Paris is piloting hydrofoil water taxis

Artist's impression. Image: Seabubble.

The people of Paris could be using the waterways instead of roads, as early as summer. A new design concept called the Seabubble is due to be piloted in the French capital. The people behind the idea foresee a fleet of small electric hydrofoil taxi vehicles carrying passengers along the Seine, and much like a car sharing arrangement, its designers have even suggested they may be piloted by individual users.

Seabubbles, which can seat up to five people and are shaped like a car, employ proven hydrofoil technology which has been in use since Enrico Forlanini first baffled the inhabitants of Italy with it in the early 1900s.

Hydrofoil technology uses an underwater foil or arm which helps to lift the boat’s hull out of the water so that it can coast on the water’s surface. The drag reduction on these fast and efficient modes of water transport means a smoother ride – even in choppy waters. Larger hydrofoils are in use across the world. You can already catch a hydrofoil ferry in St Petersburg, Russia.

Commute by river

If these hydrofoil vehicles were adopted as a city transport, it would provide a fun, silent, electrically propelled and emission-free alternative to spending time in cars or buses on congested roads, or in the gloom of the Paris Metro system. Its designers are reportedly also seeking permission to use them on the Thames in London.

Paris already has an established and successful dry land equivalent in the electric car sharing scheme Autolib, so the Seabubble already has a lot going for it.

While the thought of using a water vehicle to get around a city with a 30-mile diameter may seem curious, let’s not forget that water has been used to travel across large cities for years. London, Venice, Hong Kong, Buenos Aires, New York, Auckland, and Rotterdam all use water buses and taxis of some description.

The river system in Paris snakes its way through the city in such a way that many important parts of town would be in easy walking distance from any moored boat. But as promising as this may be, there are still many unanswered questions.

Boat licences

Although water transport is used across the globe, they are all usually operated by a captain, and run along set routes, but Seabubbles’ designers propose that they could be driven by members of the public. Anyone operating a boat in France requires a boat licence. In fact, there are three different licence types, depending on the type of “driving” you intend to do. So whether there would be enough incentive for someone to embark on a lengthy and thorough training course is yet to be seen. It might make more sense for these to exist as a taxi service for most.

It’s fair to assume that navigating the waters would require some measure of seamanship since avoiding collisions with other Seabubbles and drifting objects would present a daily challenge. Larger vessels would also be a constant and inflexible presence on the Seine and if a large quantity of Seabubbles come into use, they will contribute significantly to the on-water traffic, of which there is already plenty.

Nevertheless, Seabubbles claim that compared to roads, there would be less objects to hit in the water and that their vehicle is easier to handle than a car. They also suggest that innovative detail solutions could take care of any likely gremlins. Technology such as sonar and sensors could be employed to “read” the water ahead and reduce engine performance when objects are spotted. Or an automatic parking function could self-moor the vehicles once they are within reach of their landing.


Maintenance and repairs

Seabubbles can reach a speed of 20mph, and although this is seemingly modest, it is actually quite respectable on water. However, water feels firmer at higher speeds so this can put strain on the vehicle body. The stresses on their gliding points are high, and their structure is subject to a high levels of vibration – meaning that hydrofoils require regular and extensive maintenance. This combined with high usage and a potentially changing, relatively inexperienced clientele, means they may come in for frequent repairs.

All this considered, the project already has the backing of the city of Paris. And if the French pilot phase goes well, some of these questions should be answered, and Seabubbles may well provide Paris with another attraction.The Conversation

Chris Ebbert is senior lecturer in product design at Nottingham Trent University.

This article was originally published on The Conversation. Read the original article.

 
 
 
 

The ATM is 50. Here’s how a hole in the wall changed the world

The olden days. Image Lloyds Banking Group Archives & Museum.

Next time you withdraw money from a hole in the wall, consider singing a rendition of happy birthday. For today, the Automated Teller Machine (or ATM) celebrates its half century.

Fifty years ago, the first cash machine was put to work at the Enfield branch of Barclays Bank in London. Two days later, a Swedish device known as the Bankomat was in operation in Uppsala. And a couple of weeks after that, another one built by Chubb and Smith Industries was inaugurated in London by Westminster Bank (today part of RBS Group).

These events fired the starting gun for today’s self-service banking culture – long before the widespread acceptance of debit and credit cards. The success of the cash machine enabled people to make impromptu purchases, spend more money on weekend and evening leisure, and demand banking services when and where they wanted them. The infrastructure, systems and knowledge they spawned also enabled bankers to offer their customers point of sale terminals, and telephone and internet banking.

There was substantial media attention when these “robot cashiers” were launched. Banks promised their customers that the cash machine would liberate them from the shackles of business hours and banking at a single branch. But customers had to learn how to use – and remember – a PIN, perform a self-service transaction and trust a machine with their money.

People take these things for granted today, but when cash machines first appeared many had never before been in contact with advanced electronics.

And the system was far from perfect. Despite widespread demand, only bank customers considered to have “better credit” were offered the service. The early machines were also clunky, heavy (and dangerous) to move, insecure, unreliable, and seldom conveniently located.

Indeed, unlike today’s machines, the first ATMs could do only one thing: dispense a fixed amount of cash when activated by a paper token or bespoke plastic card issued to customers at retail branches during business hours. Once used, tokens would be stored by the machine so that branch staff could retrieve them and debit the appropriate accounts. The plastic cards, meanwhile, would have to be sent back to the customer by post. Needless to say, it took banks and technology companies years to agree common standards and finally deliver on their promise of 24/7 access to cash.

The globalisation effect

Estimates by RBR London concur with my research, suggesting that by 1970, there were still fewer than 1,500 of the machines around the world, concentrated in Europe, North America and Japan. But there were 40,000 by 1980 and a million by 2000.

A number of factors made this ATM explosion possible. First, sharing locations created more transaction volume at individual ATMs. This gave incentives for small and medium-sized financial institutions to invest in this technology. At one point, for instance, there were some 200 shared ATM networks in the US and 80 shared networks in Japan.

They also became more popular once banks digitised their records, allowing the machines to perform a host of other tasks, such as bank transfers, balance requests and bill payments. Over the last five decades, a huge number of people have made the shift away from the cash economy and into the banking system. Consequently, ATMs became a key way of avoiding congestion at branches.

ATM design began to accommodate people with visual and mobility disabilities, too. And in recent decades, many countries have allowed non-bank companies, known as Independent ATM Deployers (IAD) to operate machines. The IAD were key to populating non-bank locations such as corner shops, petrol stations and casinos.

Indeed, while a large bank in the UK might own 4,000 devices and one in the US as many as 12,000, Cardtronics, the largest IAD, manages a fleet of 230,000 ATMs in 11 countries.


Bank to the future

The ATM has remained a relevant and convenient self-service channel for the last half century – and its history is one of invention and re-invention, evolution rather than revolution.

Self-service banking and ATMs continue to evolve. Instead of PIN authentication, some ATMS now use “tap and go” contactless payment technology using bank cards and mobile phones. Meanwhile, ATMs in Poland and Japan have used biometric recognition, which can identify a customer’s iris, fingerprint or voice, for some time, while banks in other countries are considering them.

So it’s a good time to consider what the history of cash dispensers can teach us. The ATM was not the result of a eureka moment of a single middle-aged man in a bath or garage, but from active collaboration between various groups of bankers and engineers to solve the significant challenges of a changing world. It took two decades for the ATM to mature and gain widespread, worldwide acceptance, but today there are 3.5m ATMs with another 500,000 expected by 2020.

Research I am currently undertaking suggests that ATMs may have reached saturation point in some Western countries. However, research by the ATM Industry Association suggests there is strong demand for them in China, India and the Middle East. In fact, while in the West people tend to use them for three self-service functions (cash withdrawal, balance enquiries, and purchasing mobile phone airtime), Chinese customers consumers regularly use them for as many as 100 different tasks.

Taken for granted?

Interestingly, people in most urban areas around the world tend to interact with the same five ATMs. But they shouldn’t be taken for granted. In many countries in Africa, Asia and South America, they offer services to millions of people otherwise excluded from the banking sector.

In most developed counties, meanwhile, the retail branch and the ATM are the only two channels over which financial institutions have 100 per cent control. This is important when you need to verify the authenticity of your customer. Banks do not control the make and model of their customers’ smart phones, tablets or personal computers, which are vulnerable to hacking and fraud. While ATMs are targeted by thieves, mass cybernetic attacks on them have yet to materialise.

The ConversationI am often asked whether the advent of a cashless, digital economy heralds the end of the ATM. My response is that while the world might do away with cash and call ATMs something else, the revolution of automated self-service banking that began 50 years ago is here to stay.

Bernardo Batiz-Lazo is professor of business history and bank management at Bangor University.

This article was originally published on The Conversation. Read the original article.