Bikes ' without ' start run station in São Paulo

While the electric scooters still crawling in São Paulo, your main inspiration already gives the first cycling in city: dockless bikes (no station) can be rented at any point of the city, through a mobile application and cost less than a bus ticket. The system started with the Yellow, which operates 500 bicycles since the last day 2. By the end of the year, however, must be skinny, 120,000 offered by at least three different companies. For now, the Yellow is the only one to get a license from the city of São Paulo to rotate with the model. She disputed space, however, with Tembici and Trump, who operate the Itaú and Bradesco and programs have limited stations. To popularize the concept "no station", the startup bets on convenience and price: 15 minutes of pedaling cost, on average, R $1. Without citing numbers, the company says satisfied with the early days. "Our numbers are better than the leading bike sharing in developed countries," says Musa. The absence of rivals for the Yellow motive: the São Paulo City Hall hasn't released other companies that have asked for authorisation to act as the LINCS and Serttel and Mobike. Senior shared bikes market, LINCS and Serttel already works in Pernambuco 20 cities in Latin America in the fixed stations. In Sao Paulo, however, the company awaits the approval of City Hall to put 200 dockless bikes throughout the city. The project is a pilot for the company, which wants to learn in São Paulo and replicate the model across the country. Valued at $ $3.4 billion, the Chinese wait green signal Mobike City Hall to put 100,000 bicycles in the city, in your first year of operation. "Sao Paulo is attractive because it is similar to Beijing and do not have a prohibitive regulation," says Chris Martin, Vice President of global expansion of the Mobike. Its main Chinese rival, Ofo, also studies how come the country-the mention of Brazil was one of the surprises of the presentation of the company in the last F8, Facebook's Developer Conference in May. The equation to leave standing a shared bicycle company without fixed stations, however, it's not so easy. Big cities like Chicago, USA, have created laws forbidding the template. In addition, there is great competition – in China, a series of startups who tried to enter the market left behind skinny stacked graveyards in junkyards to do business. Another challenge is how to grow globally: the Ofo, for example, recently stopped its expansion plans in the US and left countries such as Germany and Australia. To Ciro Biderman, of FGV-SP, the challenge is even greater. In addition to the difficulty of scaling the business and bypass vandalism, you have to create the habit of using bicycles. For him, the companies are being optimistic. "Even in places famous for bikes such as the Netherlands, the number of trips is still small," he says. "It's a good model, but risky".