Private Bicycle Research Articles

User characteristics and preferences for micromobility use in first- and last-mile journeys in Dublin, Ireland

Micromobility and public transport integration is an area of urban mobility that has been increasingly gaining attention and importance. The necessity to provide improvements to public transport services and their spatial reach in order to reduce the number and volume of car trips in cities is irrefutable. The integration of micromobility and public transport is often presented as a valuable strategy to improve door-to-door connectivity and coverage of existing public transport services, via provision of key first- and last-mile or access-egress connections. The aim of this study was to understand and model the propensity of commuters in County Dublin to use micromobility (private and shared) in the first- and last-miles of their public transport journeys. A stated preference experiment was conducted with a focus on these specific segments of the journey and a mixed logit model was estimated to identify user characteristics and preferences based on socio-economic factors, mobility patterns and attitudes towards and previous experience of shared mobility. The results show that, in this particular case study, respondents with a strong walking preference were less likely to be interested in private micromobility and sharing services for the first- and last-mile. A common assumption that walking is a last resort, and only chosen when there are no other options available was not confirmed by the findings of this study. Moreover, competition between the modes showed that private bicycles are the preferred mode after walking, followed by private e-scooters, while shared modes were less likely to be chosen over walking, and shared e-scooters less so than shared bicycles. Overall, the findings suggest that a small percentage of the sample – mainly young (<35 years old) and male respondents with interest in and experience of e-scooters – were interested in using private and shared e-scooters for the first- and last-mile, but that the majority of the respondents were likely to choose walking, albeit with longer travel times overall.

The role of road infrastructures in the usage of bikeshare and private bicycle

Differences in travel behaviors and user attributes exist between bikeshare users and regular cyclists. However, little is known about the preference difference in cycling facilities and other built environment elements for regular cyclists and share-bike users, and how the cycling infrastructure and street pattern factors affect the choice between shared bikes and regular bikes. To address this gap, we applied t-test and mode choice generalized additive mixed model (GAMM) to explore the nonlinear effects of cycling facilities and street patterns on the selection of bikeshare and regular bikes. Additionally, we examined the heterogeneous effects across education levels, distinguishing between high and low education. By analyzing bike travel data from Xi'an, China, the GAMM model results reveal the diverse impacts of built environment elements on bike choices at different education levels. Notably, the average geodesic distance (a street pattern indicator) negatively correlated with the likelihood of choosing a shared bike over a regular one. While high intersection density encourages more bikeshare trips compared to regular trips, it has a more pronounced effect on encouraging highly educated cyclists to opt for regular bikes over bikeshare. Bikeshare riders exhibit a preference for riding in areas with a single type of bike lane. Especially, highly educated bikeshare users are more inclined to cycle in areas with a high proportion of bike lanes separated by lines, while less educated cyclists tend to favor areas with a specific type of bike lane without specifying the exact type. Our study has the potential to provide valuable recommendations for planning of cycling facilities to accommodate a substantial number of bikeshare trips.

Exploring Sustainable Public Transport System for the Provision of Quality Education Services in Public Universities: A Situational Analysis

This study was conducted to explore the experience of university community regarding the use of available public transport in public universities in Tanzania. The study intended to explore the common transport systems used within the public universities; the risks and challenges of using the available transport systems in execution of day-to-day core functions of the university; and lastly, the effective and efficient transport systems in promoting the teaching and learning process in public universities. A cross-sectional survey design with mixed research approaches was employed. Probability and non-probability sampling techniques were used to get a total sample of 125 respondents from public universities in Tanzania. Data were collected by using self-administered semi-structured questionnaires and in-depth interview. The findings revealed that common transport systems used within the campuses included motorcycle hire, commuter buses, walking, bicycle hire, private bicycle, private motorcycle, university buses, bajaji (rickshaws) hire, and taxi cabs. Moreover, the study revealed that the risks and challenges of using the current transport system within the university campuses included time consuming, costly, and getting late to classes, accident, tiredness, and theft. Furthermore, the study revealed that the effective and efficient transport system within university campuses included the commuter buses, motorcycle hire, private motorcycle, walking, and private cars. The study recommends establishing an internal transportation pool which will be able to offer sustainable, reliable, effective and efficient transportation means within the university. Understanding the campus impediments may help universities design more attractive and useful transport facilities. The current study will inform the university management about the need to promote bicycling and walking which are ecological friendly; improve social interactions; as well as spur physical well-being among the students, staff and university community.

Addressing the gender gap in cycling: Lisbon's journey for a more inclusive cycling ecosystem

Despite significant investment towards the promotion of cycling in Lisbon, data collected reveal a substantial gender gap both in private bicycle use and in the public bike-sharing system, GIRA (around 70% are male users). To tackle this issue, the work (herein presented) consisted of an investigation to key factors underpinning the observed gender gap, knowledge that informed an action plan that aims to promote a more equal access to GIRA. Our journey included a thorough qualitative and quantitative user research process aiming at gathering gender-disaggregated data to better understand access barriers and unmet needs. We resorted to various methods such as an online survey, in-depth interviews and an immersive experience with GIRA. The exploratory phase was then followed by a set of co-creation sessions with bicycle users and non-bicycle users which was the basis of EMEL's action plan.

Risky business: Comparing the riding behaviours of food delivery and private bicycle riders

The growth in the gig economy and a preference for home delivery of meals due to COVID-19 have led to huge growth in the food delivery business internationally and consequent road safety concerns. There is increasing evidence that delivery riding is an occupation with significant road safety risks because work pressures encourage risky behaviours. However, there is little or no research that directly compares delivery and private riders. Thus, the aim of this study was to examine the impact of riding for work by comparing the observable riding behaviours of food delivery and private bicycle riders. Specifically, this investigation used decision trees to analyse the prevalence and patterns of risky riding behaviours of 2274 bicycle food delivery riders (BFDRs) and 1127 private bicycle riders observed in the inner suburbs of Brisbane, Australia. The results showed that helmet use was higher for BFDRs than private riders (99.8% versus 93.4%) but varied by company and for some companies, female BFDRs had lower wearing rates. Male BFDRs on electric bikes were more likely to wear helmets than those on standard bikes (99.7% versus 94.9%). Using a handheld mobile phone or having a mobile phone in a cradle was less common for one company (0.6%) than for the others (3.0%) or among private riders (1.8%). Among riders from the Other Companies, using a handheld mobile phone was more common on standard bikes and differed by time of day. Female BFDRs were more likely to be observed using handheld mobile phones. Overall, 24.0% of riders facing a red traffic or pedestrian signal (“red light”) did not stop. This was more common among riders who rode on the footpath (Australian term for sidewalk), and particularly those who moved between the footpath and the road on electric bikes (49.5%) and among those who rode in the wrong direction in the traffic lane (55.0%). Whether the rider was a BFDR or private rider had little influence on red light running. The results suggest that BFDRs are not more likely to perform the risky behaviours examined, but that other factors such as bicycle type, gender, time of day and infrastructure appear to be more important determinants. However, the differences among companies suggest that organisational factors deserve further investigation.

Travel satisfaction with dockless bike-sharing: Trip stages, attitudes and the built environment

Using survey data collected among residents in Beijing, this paper presents an investigation of the difference in travel satisfaction between dockless bike-sharing and other travel modes. The effects of individual, spatial and trip attributes on travel satisfaction with dockless bike-sharing are also identified. Our analysis adds to the empirical support for higher satisfaction with trips by dockless bike-sharing than trips by private bicycles. The assess time for shared bicycles is negatively associated with travel satisfaction with dockless bike-sharing. In addition, travelers have higher satisfaction with dockless bike-sharing when used as the primary mode than as the first-mile/last-mile solution. Travel-related attitudes tend to play a more significant role in travel satisfaction with dockless bike-sharing than residential built environment. Travelers with a preference for bicycles and public transport and those who value the health or environmental influence of travel tend to evaluate dockless bike-sharing travel as more satisfying.

Comparing the risky behaviours of shared and private e-scooter and bicycle riders in downtown Brisbane, Australia

Electric scooter (e-scooter) use has increased internationally, with concerns about injuries to riders and pedestrians, and reports of non-use of helmets, excessive speed, drink-riding and underage riding. E-scooter regulations vary widely among jurisdictions, with likely effects on the extent and nature of safety issues. This study was conducted in downtown Brisbane, Australia, where e-scooters must be ridden on the footpath, bicycles are allowed on the road and the footpath, and helmet use is mandatory for bicycle and e-scooter riders of all ages. It examined involvement in illegal and risky behaviours, and interactions with pedestrians. Shared and private e-scooters, and shared and private bicycles were compared to assess the relative influences of type of vehicle and shared use.Observations at six sites in downtown Brisbane in February 2019 recorded 711 shared e-scooters, 90 private e-scooters, 274 shared bicycles and 2788 private bicycles. Illegal riding (not wearing a helmet, riding on the road, or carrying a passenger) was more prevalent among shared than private e-scooters (49.6 % vs. 12.2 %). Non-use of helmets was more common among riders of shared e-scooters (38.6 %, OR = 20.995, p < .001) and shared bicycles (18.8 %, OR = 10.994, p < .001) than private bicycles (1.5 %); occurred more often on the footpath than the road (20.1 % vs. 1.8 %, OR = 3.004, p < .001); and occurred more between 2 and 4 pm than between 7 and 9a.m. (21.3 % vs. 5.5 %, OR = 1.711, p < .01). More than 90 % of e-scooters, about half of shared bicycles and about a quarter of private bicycles were ridden on the footpath, with about 40 % within 1 m of at least one pedestrian. When there were pedestrians within 1 m, conflict rates ranged from zero to 1.5 % and no collisions were observed. At least for helmet non-use, the results suggest that risky behaviours are more prevalent among users of shared schemes, and that this difference is accentuated for e-scooters. Interactions with pedestrians are common but conflicts rarely occur in footpath riding.Further observational and survey studies are recommended to better understand the factors influencing the perceptions and behaviours of shared and private e-scooters and pedestrians. The knowledge gained from these studies needs to be integrated with injury outcome data to determine the appropriateness of rules for maximum speeds and locations of riding in terms of both rider and pedestrian safety.

Flexible Pricing Strategies in Electric Free-Floating Bicycle Sharing

Bike sharing is an important tool to reduce congestion and pollution in urban areas. Electrically Power Assisted Bicycles (EPAC’s) make cycling possible also for sedentary people. Standard EPAC’s are difficultly integrable into a free-floating sharing system because the battery pack requires frequent recharging. This paper studies the challenges, opportunities and solutions of implementing a free-floating bike sharing system based on electric bicycles. The analysis revolves around the charge sustaining paradigm. The idea of charge sustaining leverages the metabolic efficiency gaps to reduce the overall physical effort required without determining a net discharge of the battery. Already validated in private bicycles, the idea needs to be modified and adapted to the challenges of a shared fleet. The paper analyzes two approaches to the fleet level energy management and assistance control of a fleet of charge sustaining bicycles. Specifically, we compare a fixed price approach against a flexible pricing approach where the user can select the cost based on the pedaling effort they are willing to exercise. A simulation framework (calibrated on data collected during a large trial in Milan, Italy) assesses the operational costs and revenues of the two approaches quantifying how they depend on the design and environmental parameters. We provide and validate a lower bound in terms of usage rate that guarantees economic sustainability, additionally showing that a flexible pricing strategy can lower this bound and grant more degrees of freedom to the users.

Lessons from Implementing a Metropolitan Electric Bike Sharing System

Electrically assisted bicycles are anticipated to become an effective tool to limit not only the use of cars in cities but also their negative impact on health, the environment, and passenger transportation in cities. In this paper, we examine the effects of implementing the first fully electric bike (e-bike) sharing system in the Metropolitan Area of Gdańsk–Gdynia–Sopot in Northern Poland, where no other bike sharing system had been introduced before. The aims of this article were to determine the impact of the new e-bike sharing system on the modal choice of citizens, identify barriers to its usage, and find differences between the usage of the system in the core of the metropolitan area and in the suburbs. We used two primary data sets: the survey data collected using the computer-assisted personal interviewing technique (CAPI technique) and the data automatically acquired from the website that monitored the system activities. We performed the analysis by using nonparametric tests and correspondence analysis. We found no evidence suggesting that e-bike sharing can replace large number of private car trips, but we found it likely to be competitive to carsharing, moped, and taxi services. E-bike sharing competes also with public transportation services, but it is also used as the first/last mile of the transportation supplementing public transport system. The major barrier to using this system in central cities of the metropolitan area was the lack of available public bikes, and possession of private bicycles, whereas for residents of the suburbs, the obstacles were the need to transport children, the high price of the bicycle rental/subscription, and the long distance to the docking stations.

Urban-Scale NO2 Prediction with Sensors Aboard Bicycles: A Comparison of Statistical Methods Using Synthetic Observations

Mobile devices for city-scale air quality monitoring is receiving increasing attention due to the advent of low-cost and miniaturized sensors. Mobility and crowdsensing have emerged as a new means to investigate the ambient air quality in urban areas. However, the design of the network (e.g., number of sensors per unit area) and the scientific interpretation of collected data with an ad hoc method are still challenging. In this paper, we focus on the use of a fleet of private bicycles to monitor NO2 concentrations in the city of Marseille, France. The study is based on synthetic observations generated by means of a regional air quality simulation system at a spatial resolution of 25 m × 25 m and simulated bike trips that are randomly generated in the city. The bike trips correspond to a maximum of 4500 bike commuters and are generated using a web-based navigation service. Simulated bike tracks are validated using available statistics on bike counts. Each bike track is associated with the along-track corresponding NO2 concentrations collected from the air quality simulations and physical features on the ground collected from Open Street Map. Spatialization of the information collected aboard the bikes is tested by using three different algorithms: kriging, land-use regression (LUR) and neural network (NN). LUR and NN show that the fleet can be limited to below 100 bikes while the performance of kriging is steadily increasing with the number of bikes. Increasing the sample distance above 200 m also impairs the citywide prediction of simulated NO2 concentrations.

Bike-sharing systems’ impact on modal shift: A case study in Delft, the Netherlands

Bike-sharing systems have witnessed rapid growth in the last decades. Bike-sharing has been found to influence modal shift from car, public transit, and active transportation modes. However, the impacts on modal shift by considering different kinds of bike-sharing systems are rarely discussed. This study examines the modal shift dynamics and the influential factors on modal shift in response to various bike-sharing systems. Data are obtained by an online survey targeting both non-bike-sharing users and bike-sharing users in a Dutch context. Binary logit models are developed to investigate the relationship between modal shift to bike-sharing with socio-demographic, commuting trip and motivation factors. The survey results show that dockless bike-sharing (Mobike) users are more likely to be non-Dutch and often have no driving license, whereas the situation is opposite for docked bike-sharing (OV-fiets), bicycle-lease (Swapfiets) and non-bike-sharing users. Except for train use, bike-sharing users reduced walking, the use of private bicycle, bus/tram and car. Swapfiets showed a most significant influence on modal shift for both single and multimodal trips. The regression model results indicate that “No stolen/damage problem” and “Cheaper than other modes” are significant factors promoting dockless bike-sharing and bicycle-lease. “Good quality of bicycles” is a significant factor considered by docked bike-sharing and bicycle-lease users. “Public transport subsidy by employer” encourages commuters to shift to docked bike-sharing, whereas individuals with a government student discount are less likely to shift to Swapfiets. Male and multimodal commuters are more likely to use dockless bike-sharing. Commuters are less likely to shift to docked bike-sharing if the trips are “Short” or suitable for “Private bicycle”. The findings provide a clear understanding of the modal shift and its determinants that can help municipal planning and policy decision-making in terms of bike-sharing systems.

Investigating the Influential Factors of Shared Travel Behavior: Comparison between App-Based Third Taxi Service and Free-Floating Bike Sharing in Nanjing, China

In recent years, app-based third taxi service (ATTS) and free-floating bike sharing (FFBS) have become significant travel modes to satisfy travel demands of urban residents. In order to explore the mechanism of their modes selection, firstly, based on 595 valid samples, differences between ATTS and FFBS in original modes, travel distance, geographical position distribution, and travel emergency degree were compared. Then, a multinomial logistic model was established to investigate the factors influencing the choice among ATTS, FFBS, and traditional travel modes (TTM). The results show that: (1) FFBS attracts users whose original modes are walking, private bicycle and bus, while ATTS has a certain competition effect on cruising taxi and bus. (2) Residents are more likely to change from bus to FFBS on weekends, while this competitive relationship between ATTS and bus has no significant difference in different dates. (3) Compared with TTM, residents are more inclined to utilize shared modes to participate in flexible activities, especially in suburb. (4) Interestingly, ATTS is more likely to be utilized in emergency travel, and the residents without registered permanent residences tend to use FFBS and ATTS. Finally, some suggestions and policies were proposed for the government and enterprises to improve operation managements.

From walkability to bikeability: A GIS based analysis of integrating bike sharing service in Tokyo TOD system

Abstract. Transit Oriented Development is the approach of urban development which maximizes the land use of residential, business and leisure around the public transit stops. A good TOD system can not only alleviate the contradiction between traffic congestion and insufficient land use for urban development but also significantly improve the convenience of urban residents' work and life. Moreover, while limiting the disorderly spread of the city, a good TOD system can solve the environmental and traffic problems caused by automobiles and promote synergy and integration between the industries. Traditionally, TOD is designed for facilitating the pedestrians to a convenient access to the public transportation systems so as to increase the usage rate of public transports. Despite pedestrians as the target, there are a lot of passengers move to the station via other means such as bus and bicycle. In the previous research, these two kinds of mobility are not included in the evaluation of TOD system as they have a lot of limitation on interacting with the facilities around railway station. In recent years, sharing bicycle becomes popular for solving the problem of the last one kilometer. Comparing to other means of mobility, sharing bicycle is more flexible than bus and has a higher usage rate than private bicycles. In addition, the sharing bike users have a wider access area than the pedestrians. Thus, sharing bicycle is able to play an important role in TOD system. In Tokyo metropolis, there are over 1000 railway stations and more than 50% of residents commute by railway. Nevertheless, the bike sharing system is available only in some specific area, which indicates a lot of room for the development of bike sharing service. In this research, we follow the previous studies of walkability measurement and apply two indicators include road network connectivity and facility accessibility for illustrating how could bike sharing outperforms walking in a TOD system with the case study of Tokyo 23 wards. The result of this research can instruct the government on improving the current TOD system as well as help build a sustainable society.

Life cycle assessment to quantify the impact of technology improvements in bike‐sharing systems

AbstractThe reduced environmental footprint of bicycle sharing systems (BSS) is one of the reasons for their rapid growth in popularity. BSS have evolved technologically, transitioning from smart dock systems to smart bicycle systems, and it is not clear if the increased use of electronics in BSS results in a net environmental benefit. This article provides an evaluation of the impact of incorporating additional technology into BSS and uses that analysis as guidance for future BSS development. By comparing the impacts of a private bicycle, a smart dock BSS, and smart bike BSS using a life cycle assessment (LCA), this work reveals breakeven points and tradeoffs between the technologies. This study is also the first published empirical LCA of a smart bike known to the authors. In the production phase, smart bikes generate approximately three times the amount of greenhouse gas (GHG) emissions compared to the smart dock bikes per kilometer ridden over the lifetime, and when considering the endpoint categories of human health, ecosystem, and resources, smart bikes have approximately 2.7 times the environmental impact. The results suggest that shifting from smart dock to smart bike requires an increase in ridership by a factor of 1.8 to overcome the increased environmental impact based on the GHG emissions. We find that smart docks become preferable at a population density between 1,030 residents/km2 (in a bike friendly city) and 3,100 residents/km2 (in a city that is less likely to bike).

Social Factors Influencing the Choice of Bicycle: Difference Analysis among Private Bike, Public Bike Sharing and Free-Floating Bike Sharing in Kunming, China

The emergence of free-floating bike sharing (FFBS) has made essential changes in urban bicycle travel. In order to explore the differences of travel behavior among private bicycle (PB), public bicycle sharing (PBS) and FFBS, a survey was conducted in Kunming, China in 2018. Firstly, the differences of travel characteristics among these three modes were analyzed based on 522 valid questionnaires. Then, a multinomial logistic model was applied to explore the influential factors among them. The results show that: 1) PB and FFBS are more attractive for long-distance travel enthusiasts compared with PBS, PB is rarely used for transfer in suburbs while FFBS is the most desirable in connecting other travel modes. The theft problem and high maintenance costs are main obstacles for PB. 2) The elderly, high-income and non-student groups in inflexible travel activities show a preference for PBS, while the young, low-income and student groups in flexible travel demands have a tendency towards FFBS. 3) PB and PBS imped the use of FFBS to a certain extent, while PB seems to have less impact on PBS. 4) FFBS is desirable in temporary travel demand while PBS is more preferable in fixed demand. Interestingly, residents with registered permanent residence tend to use PBS while those without registered permanent residence prefer FFBS. Finally, several management strategies and policy recommendations were proposed for the government and FFBS enterprises to improve the management of bicycles.

Free-Floating Bikeshare and Helmet Use in Seattle, WA.

Wearing a helmet when bicycling prevents traumatic brain injury in the event of a crash. Most cyclists nationwide use helmets when riding. However, the growth of free-floating bike sharing systems, which offer short-term access to bicycles but not helmets, may erode helmet-wearing norms among cyclists. We counted cyclists over several hours at four locations in Seattle, WA. We categorized each rider according to whether he or she was wearing a helmet and to whether or not he or she was riding a bike share bike. Whereas 91% of riders of private bikes wore helmets, only 20% of bike share riders wore helmets. Moreover, in locations where a greater proportion of riders were on bikes hare bikes, fewer riders of private bicycles wore helmets (r = - 0.96, p = 0.04). The impact of bike sharing programs on helmet wearing norms among private bike riders warrants further exploration.

Evaluation of Disparities between Transportation Needs and Trip Patterns of Men and Women in Kandahar City, Afghanistan

Consideration of gender equality in transportation planning is quite a new phenomenon. However, its significance is discussed widely by several researchers, particularly, in developing countries. In Kandahar city of Afghanistan, women have limited choices when it comes to using transportation services. With respect to some cultural, social, contextual, environmental, technological and physical barriers; women do not receive equal services from the current transport sectors. Using Revealed Preference and Stated Preference techniques, a survey was conducted in Kandahar city to identify the differences between trip patterns and transportation needs among men and women of the city. Our findings show distinct and clear disparities in socio-demographic characteristics of men and women of Kandahar city leading to trip disparities. Almost all of women do not own any types of personal vehicles, they are less educated and do not have jobs. Likewise, there is a considerable gap between trip characteristics and patterns of men and women. Majority of female trips are for educational purposes while male trips are more dispersed over multiple activities. Motorcycle is the most dominant and preferred mode for men, while women are mostly walking or using available public transit. Compared to men, women were recorded to have lesser trips per day over short distances. Transportation choices of women are also limited to walking, accompanying other male members of family or using public modes. However, men are generally using their private cars, motorcycles and bicycles together with all those options available for women. The results of Multinomial Logit Model showed that all selected variables such as vehicle ownership, income, travel cost and time will be significant factors for mode choice behavior of men, though for female respondents travel time and travel cost are main factors.

Is the widespread use of urban land for cycling promotion policies cost effective? A Cost-Benefit Analysis of the case of Seville

Cycling promotion has without doubt been the most intensive policy seen in Seville in the 21st century as far as the use of public land is concerned. In the current context, economic tools need to be applied to rigorously assess the efficiency and economic rationality of cycling infrastructure investments. This article provides a Cost-Benefit Analysis to estimate the economic and social returns on investments from the construction of a bicycle lane network in the city of Seville (Spain). This kind of studies tries to contribute to mitigating the degree of conflict associated with a land policy that breaks with the traditional status quo. The case study is especially relevant due to the successful public policy implemented in recent years to transform the Seville's urban mobility model into a sustainable system. Based on fieldwork with two survey campaigns conducted among the different cyclist profiles (private bicycle users and public bicycle sharing system users), we analyze two major effects: modal change and changes in journey time. Our robust findings, subjected to a sensitivity analysis, point to the remarkable economic benefits of the bicycle promotion policy in Seville, with significant savings in travel times, vehicle use and infrastructure maintenance, health, traffic accidents, and air pollution for both cyclists and society as a whole.

Demand and cost structure analyses on Japanese successful bicycle sharing system called “Ekirin-kun” to install cycle ports at railway stations

Abstract In cities of European countries many public bicycle sharing systems have been introduced in the last ten years. However, European bicycle sharing systems are not applicable or feasible in cities where populations are not so dense and where owned private bicycles have already been widely used. On the other hand, the Japanese bicycle sharing system called “Ekirin-kun” has expanded successfully in Japanese cities where bicycles have already been widely used both in urban and rural areas. Ekirin-kun, which means railway-station-bicycle in Japanese, installs cycle ports at railway stations. In this paper, the factors of Ekirin-kun's success are analysed by regression analysis, Contingent Valuation Method (CVM), and by formulating and examining revenue and costs.

Cycling Traffic Development in Slovakia in the Terms of the City of Košice

Cycling traffic has been booming in urban agglomerations recently. This is due to the fact that using bicycles helps solve existing transport problems. The advantage is that it supports the limitation of the use of cars in city centers and thus reduces the negative impact of transport on the environment. It can be realized in various forms - using private bicycles or bike-sharing. Kosice includes among cities where introducing bike-sharing is considered. Kosice is a city that has its specific transport problems, whose partial solution may be to increase the support of cycling when one of the options is the introduction of a city bike-sharing system. The article offers a closer perspective at this issue in adaptation to real urban conditions. It introduces the possibility of introducing support for cycling traffic in the city of Kosice based on the selection of suitable locations for building the stations and the subsequent evaluation of selected localities based on the determined criteria using the proportional index method.