Tag Archive: infrastructure

  1. Amsterdam unveils new universal bike rack

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    Source: themayor.eu, Aseniya Dimitrova

    The new design commissioned by the city aims to facilitate many types of bikes, improving on current flawed designs

    A newly designed bike rack has appeared in Amsterdam, on Haarlemmerplein. The model was designed by the city itself in response to more conventional bike racks failing to cater to the varying bike sizes and varieties utilized across Amsterdam. Allegedly, the “ultimate bike rack” can do it all.

    The new installation is a product of extensive research conducted with residents, in which they expressed which existing facilities were suitable for parking and storing their vehicles, and which were not. Tests were run throughout the West borough, where varying racks were placed and feedback provided; this informed the new ‘ultimate’ design.

    “According to the city website, the new model features more space between the bicycles which is good for models with a crate or wide handlebars. Furthermore, the rack also takes into account the increasing number of heavy e-bikes driving in the city. In addition, the rack is low enough, so one does not need to lift their bike to secure it.

    The rack also fits children’s bicycles and bicycles with thicker tires up to 7 centimeters. It stores more bicycles in a smaller space and it also looks neater. In addition, the ground under the rack is easier to wipe clean, authorities claim. And finally, the rack is produced in a sustainable and circular way.” – A. Dimitrova

    The new design will complement existing models rather than replace them. Following further feedback, the rack will be rolled out on a larger scale in busy areas, during refurbishment projects, in locations undergoing major maintenance, and in places where outdated racks must be replaced.

  2. icct considers potential of charging methods and incentives to catalyse electric two-wheeler market

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    Following on from an article about state government incentives in India are making many electric two-wheeler models near equivalent in price to gasoline models, a new piece by The International Council on Clean Transportation (icct) looks in detail at Total Cost of Ownership (TCO) and charging infrastructure incentives.

    Two-wheelers are a mass market in India, and lower upfront costs also equate to lower monthly costs for those who borrow. But what about running costs? Fuel is the key factor, and with gasoline prices rising, and set to continue to do so, electric two-wheelers present a very appetising alternative.

    The article takes a look at range, noting that many short-range electric two-wheeler models can achieve 75 km to 100 km of real world-range in city driving conditions, while mid-range models with real-world range closer to 150 km are in the pipeline. And with these figures and general usage patterns, charging could be well managed at home only. Home charging, however, relies very much on the user’s behaviour and can present a range of particular obstacles. For these reasons, public charging infrastructure is also important in the electric mobility big picture.

    It is noted that there would be a greater reliance on public charging in the earlier years of adoption, while home facilities are installed and integrated into new developments. The author goes on to break down the TCO considerations when including the impact of public charging:

    “From our earlier work, we know that electric models have a lower total cost of ownership (TCO) than gasoline models at current gasoline prices and with home charging. Since the cost of public charging can be high, sometimes twice as high as residential electricity tariffs, I build here on our cost parity model to examine what happens to TCO parity under different charging scenarios. I assumed the average residential electricity tariff to be INR 7/kWh and the average public charging tariff to be INR 14/kWh. Further, I looked at the impact on TCO parity at two baseline prices for gasoline—average prices in 2021 and in 2019—and included a 5% annual escalation in both electricity and gasoline costs.”

    The charts below show the timescales at which a 150km real-world range electric motorbike may reach 10 year TCO cost parity with gasoline fueled motorbikes, first without, and then with incentives. The incentives calculation “includes the revised FAME-II upfront subsidy and the preferential Goods and Services Tax (GST) benefit for the electric model.”

    chart sourced from theicct.org
    chart sourced from theicct.org

    The figures illustrate that cost parity could be achieved by 2022 solely via home charging, and by 2023 with entirely public charging and no incentives. The charts also adjust to consider gasoline prices as they were 2 years prior, and at that rate parity is reached in 2023 with 100% home charging, and 2025 with only public charging. It can be seen that a lower gasoline price and reliance on public charging together cause the greatest delay in reaching TCO parity.

    By contrast, when the chart takes purchase incentives into account, parity is already be achieved even if relying solely on the more expensive public charging. On top of this, incentives can also counteract a gasoline cost reduction to 2019 prices. There author notes that, “the current upfront purchase incentives are playing an enabling role in alleviating any charging cost related anxiety that consumers might have. That’s especially useful in the early phases of the market when the infrastructure for home charging is less mature.”

    The article goes on to elaborate on some of the challenges and barriers involved in home charging, such as socket requirements, and objections from neighbours or housing associations. It concludes that achieving TCO parity is key to the adoption of electric two-wheelers by the mass market, and that it is therefore the perfect time for governments to take action in incentivising their uptake.

    Read the original in more detail here: https://theicct.org/charging-electric-2w-india-sept21?utm_source=ICCT+mailing+list&utm_campaign=d5a2a307e4-lately_from_feb2018_COPY_01&utm_medium=email&utm_term=0_ef73e76009-d5a2a307e4-510831568

  3. Wind turbines repurposed into bike sheds in Denmark

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    In a great example of re-use, green energy infrastructure in the form of retired wind turbine blades have gone on to provide green transport infrastructure as bicycle storage sheds.

    TheMAYOR.eu reports on this creative solution to a large recycling problem. With nearly half of the country’s energy coming from wind power, and the nation being committed to environmentally friendly policy at various levels, using decommissioned turbine blades in this way is a great fit and inspiration for other organisations and leaders. The curved, sweeping shape requires minimal augmentation before it can be put into action shielding bicycles from the elements.

    The innovation was created by Siemens Gamesa, who wrote on Facebook: “Granted, making blades into bike sheds is a small-scale solution, but we believe that every blade that is reused is a valid recycling opportunity.”

    Source: https://www.themayor.eu/en/a/view/siemens-gamesa-transforms-denmark-s-wind-turbine-blades-into-bike-sheds-8985

    Wind turbine bike shed
    Wind turbine bike shed. Source: Siemens Gamesa on Facebook
  4. Survey: What infrastructure do cargobikes need?

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    Darmstadt University is conducting an online survey on the use of cargobikes. The goal is to formulate recommendations for cargo bike infrastructure. Prof. Axel Wolfermann in an interview with cargobike.jetzt.

    Interview originally published in German in cargobike.jetzt: https://www.cargobike.jetzt/infrastruktur-umfrage-hochschule-darmstadt/

    High curbs, narrow bike lanes and various road blocking obstacles cause specific problems for cargobikes. Through the survey on usage, mobility and route choice behavior with the cargo bike we went to establish how exactly cargobike-friendly  infrastructure should look like. The online survey is aimed primarily – but not only – at private cargobike users. Please do take part!

    Luise Braun (TU Berlin) and Gregor Gaffga (TU Dresden) have already carried out scientific research into infrastructure requirements for cargobikes and tricycles. However, now with the survey, cargobike infrastructure is being researched for the first time on behalf of the federal state, in the project ” Design recommendation for cargo bike infrastructure” at Darmstadt University of Applied Sciences. Project leader Prof. Axel Wolfermann from the Institute of Civil Engineering of the University of Darmstadt explains the project:

    • How did your current research project “Design recommendation for the wheel infrastructure of cargo bikes” come about ?

    Axel Wolfermann: In Darmstadt, private cargo bikes are already omnipresent even in winter. The discussion about city logistics with cargo bikes has also reached Darmstadt politics. On the other hand, the existing bicycle infrastructure is insufficient and especially cargobikes are still a rather blank spot on the regulations working programme, which is used for planning cycling infrastructure. For this reason, we at the University of Darmstadt applied for research subsidies within the framework of the Hessian short-distance mobility strategy in 2018 and were granted the project “Design Recommendation for cargo bike infrastructure”.

    • Why is your survey mainly aimed at private users of cargo bikes?

    Axel Wolfermann: There are already various research projects on cargobikes in commercial transport. So far, less research has been done on private use, although that segment also has great potential. In addition, we wanted to focus on one segment, in order to obtain insights into the most important infrastructure barriers for the use of cargobike as soon as possible. The user survey is a central component of the project, but not the only one. We also sift through the existing regulations for buildings, parking lots and other fundamentel elements for traffic planning. We also compile the geometries of cargo bikes, evaluate video observations and invite people to expert workshops.

    • What effect do you expect from the results of the research project?

    Axel Wolfermann: Theprimary aim is to develop recommendations for the Hessian Ministry of Economic Affairs, Energy, Transport and Housing. Demonstration projects are not part of this project. However, it is clear that the project should not be an academic exercise for us, nor for the Ministry I assume. It would be great if the research project flows results into a pilot project with a community for the development of cargobike-friendly infrastructure! And the stronger the participation in our user survey, the better we can argue for the need for a model project for adequate cargobike infrastructure. This year is also a good time to add our findings to the discussion about the new edition of the Cycling Facilities Recommendations (ERA) .

    -> Join the survey here <-


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