The bicycle can be a good means of transportation for some people, and in congested areas the fastest.[10]​ The bicycle-sharing system provides a series of points in the city where you can pick up and leave a bicycle. Normally the stations work automatically, so that the user identifies himself (with a card or a code) and a bicycle is automatically released. The bicycle can be left at any of the other points. Thus the bicycle becomes another means of public transport that can be used to go from one stop to any other in the city, without having to return to the original point.

Most of these systems are public, managed by municipalities or universities, although they are compatible with private or individual farms.

The system serves as a complement to conventional public transportation, since when there is no stop or station at the final destination, you can continue from the nearest one by bicycle.

Bicycle fleet

Fleet bikes must have a distinctive character, designed for ease of use in the city, and be clearly marked to increase their visibility. Bikes typically come with full fenders, chain covers and, in some cases, equipped with locks. Most bicycles are equipped with a global positioning system (GPS) unit, radio frequency identification (RFID), or another type of tracking mechanism. This function is usually used in fleet management and locating lost or stolen bicycles.[11]​.

When systems have sufficient density of bicycles, they tend to be in high demand. Some, such as Sevici in Seville, have proposed limiting the number of subscribers because they cannot meet the high demand.[12] In the Valenbisi service, in its first eight months of life, a figure of 53,000 subscribers was reached. Demand continues to increase, but the city council has not yet considered expanding this service.[13]​ In the case of Lyon, the Vélo'v system has managed to double the number of urban cyclists since its inauguration.

The most difficult point of operation is maintenance and vandalism, which make the systems have a high cost, approximately 2,000 euros per bicycle per year. In the case of Vélo'v, 12% of the available bicycles pass through workshops every day, and in 2006 450 bicycles disappeared or were destroyed.

In response, some large-scale bike-sharing programs have designed their own bike with unique frame designs and other parts to prevent disassembly and resale of stolen parts.

The bicycle can be a good means of transportation for some people, and in congested areas the fastest.[10]​ The bicycle-sharing system provides a series of points in the city where you can pick up and leave a bicycle. Normally the stations work automatically, so that the user identifies himself (with a card or a code) and a bicycle is automatically released. The bicycle can be left at any of the other points. Thus the bicycle becomes another means of public transport that can be used to go from one stop to any other in the city, without having to return to the original point.

Most of these systems are public, managed by municipalities or universities, although they are compatible with private or individual farms.

The system serves as a complement to conventional public transportation, since when there is no stop or station at the final destination, you can continue from the nearest one by bicycle.

Bicycle fleet

Fleet bikes must have a distinctive character, designed for ease of use in the city, and be clearly marked to increase their visibility. Bikes typically come with full fenders, chain covers and, in some cases, equipped with locks. Most bicycles are equipped with a global positioning system (GPS) unit, radio frequency identification (RFID), or another type of tracking mechanism. This function is usually used in fleet management and locating lost or stolen bicycles.[11]​.

When systems have sufficient density of bicycles, they tend to be in high demand. Some, such as Sevici in Seville, have proposed limiting the number of subscribers because they cannot meet the high demand.[12] In the Valenbisi service, in its first eight months of life, a figure of 53,000 subscribers was reached. Demand continues to increase, but the city council has not yet considered expanding this service.[13]​ In the case of Lyon, the Vélo'v system has managed to double the number of urban cyclists since its inauguration.

The most difficult point of operation is maintenance and vandalism, which make the systems have a high cost, approximately 2,000 euros per bicycle per year. In the case of Vélo'v, 12% of the available bicycles pass through workshops every day, and in 2006 450 bicycles disappeared or were destroyed.

In response, some large-scale bike-sharing programs have designed their own bike with unique frame designs and other parts to prevent disassembly and resale of stolen parts.