2017 IEEE International Symposium on Parallel and Distributed Processing with Applications and 2017 IEEE International
Conference on Ubiquitous Computing and Communications (ISPA/IUCC)
Joint Resource Optimization of Shared Electric
Bicycles in Smart Cities
Peng Liu† , Yue Ding† , Tingting Fu†,∗ ,Dagang Li‡
† School of Computer Science, Hangzhou Dianzi University, Hangzhou, China 310018
‡ SPCCTA, Shenzhen Graduate School, Peking University, Shenzhen, China
∗ Corresponding author: ftt@hdu.edu.cn
Abstract—As an important part of the green transportation
of the smart city, the public electric bicycle sharing system has
been deployed in more and more cities. However, users often
encounter the situation that no bicycle left for rent or no available
dock to return, due to many factors such as dynamic demands
and stochastic usage, which seriously affects the experience of
users. The state-of-art technology ”borrow anywhere & return
anyplace” for public bicycles is not suitable for electric bicycles
since latter ones need docks for batteries recharging. Therefore,
the efficient allocation of the stations, bicycles and docks, is
still the key solution to the problem. This paper proposes a
joint optimization of the resources allocation under the condition
of limited number of stations, bicycles and docks, as well as
the synthetical profiles of the candidate locations. The three
factors are fully considered. Furthermore, part of resources
are especially preserved for the future scheduling so that the
proposed scheme can adapt to the dynamics. Users’ behavior is
modeled as Poisson distribution for each location. The goal of the
solution is to optimize the total QoS, not that of a single station.
Through the experiments on real data trace, it shows that the
proposed resource allocation scheme can achieve better QoS.
I. I NTRODUCTION
In favor of advanced information technologies, cities are
becoming smarter and smarter, not only in management,
but also in services. One of the most important thing that
people concern is the transportation problem. Although public
transportation systems, such as buses and metro, have been
serving people for more than one hundred years, they still fail
to provide individual and on demand services. Taxis are good
supplement for private services, however, their profits force
them expect long distance transport. Public [1] or shared [2]
bicycles are emerging in many countries which are promising
means to solve the ”last mile” transportation problem, but there
still exists some demands waiting to be fulfilled. For example,
transportation with moderate distance, is too painful for a
bicycle ride (in a bad weather condition) or very disappointing
for a car driving (in a bad traffic jam). Electric Bicycles
have been considered as an important supplement to current
public bicycle systems. They are powered by electricity so
that they need less labour and run further and faster. The
management and scheduling of public bicycles has been an
hot topic for a while, which aims to improve the efficiency
and user experience. The electric bicycle system has the same
challenges as the traditional bicycles. However, compared with
shared bicycles, which do not need docking stations, electric
0-7695-6329-5/17/31.00 ©2017 IEEE
DOI 10.1109/ISPA/IUCC.2017.00171
bicycles rely much on those stations since they can provide
charging services.
RFID [3] or GPS [4] are common equipments of modern
bicycles which make it easy to record the history usage
or realtime information of any bicycles. For example, the
number of available bicycles at any station, the borrowing
and returning records of any bicycle, or all records of a
given station. Thus, according to the movement pattern, the
future demand could be estimated and then scheduling and
assignment could be applied prior [5]. These solutions are
good for dynamic scheduling, however, station localization
and dock allocation must be done ahead to meet the basic
requirement, since all scheduling have to be executed based on
current resources. In practice, due to limited budget, there must
be an upper bound for the number of stations and bicycles, as
well as number of docks in a station. Therefore, it is vital to
allocate resources efficiently. Existing work either considers
static deployment, or dynamic scheduling only. For example,
in [6][7][8][9], stationary bicycle stations locations and bicycle
allocation are considered. In [2][10][11], dynamic schedulings
are studied. However, although the borrow-return transactions
vary from case to case, from time to time, or from month to
month, the dynamic is limited in a boundary and based on
fundamental resources. To maximize the system performance,
both stationary allocation and dynamic scheduling must be
considered simultaneously.
In this paper, we propose to implement a joint optimization
of three basic resources of electric bicycle system, i.e., station
deployment, dock assignment and total number of electric
bicycles. To be distinguished from existing work, in the
proposed method, part of resources are reserved for future
dynamic scheduling. The portion is carefully chosen to balance
the basic requirements and dynamic ones. Three steps are
adopted in the scheme. The first step is to select the locations
of stations according to user gathering points [12]. The second
step is to assign major part of docks and the total number of
electric bicycles. The last step is to assign dynamic docks
and bicycles according to flow of bicycles between stations.
The optimization problem is NP hard and has no polynomial
solution. Therefore, to reduce the computing cost, we propose
a greedy algorithm to approximate the optimal solution. The
future work includes working on a more precisely solution
based on the prediction of user mobility and city open data
as well as incentive strategies to encourage user to borrow or
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return bicycle from or to an adjacent station. Currently, the
main contribution of this paper can be summarized into two
folds.
• Conduct joint optimization on station location, dock
assignment and number of bicycles,
• The future dynamic demands are separated from the basic
demands, both demands are considered by the algorithm,
which can significantly reduce the situation of back-and-
forth assignment between stations.
The rest of paper is organized as follows. Section II men-
tions the related work. Section III introduces the system model.
Section IV illustrates the design of the joint optimization
in detail as well as the assignment of auxiliary docks and
bicycles. Section V brings forward the simulation results and
Section VI concludes the paper.
II. R ELATED WORKS
The estimation of future demands and trips of shared
bicycles is one of the hottest research topic in the area. Based
on the accurate prediction, the scheduling of resources will
achieve better performance. in [2], the authors try to find the
connection among rental stations, and cluster them according
to rental pattern. After that, combined with weather, time,
temperature, social relationship and traffic status, using Mont
Carlo simulation to estimate the demand. From the data trace
of New York and Washington DC, it proves that the method
has very high prediction accuracy. Xie [1] uses updated Elman
neural network to predict a single station but fails to discover
the relation between stations. Therefore, it has only local view
of the information. Besides clustering stations, Lin [13] further
connects those station into a network which achieves idea
prediction accuracy. Furthermore, the total flow of users [14]
and circle distribution method [15] are applied to estimate the
demand of bicycles. Some work finds that gravity can be used
to describe the rental duration, based on the data from Ningbo,
Hangzhou and Beijing [16]. Although above work can support
dynamic scheduling of mobile resources such as bicycles, they
can do nothing on stationary objects such as docks.
The allocation of rental station is another important issue.
In general, stations should be deployed close to people or key
transportation interchange. Li [6] uses government planning
and feedback from resident, do the planing from a very high
level. In [17], they think it costs too much to do social
investigation so that they try to predict the possible trajectory
of bicycle users. Many open data is utilized, such as area
functionality, human behavior, and community information,
etc. The method achieves a good performance. In [7], self
adaptive genetic algorithm is applied to solve the station
allocation problem, and find the solution with minimal cost.
Zhang [8] brings forward bicycle allocation algorithm based
on the station allocation algorithm. They also consider the
utilization of docks.
In summary, existing work concentrates either on the offline
pre-allocation of resources or the online scheduling algorithms.
It is difficult for the former dealing with dynamic changes. The
1139
latter is only good for handling part of the demands bounded
by the total resource they can use.
III. S YSTEM MODEL
In this section, we illustrate the system model. We consider
that in a city, according to the historical experience and future
prediction, there are total N users needing to be served. At
the mean time, there are M sites (Gathering point, GP) as
candidate locations for docking stations deployment. However,
the budget only allows R stations and K electric bicycles to
be deployed, as well as S docks, where M ≥ R, and no more
than one docking station can be deployed at each candidate
site. We use vector − →r = {r1 , r2 , ..., rm } to indicate if a GP
is chosen for docking station deployment, where ri ∈ {0, 1},
and 0 means no deployment, 1 means deployment. Apparently,
in most cases, it is impossible to deploy a docking station at
every site. Even if we did, then each docking station will be
assigned limited docks which helps little in improving system
performance. On the other hand, if less docking stations are
deployed, there might be excessive docks at some GPs and the
coverage performance of the system cannot be guaranteed. We
use vector − →
s = {s1 , s2 , ..., sm } to indicate number of docks
assigned to each docking station, where si ≥ ki , S ≥ K. The
target of this paper is to conduct joint optimization of docking
station deployment, number of docks and electric bicycles so
as to achieve maximal service performance with less resources.
Unnecessary redundance will be definitely reduced.
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electric
docks
bicycle
Fig. 1. A demo to show the allocation and assignment of docking stations,
electric bicycles and docks (where R = 4, K = 38, S = 49).
Fig. 1 shows the resource allocation problem this paper
is going to solve. There are total 5 candidate sites (GPs)
can deploy docking stations, however, the total number of
docking station is 4. At the same time, the number of electric
bicycles and docks are 38 and 49 respectively. An optimization
should be carried out to achieve better service quality. After
building the basic model based on static visiting numbers, to
reserve operation space for future scheduling, temporal-spacial
model of bicycle borrowing and returning has to be further
considered. Due to the uneven distribution of borrowing and
returning events within a 24 hour percoid, we divide time into
several time slot, represented by Ti . Each station will have its
own duration of time slot to reflect the situation happened lo-
cally. Ti (in) is the number of returned electric bicycles in that
slot while Ti (out) stands for the number of borrowed ones.
Based on the statistic of borrowing and returning information,
we have algorithms to schedule auxiliary docks and electric
bicycles.
IV. J OINT OPTIMIZATION
The problem proposed above is a NP hard problem, we
try to bring forward a near optimal solution in this paper.
There are three steps for the algorithm. First, we assume there
is no limitation of the number of available docking stations.
Since each GP will have a docking station, we assign electric
bicycles to each station and sort them in descending order.
The second step considers there are only R stations available,
we user the first R stations in the queue, then do assignment
again. If two stations in the list have identical number of
electric bicycles, we re-sort them will further consideration of
the borrowing and returning records of them. Then we assign
major part of docks and electric bicycles to these R stations
according to each station’s borrowing and returning records.
The final step is to assign rest of docks and electric bicycles
to these stations as auxiliary resources.
A. Selection of GP location
Before we are going to deploy the stations, the first thing
is to inspect all candidate locations, which are called gath-
ering points (GPs). There are many factors that need to be
considered. The most important one is the functionality of
the area. For example, places near stadiums, dense resident
area, commercial or business center, and major transportation
hubs, will definitely have a large amount of requirements for
electric bicycles. The second important one is the moving
pattern of people, which in most cases follows some regularity,
e.g., work commute, shopping, sightseeing, etc. These factors
could affect each other and may have coefficients. Finally,
at some luxurious residence area or business centers, people
tend to go other places by car. Therefore, the circumstance
of education and income should be another important factor.
Since there exits a lot of work discussing the location selection
of GPs [1][13][14][15], in this paper, we assume the potential
locations of GPs have been given using exiting strategies.
B. Estimation of demands of bicycle borrowing
Through the visiting statistic of a GP within a certain period
of time, we could estimate the future demand. First, we define
the visit behavior to a GP by a user. Apparently, at this time,
a visit cannot be an actual borrowing or returning since the
station has not been deployed. As shown in Fig. 2, user E
is far away from both GP 1 and GP 2, which means there
is a low probability that he will borrow bicycles from those
GPs. For user B, although his destination is close to GP 3,
but because he is far from GP 2 so that he will also not to
borrow bicycles from there. We can assume, the distance D
between either user’s starting point or destination and a GP (in
the experiment, we set D as 300 meters), he will not consider
borrowing an electric bicycle since he either dose not know
1140
E
A
GP 1 C
D(300m) G GP 2
B
GP 3
F
D
Fig. 2. The estimation demand of GPs.
the existence of the GP, or not want to walk so far. Therefore,
we can filter many unreasonable visits.
Definition 1: A valid visit between user Ui and GP Gj
is defined as user’s trajectory must be cover by at least two
circles which is centered at GP and the radius is D, for any
GP Gj we call a valid visit between Ui and Gj
In Fig. 2, user B and E generate invalid visits, which
have no impact on our algorithm. User A, C, D, F and G
all generate valid visits. Regarding GP1 , there might be two
borrows and one return. Regarding GP2 , there might be one
borrow and two returns. Regarding GP3 , there might be two
borrows and two returns. In the beginning, we consider the
worst case. That is, each visit will incur a borrow or a return.
Therefore, in a time slot T , the maximum demand at Gj can
be calculated as
M axQj = Vj (1)
where M axQj stands for the maximal demands of electric
bicycles in time slot T at GP Gj , Vj is total valid visits to
Gj in the same slot. Actually, it is not necessary for user to
borrow or return a bicycle when he visits a GP. His behavior
could be divided into three categories, i.e., borrow, return, pass
by. Therefore, we have the following definition.
Definition 2: three kinds of visits from Ui to GP Gj . If
user’s starting point is located in the Gj ’s range, the visit
is regarded as a borrow, represented by Vj (OU T ); if user’s
destination is within the range of Gj , it is regarded as a return,
represented by Vj (IN ); other cases are regarded as a pass,
represented by Vj (P ASS).
Therefore, we have
Vj = Vj (P ASS) + Vj (IN ) + Vj (OU T ) (2)
However, it is not necessary that users with return proba-
bility have borrowed bicycle before. Neither will users with
borrow probability finally borrow a bicycle. According to [18],
the users’ behavior abides by the poisson distribution. Assume
the expectation of borrow is λj at GP Gj , we have
 m

λxj −λ
Pj (Vj (OU T ) = x) = e , x = 0, 1, ... (3) L(k) = (kj , whererj = 0) (7)
x!
j=1

It is easy to calculate the value of λ, for example, in Fig. 2, These bicycles will be used as auxiliary resources, as shown
for GP3 , parameter λ for borrowing is 2 which implies that in the following subsection.
two users having valid visit will leave GP3 .
In this paper, we hope there is a high rate of successful Algorithm 1 Bicycle allocation algorithm
service at each station. The quality of service when assigning Input: P (λj ), K
kj electric bicycles at Gj during the time slot T is SerQj (kj ) Output: k
1: initiate 
k = 0, 0, ..., 0
kj
 2: FOR i = 1 to K DO
SerQj (kj ) = P (i, λj ) (4)
3: FOR j = 1 to m DO
i=1
4: compute ΔSerQj (kj ) = P (X = (kj + 1)) − P (X =
Then we have the globe optimization target function and kj )
limitations formulated as below 5: END FOR
6: Find maximal ΔSerQj (kj )
m kj
  7: kj = kj + 1
M aximize F (k) = (rj × P (i, λj )) 8: End FOR
j=1 i=1
9: Return  k = {k1 , k2 , ..., km }
m

s.t. kj = K, (5)
j=1 C. Estimation of docks at each station
m
Besides borrowing demand, users also need to return their
rj = R, rj ∈ {0, 1} electric bicycles. For electric bicycles, the dock is not only
j=1
acting as a lock but also as a charger. User must return
The above optimization problem is NP hard, so we propose it properly can it be charged to serve the next customer.
to use greedy algorithm to finish the second step. First we If there are not adequate docks, user cannot return their
assume the resources are adequate, therefore each GP can have bicycles. They might need to wait or return bicycles to further
a station, then we can remove the second constraint, we have stations, which brings great inconvenient. The simple way is
kj
m 
to assign the same number of docks as the bicycles at the
 beginning. However, when the system is in operation, it is not
M aximize F (k) = P (i, λj )
necessary that borrowing and returning remain balance so that
j=1 i=1
m
(6) the estimation of docks must be considered separately.

s.t. kj = K According to Def. 2, in a time slot T , the maximal demand
j=1 for docks at GP Gj is
We propose Alg. 1 to solve it. The main idea is at each
M axQj = M axUj = Vj (8)
round, we add one electric bicycle. We calculate service
quality of each station SerQj (kj ) when the new bicycle is
assigned to it. Finally, we chose the station with maximal Also, not all users that visited GP will return bicycles,
increasing service quality to assign the bicycle. Notice that, similarly, we record the returning status at GP Gj which abides
in step 5, if the current increment is the same, we compare by poisson distribution as well. ηj is used to indicate the pa-
the future increment, and chose the one with maximal value. rameter. To reserver some docks for future scheduling, we set
Because only the local situation is considered, after all bicycles aside L(s) docks where L(s) = L(k) (each reserved bicycle
have been assigned, the total increment is close to the optimal is corresponding to a dock, it is a conservative solution). From
solution. above section, we formulate the problem as
Now we introduce the resource limitation that the total
number of available docking station is only R. Vector kj is m 
 sj

sorted in descending order and the first R elements will be M aximize F (s) = ( P (i, ηj ), whererj = 1)
j=1 i=1
assigned to stations. If ki and kj are equal, then sort them
m

according to λi and λj . If they are still equal, then sort (9)
s.t. sj = S − L(s),
them by Vi and Vj . After sorting, the number of bicycles is
j=1
corresponding to Eq.(6). When R is less than the number of
GPs, some GPs without stations are still assigned bicycles sj ≥ kj
in the first step. In that case, these additional bicycles are The problem can be solved using similar solution as men-
represented by L(k), and tioned above.

1141
D. Assignment of auxiliary docks and bicycles
To deal with the higher demand during peak time, in this pa-
per, we propose to use auxiliary dock and bicycles. In another
word, to reserve some resource and conduct prior assignment
at certain stations that may encounter peak demands. With
additional reserved resources, this can help those dynamic
algorithms work more efficiently.
If bicycles resources are not enough to meet the requiremen-
t, i.e., L(s) = L(k) = 0, it is not possible for any reservation. (a) Station 285 (b) Station 499
If L(s) = L(k) > 0, we formulate the problem as Fig. 3. One day record for borrowing and returning at two stations

m L(k)
 j
M aximize ( P (i, (λj − ηj )), whererj = 1 λj > ηj )
ratio. We assume all data from Citybike is the real demand for
j=1 i=1
any station. Based on that, we can test our methods through
m
 reducing available resources. The initial number of dock is
s.t. L(k)j = L(k) 120% of the total electric bicycles.
j=1
(10)
According to Alg.1, the near optimal solution can be
achieved either. The calculation of auxiliary docks are little
bit complex than auxiliary bicycles. First, it must satisfy those
stations that have been assigned with auxiliary bicycles. Then
the additional docks can be assigned to other stations. There
are two steps.
(1) Assign docks to auxiliary bicycles, i.e., for any GP Gj ,
assign L(k)j − (sj − kj ) docks to it;
(2) Use following equation to get optimal allocation for the
rest of auxiliary docks:

m L(s)
 j
M aximize ( P (i, (ηj − λj )), whererj = 1 ηj > λ j )
j=1 i=1
Fig. 4. Service quality v.s. total number of electric bicycles.
m

s.t. L(s)j = L(ŝ)
j=1
(11)
In summary, our scheme firstly ensures the basic require-
ment in the whole area with the constraints of resources. Then,
if additional resources are available after step one, we will
allocate these spare docks and bicycles using similar algorithm
to achieve future scheduling performance.
V. S IMULATION AND EXPERIMENTS
We use the trace data from New York public shared bicycles
system [19]. Fig. 3 shows two stations in Citybike (ID 285 and
499). It contains 24 hours borrowing and returning data. Two
stations have similar pattern. During hour 0 to 8, there are less
borrowing and returning activities, the peak time is afternoon
and before nightfall. During borrowing peak, less bicycles
are returned (station 499 at 4pm), or less borrowing during Fig. 5. Service quality v.s. total number of docks.
returning peak (station 285 at 6pm). Thus, the station must
have sufficient bicycles or docks to provide service, rather As shown in Fig. 4, the y-axis represents the total number of
than rely on the balance of borrowing and returning. electric bicycles in the system. If the resource is adequate, the
We evaluate the system performance from four aspects, proposed algorithm can satisfy the demand (borrow). When
namely, average service quality (borrow), average service reduce the available bicycles in the system, our algorithm
quality (return), bicycle utilization ratio, and dock utilization still can achieve near 100% service quality, until the available

1142
bicycles drops to 80%. Via average utilization, we could see
that many bicycles are in idle state. By applying the proposed
method, it can greatly improve the utilization, which will
bring higher service quality with less resource requirement.
However, 100% is not possible to achieve.
Fig. 5 shows the average service quality for returning and
the utilization of docks. Similar to bicycles, through global
optimization, reduce redundant docks, and ensure the quality
of services.
VI. C ONCLUSION
In this paper, a joint optimization method is proposed to
improve the quality of service for the emerging new trans-
portation means of electric bicycles. The major constraints
are the number of docking stations, the total number of
electric bicycles and the number of docks. We build the
possibility model of docking station allocation, and propose
a serial of target function. Furthermore, auxiliary resources
such as bicycles and docks are considered for future dynamic
scheduling, and additional assignment is conducted.
The simulation is based on the public bicycles of New York
city. The results show that our method can improve the quality
of service efficiently. Namely, our method needs less resource
while provide same quality. The future work includes further
optimization on reservation of bicycles and docks which will
better fit the dynamic scheduling.
ACKNOWLEDGMENT
This work is supported by the Natural Science Foun-
dation of China (61601157), Chinese Scholarship Council
(201208330096).
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