The article discusses the history, impacts, models of provision, and future of bike-sharing systems. It traces the evolution from the first generation in 1965 to the third generation in the 2000s, highlighting key developments and programs. The first generation, such as Witte Fietsen in Amsterdam, failed due to issues like theft and misuse. The second generation, like Bycyklen in Copenhagen, introduced more structured systems with stations and non-profit management. The third generation, starting in the 1990s, incorporated technology like smart cards, electronic locks, and mobile access, leading to significant growth in cities like Lyon and Paris with programs like Velo’v and Vélib’. Bike-sharing has had a profound impact on increasing cycling, improving public health, reducing greenhouse gases, and enhancing transit connectivity. It has increased cycle mode share in cities like Barcelona and Paris, and has helped reduce car usage. The environmental and health benefits are well-documented, though public health impacts remain under-researched. The article examines various models of provision, including government, transport agency, university, non-profit, advertising company, and for-profit models. Each model has its benefits and drawbacks, with the advertising company model being the most popular but raising concerns about moral hazard. The for-profit model offers more autonomy but may lack public sector support. The costs of bike-sharing programs vary widely, with capital and operating costs depending on system size, population density, and fleet size. Programs like Bixi and JCDecaux have different cost structures, with Bixi being relatively cheaper per bike. Looking to the future, the fourth generation of bike-sharing is expected to focus on improved efficiency, sustainability, and usability. This includes better bike distribution, easier station installation, solar-powered stations, enhanced tracking, and the introduction of pedelec (electric-assisted) bikes. New business models are also emerging, allowing smaller jurisdictions and universities to launch their own bike-sharing services. The article concludes that bike-sharing is rapidly evolving to meet the needs of the 21st century, with a growing global presence and increasing demand for sustainable transportation solutions. As fuel prices rise and environmental awareness grows, bike-sharing is likely to play a significant role in future urban mobility.The article discusses the history, impacts, models of provision, and future of bike-sharing systems. It traces the evolution from the first generation in 1965 to the third generation in the 2000s, highlighting key developments and programs. The first generation, such as Witte Fietsen in Amsterdam, failed due to issues like theft and misuse. The second generation, like Bycyklen in Copenhagen, introduced more structured systems with stations and non-profit management. The third generation, starting in the 1990s, incorporated technology like smart cards, electronic locks, and mobile access, leading to significant growth in cities like Lyon and Paris with programs like Velo’v and Vélib’. Bike-sharing has had a profound impact on increasing cycling, improving public health, reducing greenhouse gases, and enhancing transit connectivity. It has increased cycle mode share in cities like Barcelona and Paris, and has helped reduce car usage. The environmental and health benefits are well-documented, though public health impacts remain under-researched. The article examines various models of provision, including government, transport agency, university, non-profit, advertising company, and for-profit models. Each model has its benefits and drawbacks, with the advertising company model being the most popular but raising concerns about moral hazard. The for-profit model offers more autonomy but may lack public sector support. The costs of bike-sharing programs vary widely, with capital and operating costs depending on system size, population density, and fleet size. Programs like Bixi and JCDecaux have different cost structures, with Bixi being relatively cheaper per bike. Looking to the future, the fourth generation of bike-sharing is expected to focus on improved efficiency, sustainability, and usability. This includes better bike distribution, easier station installation, solar-powered stations, enhanced tracking, and the introduction of pedelec (electric-assisted) bikes. New business models are also emerging, allowing smaller jurisdictions and universities to launch their own bike-sharing services. The article concludes that bike-sharing is rapidly evolving to meet the needs of the 21st century, with a growing global presence and increasing demand for sustainable transportation solutions. As fuel prices rise and environmental awareness grows, bike-sharing is likely to play a significant role in future urban mobility.