Two Wheels Forward

A look at the bicycle and its place in the near future

TWO WHEELS FORWARD:

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Semester 2 2016 Industrial Design Honours Project Part Two Two Wheels Forward Course Code: GRAP1040 Supervisor Name: Michael Wilson Student Name: Jordan Runciman Student Number: 3437149

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ABSTRACT Global megatrends such as population urbanisation are significantly impacting societies around the world as the evergrowing urban city-scape becomes increasingly dense each year. This will have a massive impact on the future of both private and public transportation, particularly in already large cities. In the very near future, where private cars are an inconvenient option for many commuters due to general affordability and cost increases, major commute delays with traffic congestion and a demand for hard-to-come-by physical space, and public transport has reached a crucial point of significant overcrowding, the bicycle appears to be a viable alternative. Two Wheels Forward explores the context of this near future and how it could change to accommodate production, system and user needs.

Taking into consideration the various advantages and flaws of some of the bike share systems that are already in place around the world, this project aims to propose a re-design of the conventional, largely unchanged bicycle with a vast comprehension of applicable modern technologies, aesthetics and fabrication processes. The project also investigates

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how aspects of these bike share systems could be re-considered in order to address some of the common misconceptions about cycling that would currently deter many commuters from riding to work or school on a regular basis, including fitness, convenience and safety. Many of these issues concern the current design of public hire bicycles, however this project simultaneously investigates how service-related design could play a part in the re-consideration of a viable bike share system.

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INDEX Project Timeline

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The Field Technology, Design & The Market Aluminium Hydroforming Electric Assistance Bike Sharing Systems

3 5 13 16 17

Initial Research Observational Research Surveys

19 22 23

Context and Application Addressing Negative Perceptions The Service

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Precedent Study Previous Bike Design Aesthetic Evolution

47 49 51

ResearchMethods Concept Visualisation Visual Ethnography Brainstorms and Mind Maps Morphological Charts Surveys

55 58 59 62 63

Methods of Evaluation and Validation Heuristic Assessment Benchmarking Interviews & Surveys Prototyping & Co-Design

65 67 69 70 71

CAD Model & Render Development

79

Reflection

91

Bibliography

97

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1

Mid-sem presentation prep

Edit book layout

Edit context essay

Edit field essay

Product detail refinement

Begin CAD model bike

Service modelling

MBS blue bike ethnographic research

Maintenance staff interview

Bike form sketching

Wk 4 presentation preparation

Infographic design

Define service re-design opportunities

Explore existing services

Explore/refine product requirements

Refine product/service/system context

Week 1 Week 2 Week 3 Week 4 Week 5 Week 6 Week 7 Week 8

PROJECT TIMELINE Project timeline before mid-semester review

Vac-form bike frame (single side)

Sand/surface finish mould

Get quote/ETA for mould CNC and vac-form

Determine mould material

Kiosk CAD model

Kiosk re-design

Infographic design

Service app design (Illustrator/Photoshop)

Book thesis book binding

Establish service subscription costs

Edit book layout

Re-write reflection

Edit evaluation essay

Edit methods essay

Edit context essay

Edit field essay

Keyshot renderings

Get hydroformer feedback

Get tooling quote

Refine CAD model

Revisions/refinements

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Week 9 Week 10 Week 11 Week 12 Week 13 Week 14 Week 15 Week 16

THE FIELD Future Cities A student once asked Klaus AE. Mogensen, a futurist at the Copenhagen Institute for Future Studies, what “the future means of transportation [will] be”, to which he replied: “the bicycle”.

According to the Commonwealth Scientific and Industrial Research Organisation (CSIRO), Australia will be drastically impacted by population growth and distribution, virtual

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Victorian Population In Melbourne (%) 72%

2001

1996

1991

1986

1981

1976

1971

1966

1961

1954

1947

1933

50%

1921

The fundamental design of the most popular vehicle in the world – the safety bicycle – has changed incrementally since its conception, yet we continue to measure and evaluate its benefits and disadvantages against the dynamically evolving automotive and public transport industries. What compels us to re-evaluate the merits of two-wheeled transportation so frequently? Klaus, like many futurists and trend forecasters, believes that the bicycle will be the most rational choice for a common means of transportation by the end of this century, as it addresses a number of the major concerns that face current social, economic and environmental megatrends.

World Population Urbanisation (%)

54%

Urban in 2016

12%

Urban Increase by 2050

34%

Rural in 2050

connectivity, and social relationship demands by 2022. Urbanisation is a direct consequence of population distribution: presently, urban areas are inhabited by more than 54% of the global population, and this number is expected to increase to 66% by 2050.

This phenomenon necessitates compact transportation, which includes the bicycle.

Architects and urban designers are investigating possible alternatives to current city layouts, where some future scenario possibilities involve the redesign of typical architectural models to accommodate or adapt to bicycle use, almost exclusively. Steven Fleming, an architect and urban designer, has speculated about how a “purposebuilt bicycling city [might] actually look”. Through research and ‘researchby-design projects’, Fleming and his collaborators have identified some prospective architectural outcomes, which include – among more radical proposals - canopied routes to encourage bicycle use, and interior bicycle access to link these routes to offices and other spaces that would define the spatial context of the future bicycle.

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Technology, Design & The Market Product design is less concerned with spatial thinking; instead, new technologies and materials are explored in the design process. Bicycle design and the definition of the bicycle have been greatly limited until recent years by governing bodies such as the UCI (International Cycling Union), whose strict design standards and regulations for race-specification bikes “created with the goal of preserving the classic racing bicycle” have trickled down to a much wider consumer market. However, designers and bicycle builders have more recently broadened their sources of inspiration to include other vehicles – including motorcycles and cars – and products, and the processes by which they are manufactured.

The modern bicycle form (the ‘safety bicycle’) was mostly constructed with steel tubing by the late 1800s, and has more recently evolved to include the use of aluminium, titanium, wood and carbon fibre in various construction processes.

The widespread use of these materials – predominantly aluminium and carbon fibre – has significantly reduced the weight of the average bike, which has led much of the competition between

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manufacturers. London’s Hummingbird Bike Company developed the world’s lightest folding bicycle in 2015 with a carbon fibre frame and aluminium components, including the swingarm (to replace standard chain- and seatstays).

The bicycle weighs 6.5 kg – which is less than the average watermelon and 3 kg lighter than its competitors – and pivots concentrically to the crankset in order to maintain constant chain tension. Emerging technologies have also enabled designers and engineers to construct more complex bike frames through processes such as 3D printing.

Recently, a team of students from the Delft University of Technology were able to demonstrate the capabilities of additive manufacturing technology by programming robots to print and weld a complex steel lattice to form a bicycle frame. Tools such as these often advance design innovation by reducing known limitations to enable designers to explore radical concepts with greater freedom.

Technological advancement is also enabling bicycle manufacturers to simplify and integrate many standard bike components to achieve sleeker

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The Arc bike by students of the Delft University.

Photo courtesy of Harry Anderson, Arc designer

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aesthetic compositions, and greater weight and drag reduction. Competitive development between companies such as SRAM and Shimano – the leader of bicycle component innovation with a 50% share of the global market – has led to many recent innovations in the bicycle industry. SRAM’s Red eTap, a wireless electronic gear-shifting group, was launched in 2016 with some significant advantages over common mechanical groupsets: primarily, more intricate shift movements and a tidy bike assembly without cables. This development opens a window for bicycle frame manufacturers, by allowing them to deprioritise cable integration and instead focus on more important aspects of frame design, such as aerodynamics and strength.

These products are typically promoted to a high-end market of elite athletes and upper-class enthusiasts, often with steep price tags and limited availability until newer technology emerges and old innovations are made available to low-end models; however, many designers and developers have more recently turned their attention towards the average commuter. Mark Sanders is

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best known for the Strida bicycle, which he designed and engineered in 1985 for “the untapped market... a vast ‘blue ocean’ of potential cyclists”, referring to Trek Bicycle Corporation’s statistical analysis of the overwhelming percentage of able-bodied consumers that don’t own a bicycle, where 160 million ‘noncyclists’ in the US can be compared to 13 million ‘casual and enthusiast cyclists’ (whom he refers to as the ‘red sea’), and a further 10 million ‘bike owners who rarely cycle’.

Mark designed the Strida bike as a contemporary product that could be both comfortable and convenient. It is an urban utility bike, designed as a means of ultra-portable transport that allows the rider to sit comfortably upright and with enhanced vision.

Its short wheelbase hinders the bike’s ability to reach high speeds, but enables it to accelerate and maneuver more quickly and easily through traffic, thereby reducing rider sweating.

Prior to production of the first Strida prototype, Mark drafted a specification of criteria, concerning cost, foldability, appearance, originality, ease of handling when folded, weight, and cleanliness.

Additionally, the design was intended to

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appeal to “both non-cyclists and cyclists for short, suburban journeys, possibly in conjunction with other forms of transport i.e. commuting” [18].

[USA]

non-cyclists casual & enthusiast cyclists bike owners who rarely cycle

160 million 13 million 10 million

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Aluminium Hydroforming Many modern bicycle frames and various components – such as handlebars – are produced through the hydroforming process. Hydroforming allows manufacturers to fabricate components with an extraordinarily high strength-to-weight ratio, by producing more complex shapes with fewer welds. Advancements in computerized fabrication and highpressure hydraulic systems have allowed the aluminium tube hydroforming process to become “a viable method for mass production”; however, sheet hydroforming has been more applicable to low-volume production and prototyping than mass production until more recently. Manufacturers such as Toyota have used sheet hydroforming technology for numerous applications in the automotive industry since the 1980s, where aluminium alloy components now amount to about 60% of the total number of parts in the average car (followed by plastic); in 2006, General Motors became one of the first automotive manufacturers to utilize sheet hydroforming in the construction of full body panels – as well as for engine cradles (primarily)

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for brands such as Dodge, Chevrolet and Ford. Due to a number of factors, including reduced die costs with part consolidation, improved surface finishes and its ability to produce more complex shapes, sheet hydroforming is expected to be used ever more commonly over the next ten years. However, where few designs are manufactured through the sheet hydroforming process, tubular hydroforming currently remains more prevalent in bicycle production.

Sheet hydroforming can often be substituted with sheet metal stamping processes, which are common with mass production where parts require less accurate geometries; however, sheet hydroforming is becoming increasingly favourable over stamping processes for many of the same reasons that automotive manufacturers are adopting the fabrication process, including part consolidation, sharper radius dimensions and post-extrusion processing.

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Electric Assistance Electric bicycles have gained increasing popularity ever since the development of torque sensors and power controls in the late 1990s.

There are two types of electric bicycles: pedal-assist (also known as pedalelectric or pedelec) and power-ondemand. Throttle-driven e-bikes were first to emerge, where the basic twist or push-button design was originally derived from motorcycles. Pedelecs are often favoured over throttle-operated bicycles for a number of reasons; one of which is that they allow the rider to enjoy a more authentic cycling experience. Pedal-assist bikes are also more technologically advanced than other e-bikes, with various integrated sensors that measure cadence or torque to operate more cooperatively with the rider. Like a throttle, cadence sensors apply or cut power as force is applied to the pedal. Due to the nature of this measurement, these motors apply full power in sudden bursts – which can feel jerky. Uphill climbs can also adversely cause the motor to reduce power output as the user decreases pedalling speed. To address this issue, the most sophisticated pedelec motors are able to measure force (torque) as it’s applied to the pedals in order to automatically adjust power output.

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Bike Sharing Systems While electric bicycles are rapidly gaining traction with private owners in many countries, they are yet to breach the bike share industry. Ever since the first bike rental system – Velos Jaunes (yellow bicycles) – was introduced to La Rochelle, France in 1976, cities around the globe have gradually adopted bike share programs into their public transport systems; governments worldwide are contributing sizeable investments to the implementation and development of these systems in an effort to strengthen multimodality in anticipation of the demands of the near future. China currently operates one of the most successful programs in the world, with the largest distribution of bikes and stations across the city of Hangzhou. Approximately 6650078000 bikes are scattered across 2700 docking stations; despite its relatively recent implementation in 2008, the program plans to invest the equivalent of over AUD $32 million to increase bike numbers to 175000 by 2020.

Most bike rental programs employ a similar system – where users insert their credit card into a kiosk interface in order

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to pay a subscription or hire fee and security deposit. These services typically offer various short-term and long-term subscriptions, which can range from daily or weekly to yearly leases. These bicycle share systems usually allow users to travel for free during the first 30 minutes of travel; however, fares become increasingly expensive with each subsequent 30-minute period. In Melbourne, for example, users could travel free-of-charge if they were able to dock their lease bike and re-hire a new bike every 30 minutes. Under these operational rules, everyday commuters are unable to ride a hire bike to work in Melbourne without a nearby docking station. Additionally, Melbourne users are charged $50 for a security deposit with each hire, which may not be processed and refunded for 5 to 10 days. In 1995, Copenhagen introduced a “shopping trolley system” alongside the Bycyklen (City Bike) – where share bikes can be unlocked with a 10 or 20 kroner coin and users are refunded upon return or re-docking – which is not so common among the 650 or so cities around the world with bike share systems.

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INITIAL RESEARCH Initial research aims to investigate general project constraints such as market potential and user or consumer identity and can be a major contributor to the overall direction of the project.

The initial project objective was to design for bicycle safety for a current market, which began with photographic (ethnographic) research and market surveying for an overall estimation of potential product interest - with a particular focus on bicycle/accessory lighting and illumination.

160 million ‘non-cyclists’ in the US can be compared to 13 million ‘casual and enthusiast cyclists’... and a further 10 million ‘bike owners who rarely cycle’

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Observational Research From analysing photos that were taken around the Swanston St area, Melbourne CBD, the research was quantified into basic statistics.These indicated numerous areas of concern for bicycle commuters - including (primarily) visibility and communication, bicycle security (antitheft) and helmets (strapped to the bike or secured by locks).

Taillight

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Stand Skirt Guard Seat Bag Reflectors

76

Rack

35

Mudguard Lock

100

Helmet Attached Headlight

85 22

Bottle Cage Bottle Bell

63

Basket % of photographed bicycles with components attached.

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Surveys 42 participants were surveyed during the early stages of project research, in order to quickly identify where and when people commute by bike, as well as how general perceptions of safety might affect these statistics.

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I am most impacted by cyclists as a:

How aware am I of cyclists’ presence on the road/paths?

Driver

62%

Pedestrian

22%

Cyclist

16%

I’m usually aware of some cyclists but not all

65%

I generally see cyclists from a while away

35%

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How often do I commute by bicycle?

How visible do I feel at night, as a cyclist?

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Once a week or less

45%

Three times a week

45%

Five times a week

7%

Every day

3%

No one can see me

6%

I am only confident in headlight or under streetlight

23%

Most road users will acknowledge my presence

29%

I am clearly visible and predictable

42%

Other Key Findings Other written responses (which were too ambiguous to quantify) highlighted numerous general concerns about cycling as a mode of transport, which pointed in particular to lighting and illumination: Bike lights are often small and can blend in with the surrounding environment, becoming difficult to see These lights can become a nuisance when batteries die without warning or when users forget to charge them before use Many lights are incorrectly mounted to the bike and can be blinding to other road users General safety (regarding collisions and assault) is a key deterrent for some potential cyclists Theft is also a commonly perceived risk with bike ownership

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CONTEXT & APPLICATION Addressing Negative Perceptions One of the main considerations of this project involves encouraging commuters to adopt the bicycle as a mode of transportation with more frequent use, by eliminating or addressing the negative perceptions that are associated with cycling and that deter potential cyclists from the notion. One of these key issues – safety – is much more easily addressed by the precedent contextual considerations of urban landscapes in the near future. With fewer cars in central city districts and more bicyclefriendly or bike-specific travel routes, common safety features that are heavily stimulated by the current safety hazard that is presented by cars will not be prioritized over other more contextually relevant features. Turn signal indicators and rear view mirrors, for example, have been adopted into the existing bicycle accessory market; although, these safety measures have already somewhat entered a gradual process of obsolescence – as technological safety features such as speed and distance sensors, as well as more advanced collision avoidance systems, have been integrated into many new bicycle accessory products and modern car designs. Regardless, the

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concept of this project is contextually situated in a more bicycle-friendly city than Melbourne today.

42%

of

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surveyed participants believe MBS helmets are unattractive or inconvenient

Current Australian helmet laws greatly deter many potential users from the Melbourne Bike Share system, where the use of a helmet is compulsory. In the case that a helmet is not already attached to any hire bikes, users must carry their own helmet prior to leasing a bike, or else are required to purchase a MBS helmet from various sales points around the CBD (mostly convenience stores) for $5. Although these helmets comply with Australian standards, they are often perceived as flimsy and unattractive by members of the public, and are easily broken and discarded.

Common suggestions to increase the popularity of Melbourne’s bike share system include exemption from these helmet laws. According to new evidence that has been accumulated from more recently implemented systems such as the Citi Bike system in New York City, “bike share schemes are extraordinarily safe for users compared to private cycling�. Shifting the focus to Melbourne, similar facts would be

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partly due to the lack of confidence of MBS users, who tend to ride more slowly than experienced cycling enthusiasts, as well as unreasonable expectations and bike station distribution; i.e., Melbourne users are not likely to carry or buy a new helmet, and many of the docking stations are located amidst an increasing number of streets that have been or will be subjected to low speed limits (40km/h). Melbourne would also not be the first city to allow cyclists to commute without a helmet, following in the footsteps of New York, Tokyo and Taipei, to name a few.

Fitness is also a major source of discouragement for commuters to avoid cycling to work, with the common misconception that fitness is a prerequisite to commuting by bike. This concept will feature a pedelec motor with a torque sensor, as it can provide enough technical sophistication to allow riders to switch between different levels of assistance – and in doing so, reassure them that they are able to control their own fitness at a desired pace. This feature would be enhanced by integrating a basic array of LEDs above the handlebars as a cost-effective

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display that could indicate how much power assistance the user is exercising, in order to conscientiously improve health, fitness and environmental impact over other forms of transport.

Despite many advantages, the inclusion of an e-motor increases the threat to rider and even pedestrian safety (and to that of other road users).

“When operating, they are virtually imperceptible by ear… which makes e-bike users vulnerable but also dangerous to pedestrians”. According to Australian law, any e-bicycle with a motor that is capable of producing more than 250 watts in Australia will be classified as a motorbike, requiring registration and that riders are licensed and carry their license on their person while riding; “however, powered speed remains restricted to 25km/h for these bicycles for safety reasons”. Pedestrians are likely to remain endangered by the bicycles with whom they share numerous paths across the city, however; as a result, various modern bike light designs attempt to separate the bicycle from its surrounding environment by incorporating different colours, movements or flashing patterns. Brainy

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Bike Lights utilised symbolism to “let other road users know that [you are] on a bike�, by illuminating the symbol of a bicycle and rider on a small, yet clear display in order to enhance cyclist identity with other road users.

Researchers at the University of Oxford conducted a series of experiments to test the speed and accuracy at which participants could identify Brainy Bike Lights and other vehicle lights, and to test their ability to detect the presence or absence of Brainy Bike Lights against other bicycle lights in still images.

This bike concept will utilise a similar method to enhance user safety, while considering the general perception of luminance – as pattern and contrast, for example, can change or distort our perception of brightness, as well as colour. This can be demonstrated by

the Chubb-Sperling-Solomon Illusion, where we perceive that a pattern, when surrounded by luminance contrast, has less than when surrounded by a environment of the same luminance.

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a higher contrast uniform average

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The Service The current Melbourne Bike Share system is largely unpopular among local commuters, particularly due to the distribution of docking stations. Workers in the CBD outskirts are often unable to locate docking stations close to their place of work as most stations are more centrally situated, near public facilities such as arterial train stations and universities, and tourist hubs. Likewise, many commuters are able to travel to work by train but can’t utilise MBS in order to travel to the train station due to a lack of docking stations near either their home or the train station.

current average weekly Myki fares (approximately $30) significantly.

The fundamental concern of this premise is that the total yearly cost could be better justified by purchasing a bicycle directly. The main advantage of the proposed system, however, is that users would not be subjected to out-of-pocket expenses such as general maintenance and replacement in the event that a bike is stolen.

Private bicycle ownership is more popular for this reason, where commuters are able to secure their bikes at work or at school throughout the day without going out of their way to locate a MBS docking station. Additionally, overtime fees escalate significantly after 30 minutes of use.

This project aims to address this issue by proposing a service that allows users to hold a hire bike for longer periods of up to 15 hours, with a maximum daily fee that doesn’t eventually increase

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“a service that allows users to hold a bike for longer periods”

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Most existing bike share services offer free hire for periods less than 30 minutes after an initial subscription fee and deposit - after that, overtime fees become significantly expensive.

If there is a significant distance between the user’s workplace and the nearest docking station, travelling from the train station by bike might not be possible without leaving the bike at the workplace throughout the day.

One aim of this service is to cater for many such users who don’t have

convenient access to a docking station near their home or workplace.

Docking station Workplace Travel by train Home Travel by bike

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For a 9-hour work day that begins at 8.00 and finishes at 5.00, where the user is able to travel via train to work but cannot conveniently walk to or park at their local train station, the user would require approximately 14.5 hours maximum hire period to allow for 30-minute train commutes to the workplace.

Max hire period

15hrs Max bike hire period Travel from the station to home Leave bike at home overnight Travel from home to the station

Commute by train

5.30 5.00

7.30 8.00

Commute by train

9-hour work day

This type of service would require two different subscription options, both of which charge the user an hourly fare, to accommodate users who need to leave the bike at home overnight as well as shorter travel requirements.

One option allows the user to hire the bike for a limited period between the hours that they designate upon subscription.

Significant and regularly increasing overtime fees would discourage users from holding a bike longer than the maximum allowed 15 hours, or outside the designated hire period.

The other subscription would allow a shorter maximum hire time before overtime fees can be charged, however at a cheaper hourly rate.

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Fitness is another key factor that deters commuters from using the Melbourne bike share system and from commuting by bike in general, where there is a common misconception that good fitness is a prerequisite.

By integrating an electric pedal assist motor in the design of the bike, this system redesign allows users to ease the physical intensity of their commute by switching between three different power delivery states.

The ‘off’ state disengages the electric motor, conserving power and rendering the bike completely human-powered.

The ‘on’ state engages the motor and offers some assistance to the user, almost simulating a constant tailwind and easing the commute for the rider.

When the third state is activated - ‘full power’ - the motor is fully engaged and the rider’s pedalling becomes significantly easier, as though the entire commute is downhill.

Upon unlocking the bike at a docking station, the electric motor is initially off. The user can change between each motor state by

pressing a button below the display screen - once to engage the ‘on’ state, again to activate ‘full power’ and then a third time to turn the assistance off.

This feature enables the user to gain confidence at their own pace and eventually pedal without power assistance if they choose.

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8:42 AM

$2.65

Pedal assist motor states

Off

On

Full power

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8:42 AM

$2.65 $2.65

The circular progress bar is ‘full’ (yellow) at the beginning of the trip, representing the full hourly fare based on the user’s subscription type.

As the user rides without power assistance, the yellow progress fill decreases (anticlockwise rotation) at a steady pace.

This indicates fare savings, where the empty (grey) space in the progress bar represents the total percentage of the current hourly fare that has been saved.

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8:47 AM

$2.83

8:55 AM

$3.57

In the middle of this progress bar is the total fare amount, which increases with varying speed as the user progresses through the commute.

This system allows the user to view a live stream of the total cost of the commute fare, as well as consciously aim to reduce this fare by exercising more, while prolonging battery life and reducing energy consumption and waste at the same time.

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Like Melbourne Bike Share and other systems around the world, this service requires a subscription prior to use.

hire fees, depending on whether the user chooses to hold the the bike overnight or during the day while at work.

However, this system utilises mobile device technology to aid the experience.

Initially, users must sign up to the service either online or via a mobile app download.

It also impacts other factors of the service such as maximum holding times (hire periods) and subsequent overtime fees, which increase after 30 or 60 minute periods as with the current MBS system.

With two services available to choose from, users can specify whether they plan to use the share bikes most. This can reduce the subscription fee and subsequently hourly

The user then enters personal details as a security measurement, which aims to reduce the likelihood of theft or general abuse of priviliges that this system offers.

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After registering details, the user can simply tap their device below the display screen above the handlebars to release the locked bike from its docking station Through a small NFC module in the display

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PRECEDENT STUDY Possible light technology to be adopted into the safety design

Washable

Stretchable display Moulded ventilation?

Monochromatic

Bulb

LED Very expensive

Laser

Flexible

Strip Rigid housing

Colour-changing (RGB)

Complex fabrication

Small Inexpensive

Space-consuming

Monochromatic Tape

Luminescent Materials & Properties

Inexpensive

Flexible

EL

Glow-in-the-dark

Panel

Colour-changing

Bulb

Wire / cable Very expensive

UV Monochromatic Strip

Expensive

Optic Fibre

Flexible

Possible application to stretchable fabrics?

Wire / cable LumiLor coating Very Expensive

Fabric / textile

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Rigid

Research undertaken during Part One of this project (Semester One) mostly explored possible applications of light technology, by recognising the merits and flaws of both current products and future technologies.

Illumination then became a secondary concern to some of the other significant features of a concept bike for public share systems; however, that research and gained knowledge lead to the decision to incorporate a laser-illuminated bike symbol that would project onto the surface of the road approximately 6 metres ahead of the bicycle (such as the Blaze Laserlight bike light). This could give pedestrians more time to react to oncoming cyclists; additionally, Brainy Bike Lights have proven the effectiveness of symbolism with regards to faster rider identification - in other words, making the rider stand out against other lights while a diffused LED head lamp would serve as extra warning for other road users without impairing vision.

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PREVIOUS BIKE DESIGN

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Aesthetic Evolution The initial concept design was given constructive criticism that influenced a major aesthetic re-design, particularly that could reduce the visual weight of the bike and encourage more people to use the hire service.

The first computer model was largely influenced by the visual style of motorcycle concept designs; however, many decisions behind each angle and geometric dimension had been reached after consideration of a variety of factors, including how functionality and visual geometries could compliment each other.

The re-design is much slimmer, however aluminium sheets that are bolted together in some areas, rather than welded (as with hydroformed tube bikes), will require modelling with consideration for increased structural strength.

Some larger panels that seemingly add significant weight to the bike are specifically included for functional purposes, such as the panel next to the wheel - a mud and guard that is formed

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directly as part of the frame.

Originally, the design attempted to accommodate mobile devices of the future without an adjustable handlebar mount, not knowing the given size of future devices and wanting to accommodate as many as possible, by providing a ‘phone storage space’ behind the handlebars.

This space created some issues regardng width and depth, particularly as it was originally located between the rider’s knees, however was eventually made small enough and high enough (directly behind the handlebars) to fit.

Admitting that by integrating instead a display screen, the new bicycle concept would be more expensive to produce, the re-design allows some features within the service that would not otherwise be possible, such as clear visual indications of fare savings, etc.

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RESEARCH METHODS The aim of this project is to create a bicycle concept that could cater for a number of functional and interactive factors that create the context for the bicycle and its place in society in the near future. Analysing some of the merits and flaws of existing products and services, various research methodologies have been employed in order to: Take into consideration the various opportunities for future design that come with the current rate of advancemernt of technology Establish a visual identity for the product, that are in part dictated by the functional features as well as manufacturing processes of the bike Attempt to emphasise pedestrian safety (and cyclist safety around pedestrians over road safety around cars) Incorporate existing and conceptual features that address other common user needs or concerns There is little evidence to support claims that the Melbourne Bike Share system is popular and in frequent use; however,

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some of these concerns are due to general preconceptions about the bicycle itself, while others can be attributed to the system and factors such as general convenience and ease of use.

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Concept Visualisation Concept visualisation will allow the project supervisor and others (including clients and potential users) to see what the designer is thinking and make their own comments and contributing opinions about the aesthetic or functional properties of the concept.

It also provides an opportunity to sell the aesthetic value of the product or concept. This method of design will greatly reduce communication barriers for the designer, which could otherwise significantly hinder the project. Concept visualisation can adopt many forms but is tailored to the preferred skillset of the designer, which will primarily include pen-to-paper sketching in the case of this project.

including aesthetic appeal, material characteristics and functionality. The supervisor should be able to perceive proposed designs in their intended context and form fundamental opinions of the concept that will influence later decisions regarding the development of the project.

Additionally (and arguably, most importantly), this method of design research offers a simple, intuitive way for the designer to create solutions that would address various design challenges, where the problem can be sketched on one page, scribbled over and iterated in a clear way of thinking out loud.

Besides client-to-client communication, concept visualisation allows the designer to track the progress of their ideas and thinking – which can then be revisited at any time in the future – and creates a platform for idea exploration to further influence ideas and maintain a design flow. This will enable the project to explore different concepts from a variety of perspectives with different focuses,

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Visual Ethnography The project will also investigate the user experience with the Melbourne Bike Share system through visual ethnography.

Typically, visual ethnography entails the use of media such as photography, videography and other digital resources to gain a more comprehensive understanding of personal or social contexts in relation to human behaviour. Visual ethnography is an efficient method of conducting research and documenting human understandings of the physical world and can also be relayed through verbal or written formats.

The design project will employ this method of research to investigate potential user concerns – which may include common functional or even hypothetical isues – that might improve the overall commute for the rider to encourage cycling to commute. By navigating through each step of the existing service from information research on the MBS website (in order to learn how to use the service and to learn about subscription fees, etc.) to subscription to actual travel, and by

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visually recording the process on a small and easily mountable video camera, some potential user concerns were able to be highlighted clearly.

Some of these included general information communication problems, inconvenient access to the keypad with unlock buttons, touching greasy surfaces while moving the bike, slipping gears, weak brakes, etc.

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Brainstorming & Mindmaps Brainstorms and mindmaps are excellent methods to be included in team discussions and collaborative thinking exercises of any kind. They allow participants to think and express their thoughts freely and more importantly, in a way that many people can easily understand and expand on.

Concept generation processes such as brainstorms and mind maps have been used frequently throughout this project, particularly in order to determine various requirements and limitations of service costs, hire periods and other variables.

By first mapping out on paper the existing bike share pricing structure in Melbourne, I began adding possible alternatives with relatively similar outcomes to then expand upon.

Eventually, the main limitations were financial, where average weekly and daily fee increases may deter potential users.

Further mapping led to the inclusion of other variables such as accountability in the case of theft that would shape the fundamental premise of the service design.

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Morphological Charts

Surveys

High-volume concepts can also be generated through the use of morphological charts, which compare potential design solutions against a list of problems or parameters. Given a well-defined design problem, the user identifies a set of parameters or elements within a specific category and then formulates a matrix from those parameters. The other matrix variable includes an open list of solutions to each element, which are generally drawn from existing products or pre-conceived solutions before the user is encouraged to approach the task from a more abstract and creative perspective.

Statistical and informational data can greatly assist a design project throughout the entire process, from the initial stages of market research to the client pitch.

Masses of data can be gathered quickly and relatively efficiently from a survey, which is a social research method that commonly poses a series of questions in the broader format of either a questionnaire or an interview. Either format can require both short and closed, and open-ended responses from the subject. Modern technology has advanced the method from its original pen-and-paper arrangement, and allows more questions to reach more people in less time – often with faster response times.

Morphological charts became a submethodology of concept visualisation early in this project, particularly throughout the process of computer modelling. While lofting surfaces in the modelling program (Solidworks), virtual three-dimensional thinking often became difficult to comprehend.

Sketching the existing faces and structures on paper and then sketching various solution alternatives - even after the clear solution had been established, to be sure - simplified the design process, before returning to the program.

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This project utilises Typeform to design and share surveys, and displays real-time statistics such as response numbers and times, and forms of access (computer, mobile phone or tablet). While multiplechoice questions allow the designer to record raw figures, short and longanswer questions can aid the process of revealing information that might not have been previously considered at all.

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METHODS OF EVALUATION & VALIDATION Validating a design throughout the design process can contribute significantly to the success of a final outcome. Without any form of validation or evaluation, a design is likely to encounter multiple problems that concern many factors that include the user’s experience with using the product or system, their safety, the product’s durability, and its overall appeal to a particular market.

Additionally, if evaluation methods are left entirely to the very final stages of the design process, then there is a risk that necessary changes to one component or element of the product could adversely affect some of the other components and lead to numerous design failures.

Subjective evaluation is an unsustainable approach to validation in a modern design context, because technology is advancing rapidly and enabling many product research and development teams to rapidly assess the structural or mechanical strengths and weaknesses of a product with a systematic approach.

Making assumptions about a design’s technical capabilities is, arguably, a greater risk than simply designing with

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an aesthetic bias, yet the methodical evaluation of many qualities of each aspect is a necessity if a design outcome is expected to succeed.

Methods of evaluation and validation can incorporate several forms of tests that can be used to assess a product’s qualities both during the early stages of the design process, and when a product has been assembled and is nearing completion during the final stages of a project. Evaluation processes such as benchmarking are often introduced early in a design project such as this when a checklist of criteria is formulated from an analysis of existing market products; heuristic assessments and prototype evaluations are commonly integrated into the design process after many research-related tests have already been conducted and a design is well refined. However, research tasks such as interviews can be undertaken before a realistic or feasible concept has even been generated and a target market has yet to be chosen, as well as when a product has been prototyped and user-tested. Interviewing has already

been utilised in this design project: it served as a precursor to formulating a better survey questionnaire that would define potential considerations for the final concept’s functional features and usability aspects.

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Heuristic Evaluation Traditionally, heuristic evaluation is a common-practice method of software usability assessment.The process requires the participation of a group of assessors (not necessarily large) to examine and judge the software interface usability.

The use of a group of evaluators, rather than a single individual, offers the potential for identification of a greater number of usability problems, and so increasing the number of participants can easily enhance the effectiveness of this method. The interface is often evaluated against a set of pre-determined criteria, which include known usability issues. Also known as the “heuristics” in project terms, these criteria can be variable between assessments in the case of multiple heuristic evaluations – hence why multiple participants are preferable to a singular, ‘ideal’ assessor. Heuristic assessment is recognised as a discount usability technique for its cost and timeefficient values, which are determined by the designer or developer, and can be applied to disciplines outside of software development, including product design.

A study was published in 2003 on the

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application of heuristic assessment, as a method of software usability assessment, to product evaluation.

The authors of this paper modified the method, so that it could be applied to evaluate the safety of two volumetric infusion pumps for medical patients.

The aim of this paper was not only to alter the traditional heuristic assessment method to accommodate the topic of medical product safety, but also to assess its practicality. The two devices were compared against a set of heuristic criteria, where one revealed more flaws, and the evaluation method was determined to be practical, efficient and cost-effective.

This project will aim to assess the concept against the perceptions about cycling as a way of commuting. Ideally, the concept will be trialled aesthetically and as a service system by a focus group against the merits or their ideas about other systems. This would help to quickly gain an understanding of how the concept would be received by the general public.

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Benchmarking Design validation methods often compare the prototype to existing products in the same field of inquiry, in one way or another. Heuristic assessments or evaluations enable the developer to see that their design has either met, surpassed or fallen short of a set of criteria, which is often based on the aesthetic and functionality properties of current and competing initiatives, and benchmarking aims to achieve a similar goal; however benchmarking compares the design directly with other products, rather than a specified list of parameters.

Benchmarking can enable a designer or organisation to establish product requirements during both the early and later stages of the design process.

Generally, target requirements are first established after customer needs have been identified through research methods, and in order to meet those needs. Subsequently, a design concept is selected and the requirements are refined again from new benchmarks so that the design details can be addressed before prototyping. Although they initially relate to the various traits of existing products, benchmarks become self-guided as the design process evolves and a contextual argument is refined.

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Prior to designing, prototyping and ultimately manufacturing the Strida bicycle for mass production in 1985, Mark Strida had determined a number of design requirements, including weight, size, cost and aesthetic appeal.

This project is largely inspired by Sanders’ project and thesis and outlines various pre-requisites for a final project presentation, which begin with comparison with the existing MBS bicycle and system (although some aspects are likely to be left unchanged).

Interviews & Surveys Interviews, like benchmarking, can be involved in a project throughout the design process as they embody a sustainable form of research for numerous applications. This project utilised interviewing as a research method prior to some of the field and context and application research, which exhibited a particular attitude of the average bicycle consumer towards aesthetic subjectivity and riding motives.

I was also able to interview and record a conversation with staff from the Melbourne Bike Share service, who provided me with feedback from a maintenance perspective. This was extremely helpful as I was able to immediately determine two re-design opportunities: the new concept could incorporate a tire pump or service station at each docking station kiosk, if not tubeless tires of some description.

Additionally, I learned that an area in need of greater improvement is the design of the kiosk interface, which users often find difficult to use or simply confusing.

than surveys. The primary difference between the two design methods involves a more emotional connection between the interviewer and the subject; understanding the participant’s behaviour and motives allows the interviewer to identify and meet their needs more actively and efficiently.

I was able to survey 140 people via Typeform in order to learn valuable information about overall perceptions of the current MBS system, as well as to get an idea about average spendings on alternative transport, such as Myki train fares and car parking fees.

Interviews can be confused with surveys, but are often associated with more open-ended questions

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Prototyping & Co-Design Initial prorotyping was used to gain a more accurate understanding of the model size - particularly, the size of the display screen. Cardboard cutouts had been attached to an actual bicycle for a most basic understanding of scale, however the method was deemed too time-consuming for its worth.

3-D printing was used for its rapid and relatively accurate outcome capabilities, and the head stem model was able to quickly highlight structural weaknesses and surfaces that required re-modelling for (mainly) visual purposes. Due to a printer error that offset the part’s entire surface approximately 10mm, the part was unusable anyway; however, it provided a general understanding of scale - which would be especially needed to determine what kind of display screen could be mounted above the head stem and how it might be mounted, given the limitations of the available space. From these prints, the part was quickly remodelled so that it could be taken to the a manufacturer to be milled.

The head stem was chosen to be prototyped as it would create a dicplay that could potentially communicate the overall aim of the service design more easily. The part file was sent to eh

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manufacturer, and revised and re-sent multiple times as various fillet radiuses and cutting angles would have been more difficult to mill than necessary (although possible, given the 5-axis cutter). One of these revisions included squaring off one plane above the handlebar arc with the flat surface above it (or beneath while cuting) to reduce the difficulty of the cut and hence the amount of time it would take to set up a different cutting path at odd angles to an origin axis, which also had to be measured, etc.

mounted to the machine was another task that could take some time to resolve, given tool and mounting block limitations.

Realistically, both the head stem and handlebar clamp would be cast after machining a negative mould, so that the part could be hollowed out and given more features to enhance structural strength; however, this method of manufacturing was suitable for a single prototype, particulalry where actual mass-production in the future is unlikely.

Co-design allows the designer to work closely with an individual or team from a different field, in order to capitalise on maximum shared insights across professions and ultimately better understand the context of the task. I worked with the manufacturer to quickly make decisions regarding trade-offs that could either increase the quality and accuracy of the cut, but at the same time raise the job time frame and financial costs, or on-the-spot design revisions that would progress the job faster and at less cost but with a potentially lower grade surface finish, among other variables.

Determining how the parts could be

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The frame that borders the display screen (for the purpose of a display, this model is encasing a mobile phone) had to be printed with plastic rather than milled from aluminium, as a dsplay phone hadn’t been selected and dimensioned prior to milling the head stem.

With unknown dimensions, the plastic cover would be easy to reproduce if necessary, whereas the necessary turnaround period for a third metal part would have been outside the available timeframe.

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CAD & MODEL RENDER DEVELOPMENT

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CAD MODEL & RENDER DEVELOPMENT The bottom bracket has been explored with more detail than some components, due to its irregular assembly.

The hubless bottom bracket has mostly been integrated into the design to adhere to a particular aesthetic, which has been guided by numerous ‘futuristic’ bicycle concepts.

Many of these existing designs are simple enough, though they are often attached to series hybrid bicycles, which don’t use the more common parallel

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drive, such as a chain, belt or shaft.

For this project, which involves some consideration for a financial budget, the more standard belt drive has been selected due to its low maintenance requirements and general cleanliness.

However, due to the irregularity of a hubless bottom bracket, detail considerations such as bearing and bolt sizes and overall diameter were a necessity for some further refinement.

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CAD MODEL & RENDER DEVELOPMENT

Laser projects a bicycle symbol to warn other road users

The LED headlight and laser symbol are located underneath a small (30mm diameter) transparent lens under the head stem

Tilted at a downward angle to reduce glare for other commuters and to maintain the laser symbol’s clarity on the road ahead

LED panel offers a larger luminescent surface for greater visibility

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CAD MODEL & RENDER DEVELOPMENT Forks and mudguards constructed from a single part: hydroformed sheet aluminium, supported by cast blocks and assembled with security bolts

Drum/hub brake beside single-sided fork

Extruded and machine-bent outer rims with hydroformed sheet spokes, connected at cutouts in the extrusion

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The seatpost can be adjusted vertically and horizontally

Battery store mid-bike to power motor and display screen

Rear hub pedal assist motor, concealed underneath hydroformed sheet

Solid foam tyres (puncture-proof) Hollow/hubless bottom bracket

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CAD MODEL & RENDER DEVELOPMENT

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CAD MODEL & RENDER DEVELOPMENT

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REFLECTION I started this design research project with the intention of designing a bike light.

The Field essay and context research motivated me to design a product that could integrate many of the winning attributes of popular bike lights into one device. After looking more deeply into the field, I decided that there were so many bike light designs that appear all the time with so few innovative concepts, and that I wouldn’t want to design something that would just become lost amongst a sea of similar, if aesthetically pleasing concepts.

Looking more broadly into an application for design within the bicycle context, and after much research into the context of bike lights and the market, and its competitors and the increaingly commonly adopted technology inside, I began to see that the significance of bike share programs as well as visibility as a whole safety aspect was also quite important to the consumer, which in this case refers mainly to non-cyclists. I was still reasonably interested in bicycle light design with the possibility of exploring the integration of lights and other components into the bicycle itself, but that led me to an area of design that didn’t particularly interest me quite so

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much.

I became intrigued by the possibility also of re-designing the share bike scheme afterconsidering the potential freedom from picky market niches in such a broad industry. One opportunity for design that I felt was extremely significant was to look at alternative manufacturing methods to what is considered standard, as a means of discoursive design. With these types of concepts, if a design is different enough then the execution itself is less important than the opportunity for refinement that it creates, or that it allows other designers to embrace. These types of concept designs are inspiring and can lead to even more resolved and improved designs in the future.

I found the most difficult part of this research project to be the commitment to an area of inquiry, which I now believe would have been much less complicated if I had persisted with the first are of interest that I investigated and found more concrete evidence for a market gap or opportunity, instead of essentially wasting a substantial amount of time deciding what, exactly, I should be designing. However I do not regret choosing to go down the design path I

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have selected with concept design and an integrated system, because this has enabled me to pursue a project and in particular a concept proposal that interests me personally. I believe that the service design could be proposed to a council body and become a relevant system if the context is appropriate in a particular location, socially and financially above all. Clearly, this is something I have catered to what I know and have learned about Melbourne, however there are still clear flaws that would require lvolumes of further research and statistics to fully address.

I had never delved too deeply into service design prior to this project, so knowing where to start was quite difficult at first. Where to set limitations, where assumptions could and couldn’t be made with a lack of information...

I wasn’t particularly interested in the service design at times, knowing that the physical concept could be somewhat more crucial to the project towards the end, however this priority shifted constantly and ultimately to the hinderance of the project, where neither aspects have been realised to the degree that I would have liked.

I regularly became caught up with CAD modelling, particularly designing some complex surfaces that couldn’t

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mate. I wanted to try to spend the extra time to finish these surfaces fully nad properly so that in the long run, parts could be printed without much prior remodelling required, and also to make many of the surfaces parametric so that they non-fixed dimensions could be adjusted with decision changes at later stages of the project.

Prototyping had not gone at all to plan by the end of the year, as the project outcome frequently changed - firstly from a bike light to a concept bike, and then completely re-modelled to a new form and essentially, a new bike.

As such, more time was wasted than necessary while working on bike light concepts, particularly while trying to learn to program a microcontroller that could illuminate the bike light with multiple LEDs and varying blinking patterns and colours. I had also then spent a significant amount of time working on a brief prototype in CAD to test one concept.

Prototyping for the final project outcome was more concerning though, as with each priority shift from product to service I was unsure of my final outcome (other than producing visual outcomes

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for both). At first, I wanted to prototype a hubless bottom bracket until after spending the time refining a CA model, the I realised that it was less significant to the design than other features. Again caught up in CAD, however, many of the initial prototyping aspirations (to 3D print a scale model of the bike and to refine the model well enough to better explain some of the functional decisionmaking process behind the design) were never realised.

I am quite happy with the concept and the service as a whole, though, as I can see the merits after spending so much time establishing those merits based on the need to address an issue or concern with current systems.

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Degree in Industrial Design Engineering (IDE) Berg, B. (2008). Visual Ethnography. Retrieved December 11, 2015, from https://srmo. sagepub.com/view/sage-encyc-qualitative-research-methods/n489.xml Riviera, D. (2010, July 1). Picture This: A Review of Doing Visual Ethnography: Images, Media, and Representation in Research by Sarah Pink. Retrieved December 11, 2015, from http://www.nova.edu/ssss/QR/QR15-4/pink.pdf All photos and images are property of Jordan Runciman , unless sourced from Pexels under Creative Commons.

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