Private Bike Research Articles

Investigation of private and public bikes usage patterns considering GPS trajectory based cycling features

Understanding bike usage patterns is essential for increasing bike demand, evaluating the effectiveness of bike facilities, and improving the quality of the bike system. This study aims to identify factors that influence bike usage for zone-based departure and arrival trips. It also seeks to address knowledge gaps by comparing private and dock-based public bikes, as well as use on weekdays and weekends. This study employed GPS trajectory data from 12,106 private bikes and 29,776 dock-based public bikes over one week in Seoul, South Korea. The dataset comprises zone-based physical characteristics and cycling patterns for 19,153 census zones. To tackle the problem of excessive zero values for bike demand in many zones, zero-inflated negative binomial models were employed for analysis. The findings suggested that realized detours, arising from natural barriers and a lack of infrastructure, are associated with a reduction in arrival trips on weekends but an increase in departure trips on weekdays. Behavioral detours, linked to route preferences, tended to decrease usage of public bikes on weekdays. Departure and arrival trips increased in districts with a higher level of mixed land use and larger commercial areas on weekdays. Moreover, bicyclists tended to prefer districts with longer separated bikeways, while bike usage was likely to decrease in districts with a high floating population and vehicle lanes. These findings provide valuable insights into cycling usage patterns and associated factors, encouraging more extensive use of bikes.

Mode shift, motivational reasons, and impact on emissions of shared e-scooter usage

Shared vehicles are expected to improve urban mobility and reduce transport related emissions. Since 2017, e-scooters are deployed in sharing schemes in cities around the world. However, user behavior including replaced modes and motivations for mode change as well as impact on overall emissions is still in question. Based on a Germany wide user survey, we determine mode substitution, estimate a multinomial logit model to reveal influence of motivational aspects on shared e-scooter choice, and calculate impact on emissions. Results show that majority of shared e-scooter trips replace walking, followed by public transport and at the same rate private bikes and private cars. The calculated net emission balance is currently negative, although a path to a positive effect is likely. Reasons for car users to choose a shared e-scooter are less time spent searching for parking and avoiding congestion, but also sustainable behavior was a significant impact factor reported.

Exploring influence mechanism of bikesharing on the use of public transportation — a case of Shanghai

ABSTRACT Given the vital role of public transportation in major cities, understanding the influence mechanism of bikesharing use on public transportation is necessary. In this study, we adopt the propensity score matching method to analyze the influence mechanism of bikesharing on the use of public transportation based on a data set in Shanghai. We find no significant influence of bikesharing on the use-frequency of public transportation, but a significant influence on the use-duration of public transportation. A grouping model is established based on gender, physical condition, private bike ownership, private car ownership, private electric bike ownership, and educational background. It is revealed that the use of bikesharing by the group with a private bike or a private electric bike, the group without a bachelor’s degree, the group in physical condition under sub-healthy may increase the use-duration of public transportation.

Measuring Access and Egress Distance and Catchment Area of Multiple Feeding Modes for Metro Transferring Using Survey Data

Multiple feeding modes, including walking, bus, private bike, docked bike-sharing, private electric bike (e-bike), car, and taxi, are applied for better accessibility in a metro-based trip. It is crucial to understand their access/egress distances and corresponding catchment areas of metro stations. This paper determines these two distances and accessible areas of stations for different feeding modes based on Nanjing Population Survey data and GIS data by using a network-based approach in Nanjing, China. Considering the distribution of access/egress distance, regression models are established for the exploration of the threshold of distance to delineate catchment areas. What is more, the spatio-temporal characteristics of multiple feeding modes are analyzed. The results indicate that the average feeding distance of walking is the shortest, but docked bike-sharing has the shortest average feeding time, about 8 min. The average feeding time of private e-bikes is close to that of the private bike, but the feeding distance of private e-bikes is about 1.3 times as long as that of private bikes. Moreover, the origin of an over-10 km transfer for accessing metro stations is usually far away from metro lines and the transferring station is mostly the terminal station. Generally, longer access distance means larger catchment area but the result is also influenced by the condition of street network. Moreover, catchment areas for the same feeding modes are different between urban and suburban areas.

Modeling the impact of dock-less bike-sharing system on outpatient trips

Better transportation and medical service systems contribute to urban sustainable development. Dock-less bike-sharing system (DLBS) is an innovative, sustainable, and flexible travel mode that has been a worldwide spread. This paper addresses a pioneer research aims to explore the characteristics of DLBS usage in outpatient trips and its impacts on travelers’ mode choice behavior. The data sources include the survey at Beijing Friendship Hospital and the trip data from a DLBS company. The research results show that DLBS has evidently decreased the private bike usage by over one third and become a replacement. It is also an important feeder mode for public transport service to the medical service. Among 1,348 DLBS usage in outpatient trips, more than 40 % trip transactions are connecting the hospital and public transport stations. Over 70 % travelers ride DLBS only in a single trip while having other activity purpose after leaving the hospital. Multinomial logit (MNL) model is used to investigate the factors that influence the DLBS daily usage. Education and online payment have positive effects. This study can be extended to DLBS usage in other trips with similar characteristics such as appointment-based, short-duration, and multiple activities.

Characterizing the stocks, flows, and carbon impact of dockless sharing bikes in China

The booming dockless sharing bikes (DSBs) in China, as a new sharing economy business model, have attracted increasing public and academic attention after 2015. The impact of DSBs development on the stocks and flows of bikes and the resource and climate consequences of short-lived DSBs, however, remain poorly understood. In this study, we characterized the stocks and flows of both DSBs and regular private bikes in China from 1950 to 2020 and evaluated the carbon cost and benefit of booming DSBs. We found China's bike consumption and stock decreased slightly after a fast development from the late 1970s and then a peak in the mid-1990s, resulting in a relatively low ownership of approximately 0.3 unit per person and 70% of production being exported in recent years. Despite a temporal boost, the unsustainable development of DSBs may affect the bike industry in the long term, because of its skyrocketing market share (from less than 1% to 80%) and short lifetime. Nevertheless, DSBs development still leads to an overall climate gain in China, due to its higher stock efficiency and potentials to substitute more carbon intensive trips. We suggest an urgent need for more empirical studies on the use (e.g., substitution ratio for other transportation models) of DSBs in China and a necessity for better management of DSB development with efforts of all relevant stakeholders.

Bike sharing: Regulatory options for conflicting interests – Case study Vienna

IntroductionBike sharing schemes (BSS) have become popular around the globe. However, new schemes often cause issues due to conflicting interests. In recent years, this was the case with free-floating bike sharing schemes (FFBSS). This paper analyzes the situation of bike sharing (station-based and free-floating) in Vienna with a focus on regulations. Solutions of past problems and present challenges are presented. Additionally, the situation is compared to selected cities around the world (Tianjin, Singapore, Melbourne, Seattle, Amsterdam and Oxford). MethodsExpert interviews and literature review present the basis for the case study in Vienna. Information on policies of BSS in other cities has been retrieved from newspaper articles, academic publications and bike sharing regulations. ResultsDifferent types of bike sharing caused different types of issues. The station-based system resolved past problems and needs to be modernized. The mixed system competes with private bikes for space at public bike racks and set up a management system to avoid this problem. FFBSS are mainly concerned with vandalism and illegal parking. The authorities introduced a local police regulation for FFBSS, which caused the operators to withdraw from Vienna. A similar outcome was observed in other cities as well. The cities responded with different regulatory approaches to FFBSS, such as laws, permits and contracts. The approaches vary significantly in duration of implementation. ConclusionsA legal framework is needed to cope with new forms of mobility such as FFBSS. Here, cities can learn from successful station-based schemes that were introduced in close cooperation with governments. Regulations should be set up considering all stakeholders and also ensure that operators do not externalize costs by drawing on public resources.

The Difference in Night Visibility between Shared Bikes and Private Bikes during Night Cycling with Different Visibility Aids

In recent years, bike sharing has increasingly spread across the world. Compared with personal bikes, shared bikes are uniform and have bright surfaces to help the public to find them easily. At the same time, unfamiliarity is still a problem for some users of shared bikes. Therefore, these features should be understood to improve the night visibility of cyclists and improve traffic safety. Our study tested and compared differences in night visibility using five types of visibility aids. The results showed two cognitive differences between cyclists and drivers. First, cyclists believed that using flashing lights or static lights would provide better visibility than other visibility aids. However, using a static light and reflectors showed better results in our research. Secondly, compared to private bikes, cyclists showed more confidence in the nighttime visibility of shared bikes, especially with retroreflective strips. But the behavior of drivers in our study did not support such differences. A post-experiment survey was conducted to explore such cognitive differences, and showed that unfamiliarity with these strips was a possible reason for driver unawareness. This study will aid policy makers in incorporating suitable visibility aids within bike-sharing programs. Further, this study includes helpful advice for cyclists in terms of improving their night visibility.

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.

Commute happiness in Xi’an, China: Effects of commute mode, duration, and frequency

Commuting between home and work is an important aspect of everyday life. Based upon the broaden and build theory of positive emotions, experiencing happiness during commutes generates positive emotions that are beneficial for both individual and societal well-being. The existing literature on commute happiness is dominated by studies from the U.S., Canada, and Europe. Little is known about commute happiness in Chinese cities where electric bikes and employer-provided shuttle buses are common commute modes. This study uses original survey data collected from Xi’an, China to examine how commute happiness may differ across eight commute modes (walk, private bike, public bike, bus, subway, electric bike, shuttle bus, and private car) and by commute duration and frequency, while controlling for personal demographics and overall health and well-being. Results show that commute mode and duration are significantly associated with commute happiness while commute frequency is not. People who use employer shuttle buses reported the highest commute happiness, followed by people who use private bikes and then people who walk. People who use regular city buses reported the lowest commute happiness. People who use subway, public bikes, and electric bikes show no differences in commute happiness from car users. Longer commute duration is associated with lower happiness. Recommendations for Chinese cities to promote commute happiness include improving public bus services, investing in pedestrian and bicycle infrastructure, enhancing bike-transit integration, encouraging employer shuttle bus programs, and fostering jobs-housing balance. The results also indicate a gender gap in commute happiness that merits additional research.

Public bicycle as a feeder mode to rail transit in China: The role of gender, age, income, trip purpose, and bicycle theft experience

ABSTRACTA marriage between public bicycle and rail transit presents new opportunities for sustainable transportation in Chinese cities. To examine determinants of public bicycle usage for rail transit access, an intercept survey of feeder mode choice among rail transit users was conducted near rail stations in Nanjing, China. Mode choice models were estimated with five feeder mode alternatives, including car, bus, walk, private bike, and public bike. By differentiating between public and private bicycle modes in the mode choice models, the study reveals the effects of personal demographics, trip characteristics, and station environments on public bicycle usage for rail transit access. Results show that female, older, and low-income rail commuters are less likely to use public bicycle to access rail transit. Rail commuters with bicycle theft experience and making school- or work-related trips are more likely to use public bicycle to access rail transit. Land use variables are largely insignificant in this study except that density shows a positive relationship with walking to rail transit. The results on demographic differences raise equity concerns when it comes to investing in public bicycle systems. Policy implications are discussed for Chinese cities to equitably boost public bicycle integration with rail transit.

Major issues for biking revival in urban China

China, the former Kingdom of bicycle, is reviving city cycling. Over 100 city governments have invested in public bike systems. Can this government endeavor reverse the declining trend of cycling in urban transportation? Reviewing city governments' bike strategies, the quality of bike infrastructure, and popular ideas for biking planning, we identify three issues. First, the government strategy for bike revival has focused on subsidizing public bike systems, with too few programs and policies to encourage private bike usage. The result is a shift of cyclists from private bike usage to public bike systems. Second, biking infrastructure, including quantity and quality of bike lanes and bike parking, are significantly under-supplied or insufficiently invested. Third, the perception of automobile as an indicator of higher social status persists, even in communities where cycling is the majority mode. Biking revival requires a better cognition of cyclists' right of way by planning professionals and the society at large.