Most programs (though not Paris's and Lyon's) exclude tourists and day-trippers. The new systems are successful in part because they blanket cities with huge numbers of available bikes, but the real linchpin is technology. Aided by electronic smart cards and computerized bike stands, riders can pick up and drop off bicycles in seconds at hundreds of locations, their payments deducted from bank accounts.

Germany and Austria tend to work on a different system: members receive cell-phone text messages providing codes to unlock the bikes. For mayors looking to ease congestion and prove their environmental bona fides, bike-sharing has provided a simple solution: For the price of a bus, they get a fleet of bicycles, and they can avoid years of construction and the approvals required for a subway.

For riders, joining means cut-rate transportation - as well as a chance to contribute to the planet's well-being. The new systems are successful in part because they blanket cities with huge numbers of available bikes, but the real linchpin is technology. Aided by electronic smart cards and computerized bike stands, riders can pick up and drop off bicycles in seconds at hundreds of locations, their payments deducted from bank accounts.

Mayors in Europe already have a bicycle-sharing program in place or are searching to begin one. ‘Spinning Wheels of the Gray Are Now Spinning Gold for JCDecaux’ operators of the wildly successful bike-sharing program. The new contract gives a larger financial return to JCDecaux: ”Since the program began, there have been more than 61 million bike rentals. In the original contract, 12% of the subscription and rental income went to JCDecaux, while Paris reaped hefty benefits. Now when the rental income goes beyond €14 million, JCDecaux gets 35% of the amount above that level. When the rental income reaches €17 million, they receive 50% of the income above that level. This new financial incentive will give JCDecaux more reasons to maintain the bikes, give better service, and increase the number of customers. They also must decrease the customer service response time to no more than two minutes by phone, plus share location status and maintenance statistics with Paris in real time. In addition, if more than 4% of the bikes suffer irreparable damage, Paris will pay a replacement cost of €400 each up to a maximum of 25% of the fleet. In return, JCDecaux must give detailed reports on the damage to bikes.’ (JCDecaux as reviewed by Russel Meddin of Philadelphia bike-sharing)

Cities like Copenhagen and Amsterdam have long been home to devoted bicycling commuters. But the new programs have created the greatest transportation revolution in central and southern Europe, where warmer climates allow riders to move about comfortably year-round. The shared bicycles in Barcelona, Lyon and Paris are heavily used - logging about 10 rides a day, according to officials in those cities. In North America, issues like insurance liability, a stronger car culture, longer commutes and a preference for wearing helmets have slowed adoption of bicycle-sharing programs.

None of the European programs mandate helmets. Still, Washington and Montreal are experimenting with small projects, and Chicago, Boston and New York are studying options. City officials seem a bit overwhelmed. Recent increase in bicycling fatalities doesn’t seem to frighten commuters, but opens more room for questioning and development in safety.

Education of both bicyclists and others on the roads including pedestrians about the rules is necessary. Official with Bicing, Barcelona,Ramón Ferreiro said it will not continue to expand In Shanghai where previously bicycles were removed from roads to make way for cars are building new bicycle paths similar to the system in Holland.