station
• Total catchment area of the phase-3 is 9.911751 sq.km

6.4 After 3 phase scenario
Map 6.4 After all Phase identified PBS locations
• This shows the ideal location for station that are proposed for all the phase
development.
• No of proposed station location for all phase = 182 station
• Total catchment area of the all phase is 36.18025 sq.km
Station density
7 6
6
5
AXIS TITLE
4
2.4 2.5
3 2
1.7
2 1
1
0
B H O P A LA T H W A Z O NM
EA Y S U R U PUNE RANCHI BENGLURE
AXIS TITLE
Graph 6.1 Station density comparison

Graph 6.1 depicts comparison of station density Athwa zone with other Indian cities. Station
density is 1.7 in Athwa zone. Benglure has station density 6 which is highest in the India.
6.5 Proposal for Placement of Station

• The criteria followed in locating stations are as follows:
• Station distance is kept between 300M to ensure mostly dense and uniform
coverage.
• There are some places as shown below where bicycle station can be proposed.
1. Under over bridges
Figure 6.1 Under over bridge locations
As shown in image bicycle station can be proposed under the bridge to utilized dead space.

2. On footpath
Figure 6.2 On footpath locations
Bicycle station can also be proposed on footpath for easy approach.

3. On street station
Figure 6.3 On street location

4. On truck stations for narrow roads
Figure 6.4 On vehicle portable station
6.6 Demand estimates

Table 6.1 Demand estimates for bicycles
Demand estimate
Total trips estimated 926319
shorter trips(<3km) 298099
willing to use(78%) 232517
peak demand estimated 23252
Demand for bicycle 4650
10bicycle per 1000 resident 4824
Total demand for PBS system 4650 bicycle as per demand estimates and as per PBS
guidance 10bicycle for 1000 resident its cover 4824 bicycle.

Table 6.2 Proposed Station size
STATION STATION SIZE BICYCLE

PHASE-1 69 40 2760
PHASE-2 72 20 1440
PHASE-3 41 15 615
TOTAL 4815
Large station has 40 bicycles capacity whereas medium station has 20 bicycle capacity and
small station has 15 bicycles capacity.
6.7 Cost analysis for PBS system

Table 6.3 Phase-1 estimated cost
CAPITAL COST FOR PHASE-1
Bicycle 15000 2760 41400000
Terminal 220000 69 15180000
pbs station 300000 69 20700000
GPS for bicycle 2000 2760 5520000
redistribution vehicle 800000 1 800000
installation and maintains cost 25% 20900000
TOTAL 104500000

Bicycle 15000 1440 21600000
Terminal 220000 72 15840000
pbs station 300000 72 21600000
GPS for bicycle 2000 1440 2880000
TOTAL 78400000
Bicycle 15000 615 9225000
Terminal 220000 41 9020000
pbs station 300000 41 12300000
GPS for bicycle 2000 615 1230000
TOTAL 40718750
Total approximate cost is required to implication this program is =223618750INR .

6.8 Limitations
• it will be limited to feasibility analysis.
• Some of the data which are needs to be collected physically from the site as primary
data but due to present global pandemic situation such data is generated from
secondary sources.

Chapter 7 Conclusion
• This study are giving the public bicycle station location through weightage overlay
method in supportive of multi criteria analysis through analytical hierarchy process.
• total No of proposed station location for all phase in Athwa zone =182 station.
• Total catchment area of the all phase is 36.18025 sq.km( per station 300m buffer
catchment is consider).
• Which is 33.67% of total Athwa zone.
• Bicycles required for this project is 4815 however 78% people willing to use the
system.
• Ground spot feasibility can be required done after this study.

Chapter 8 References
(2018). Retrieved from statica: statstica.com
Abegunde, A. A. (2009). Commercial horticultural practice in Nigeria: Its socio-spatial
effects in Lagos city.
Bunruamkaew, K. &. (2011). Site Suitability Evaluation for Ecotourism Using GIS & AHP:
A Case Study of Surat Thani Province. thailand: Procedia.
Census 2011. (2015). Retrieved from census2011.co.in: https://www.census2011.co.in/
Ceylan, B. (2013). Analysis of 'Smart Bike' Bike-sharing System in konya. konya: C. Erçetin,.
Clark, B. (2003). Ebenezer Howard and the marriage of town and country: An introduction
CORNELL, E. H. (2001).
ERÇETİN, C. (2014). PLANNING AND MANAGEMENT OF BIKE SHARING SYSTEMS
FOR SUSTAINABLE URBAN TRANSPORT: KONYA, KAYSERİ AND İSTANBUL
CASES .
Faghih-Imani, A. (2014). Analyzing Bicycle Sharing System User Destination Choice
Preferences: An Investigation. McGill.
Hall, P. (2002). Urban and regional planning (Fourth edition). Routledge: London and New
York.
handy, s. (2014). Promoting Cycling for Transport: Research Needs and Challenges. us:
reserch gate.
Hou, Y. (2018). Site suitability and public participation: a study of bike sharing stations in
a college town. COMMUNITY AND REGIONAL PLANNING PUBLICATIONS.
india, M. o. (2012). Public cycle sharing systems A planning toolkit for Indian cities.
National Public Bicycle Scheme.
ITDP. (2007). Sustainable Transport.
Juan Carlos García-Palomares*, J. G. (2012). Optimizing the location of stations in bike-
sharing programs: A GIS approach. spain: elesvir.
Kandace J. Landreneau, R. (n.d.). “Sampling Strategies”. NATCO.
Lowman, M. (2006).
Ministry of Urban Development, G. o. (2016). PBS Guidance Document. india: Ministry of
Urban Development, Government of India.
Montreal, B. (2013, 4 14). BIXI Montreal. Retrieved from m http://montreal.bixi.com/:
MoUHD. (2012). Public Bicycle Sharing System Toolkit. Government Of India.

Prior, A. R. (2007). Planning Practice and Research.

region., C. e. (2011). India Cycle Service .
Saaty, T. L. (2008). Decision making with the analytic hierarchy process . Pittsburgh,.
Snehanshu Banerjee ⁎Md. Muhib Kabir, N. K. (2019). Optimal locations for bikeshare
stations: A new GIS based spatial approach. usa.
Surat Municipal Corporation. (n.d.). Retrieved from suratmunicipal.gov.in:
https://www.suratmunicipal.gov.in/Departments/DrainageTreatmentPlants
Velásquez, D. F. (2018-2019). Feasibility Study: Bikeshare system implementation in Rome.
Matricola .

APPENDIX 1 Survey questionnaire
Veer Narmad South Gujarat University

Institute :G.C.P.I.A., Surat
Survey Questionnaire
(Please read questions from survey form and respond accordingly)
Sub
No. Question Options
questions
1 Name
2 Address
3 Sex Male, Female
4 Age Group Under 15, 16-25, 25-45, 45-60, Above 60
Latitude and
5
Longitude
6 Occupation Government, Private, Self-employed, Student, Retired
How long you have Less than 1 year, 1-5 years, 5-10 years, 10-20 years,
7
been living in Surat more than 20 years
Educational Secondary, Higher-Secondary, Graduation, Post-
8
Qualification Graduation, PHD
Are you responding A tourist, An organization, A visitor, A businessman,
9
to this survey as? An employee
Are you satisfied
with Existing
10 Service & Facilities Yes, no
in South West zone
of Surat?
11 Household Size 1, 2, 3, 4, 5, 6, 7, 8, >8
12
Study area 1,2,3,4,5,6,7,8,9,10,11,12,13,14,15,16,17,18,19,20,21,22
Total Family
14 Income monthly
(Household) LIG, MIG, HIG
Nos. of Avaibility of 2W, Car,
15
Vehicle per HH Bicycle 0, 1, 2, 3, >3
Work,
16 What is your Education,
average trip length? Other 3, 6, 9, >9
Work,
17 Your is your current Education,
mode of transport? Other 2W, 3W, Car, Bus, Bicycle, Other
Work,
19 How many daily Education,
trips do you do? Other 0, 1, 2, 3, 4, 5, 6, 7, >7
Acceptable access
walking distance
24 time(min.) at origin
to station & Station
to Destination? 5, 10, 15, 20, >20

Sub
No. Question Options
questions
29
What do you cycle
for? work, education, recreation, health
Will you prefer
cycle to reach BRTS
30
or metro station OR
daily uses? Yes, no
Would you like to
use this Bicycle
31
System if it satisfies Yes,
your demands? No
how much distance
32 will you prefer for
PBSS? 100, 200, 300, 400, 500
How much trip
distance will you
33
prefer for cycling(in
KMs)? 1, 2 , 3 , 4, 5

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A FEASIBILITY STUDY OF THE PUBLIC

BICYCLE SHARING SYSTEM IN ATHWA

Master of Urban and Regional Planning

(HALA AKSHAYKUMAR HEMATBHAI)

Under the supervision of

(PROF. (DR.) ADITYA CONTRACTOR)

I declare that the dissertation entitled A FEASIBILITY STUDY OF THE

Signature of the Research Scholar:

Name of the Research Scholar: Mr. Akshaykumar Hematbhai Hala

Place: Surat, Gujarat, India

I certify that the work incorporated in the dissertation A FEASIBILITY STUDY OF

Signature of the Supervisor:

Name of the Supervisor: Prof. (Dr.) Aditya N. Contractor

Place: Surat, Gujarat, India.

A growing number of cities are implementing bicycle-sharing programs to increase

Keywords: Pollution, Urban transport, Bicycle-sharing, GIS based method, Location-

Also dedicated to whom who believes in Bicycles.

Hereby I announce that,

I AM SOLELY RESPONSIBLE FOR

(Hala Akshaykumar Hematbhai)

CERTIFICATE ........................................................................................................ iii

LIST OF ABBREVIATIONS .................................................................................. vii

LIST OF FIGURES ................................................................................................ viii

LIST OF TABLES ................................................................................................... ix

LIST OF GRAPH ..................................................................................................... xi

LIST OF APPENDIX .............................................................................................. xii

Chapter 1 Background .......................................................................................... 1

1.1 Statement of problem................................................................................... 1

1.2 Aim ............................................................................................................. 1

1.3 Objectives ................................................................................................... 1

1.4 Limitations .................................................................................................. 1

1.5 Expected Outcome ...................................................................................... 2

1.6 Scope of the Study ....................................................................................... 2

Chapter 2 Theoretical Framework......................................................................... 3

2.1 Brief about bicycle sharing .......................................................................... 3

2.2 PBS global scenario..................................................................................... 4

2.3 Status of NMT in India ................................................................................ 5

2.4 Benefits of Bike Sharing Programs .............................................................. 9

Chapter 3 Case studies and literature review ....................................................... 10

3.1 Case studies ............................................................................................... 10

3.1.2 Kayseri ............................................................................................... 13

3.1.4 Inferences ........................................................................................... 21

3.2 Literature review ....................................................................................... 24

3.2.1 Decision making methods................................................................... 24

3.2.2 Multicriteria analysis – Analytical Hierarchy Process (AHP) .............. 25

3.3 Guidelines ................................................................................................. 27

Chapter 4 Research methodology ....................................................................... 31

4.1 Identification of the area ............................................................................ 32

4.2 Case study & literature review ................................................................... 32

4.3 Primary survey .......................................................................................... 32

4.3.1 Methods of Survey Collection ............................................................ 32

4.3.2 Taro Yamene Formula ........................................................................ 33

4.4 Secondary data collection .......................................................................... 33

4.5 Data Analysis ............................................................................................ 34

4.6 Proposal .................................................................................................... 34

Chapter 5 Demonstration site.............................................................................. 35

5.1 City Location and Connectivity ................................................................. 35

5.2 Demographic Profile ................................................................................. 36

5.3 Topography ............................................................................................... 37

5.4 Geology and soil condition ........................................................................ 37

5.5 Ground water table .................................................................................... 37

5.6 Climate ...................................................................................................... 37

5.7 Urban Economy......................................................................................... 38