Abstract
ABSTRACT Worldwide bike-sharing systems are growing in popularity as an alternative, environmentally friendly mode of transportation. As cities seek to further develop bike-sharing programmes, it is important to consider how systems should expand to simultaneously address existing inequalities in accessibility, and best serve demand. In this paper, we determine ideal locations for future bike-sharing stations in Glasgow, Scotland, by integrating demand modelling with accessibility considerations. We began by analysing the spatio-temporal trends of bike-sharing usage, and assessed the spatial equity of access to stations in Glasgow. To identify important determinants of bike-sharing demand, we ran an ordinary least squares regression model using bike sharing trip data from Nextbike Glasgow. We then quantifiably measured the level of spatial accessibility to stations by applying the two-step floating catchment area (2SFCA) methodology and ran a GIS weighted overlay analysis using the significant determinants of station demand. Lastly, we combined the demand and accessibility results to determine where new stations should be located using a maximum covering location problem (MCLP) that maximized the population served. Our results show that distance from transit stations, distance from downtown, employment rates, and nearby cycling lanes are significant factors affecting station-level demand. Furthermore, levels of spatial access were found to be highest primarily in the centre and eastern neighbourhood of Glasgow. These findings aided in determining areas to prioritize for future station locations, and our methodology can easily be applied to other bike-share programmes with adjustments according to varying aims for system expansion.
Highlights
Worldwide bike-sharing systems are growing in popu larity as an alternative, environmentally friendly mode of transportation
We quantifiably measured the level of spatial accessibility to stations by applying the two-step floating catchment area (2SFCA) methodology and ran a GIS weighted overlay analysis using the significant determinants of station demand
In a survey conducted among bike-sharing users in Melbourne, ‘convenience’ was the top reason for using the programmes, accounting for 24% of responses, fol lowed by being ‘close to public transport’ (14%) and ‘close to work’ (10%) – both of which could be classified under convenience (Fishman 2012)
Summary
Worldwide bike-sharing systems are growing in popu larity as an alternative, environmentally friendly mode of transportation. Studies show that the fre quency of bike-sharing usage increases when more cycling infrastructure (i.e. bicycle lanes) and bikesharing facilities (i.e. stations and their capacities) are available near a bike-sharing station (Bachand-Marleau, Lee, and El-Geneidy 2012; Wang et al 2016; FaghihImani et al 2014). Convenience is one of the main motivations for using public bikes to solve the ‘last-mile’ transit problem (Bachand-Marleau, Lee, and El-Geneidy 2012; Fishman 2012). In regard to multi-modal trips, a survey completed by bike-sharing users in Montreal, showed that users mostly use bikesharing in combination with the metro (compared with other modes of transportation) (Bachand-Marleau, Lee, and El-Geneidy 2012). Researchers have found that the farther the distance between a bike-sharing station and the central business district, the lower the bikesharing usage (Faghih-Imani et al 2014)
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