自行车在山地城市应用的可行性探究

随着中国城镇化、机动化水平的提高,"以车为本"的交通发展导向已经暴露出了诸多的弊端。为了有效缓解山地城市交通的拥堵问题以及环境污染问题,本文分析了自行车在山地城市发展的重要意义,并且从环境、交通、社会以及经济四个方面详细阐述了自行车交通在山地城市运用的可行性以及注意事项,从而促进山地城市自行车系统的良好发展,倡导山城市民拥有绿色低碳出行的理念。     

Exploring public bicycle network structure based on complex network theory and shortest path analysis: the public bicycle system in Yixing,China

A well-functioning public bicycle system relates not only to its mode of operation, vehicle allocation, rental station layout and vehicle leasing configuration, but also the bicycle network structure and its formation. However, the latter aspects have been widely overlooked in China. Here, we help to further attract more researchers to conduct relevant studies and make suggestions for the development of public bicycle transport in many small and medium-sized cities across the world. We demonstrate how to explore the public bicycle network structure of a county-level Chinese city – Yixing – known for its clay ware and tourism. We show that complex network theory and shortest path analysis technology are useful in characterizing the public bicycle network structure, in aspects such as network topology, the spatial distribution of sub-networks and traffic flows. Finally, the paper proposes relevant urban planning strategies.     

The use of the bicycle

The rediscovery of the bicycle by the public, by politicians and by professional urban transportation planners as a mode of transport which is perfectly in harmony with the goals of environmental protection, energy saving and personal fitness has stimulated this empirical study on the actual use of the bicycle by various population groups for obligatory and discretionary trip purposes. The influence on bicycle usage of such factors as age, education, car availability, residential density and town size, topography and time of year is analysed in this paper for selected population groups. For housewives from motorized households logit‐models were designed and calibrated to model their modal choice for shopping trips with special references to the bicycle. From the empirical results, the groups with the largest potentials for cycling are identified and the extent to which the potentials could be activated by specific policies is discussed. The research is based on a large sample held to be representative for the Federal Republic of Germany in 1976 and is supplemented by more recent surveys in selected German cities conducted by SOCIALDATA Munich.     

Exploring the link between the neighborhood typologies,bicycle infrastructure and commuting cycling over time and the potential impact on commuter GHG emissions

This paper investigates the evolution of urban cycling in Montreal, Canada and its link to both built environment indicators and bicycle infrastructure accessibility. The effect of new cycling infrastructure on transport-related greenhouse gas (GHG) emissions is then explored. More specifically, we aim at investigating how commuting cycling modal share has evolved across neighborhood built-environment typologies and over time in Montreal, Canada. For this purpose, automobile and bicycle trip information from origin–destination surveys for the years 1998, 2003 and 2008 are used. Neighborhood typologies are generated from different built environment indicators (population and employment density, land use diversity, etc.). Furthermore, to represent the commuter mode choice (bicycle vs automobile), a standard binary logit and simultaneous equation modeling approach are adopted to represent the mode choice and the household location. Among other things, we observe an important increase in the likelihood to cycle across built environment types and over time in the study region. In particular, urban and urban-suburb neighborhoods have experienced an important growth over the 10 years, going from a modal split of 2.8–5.3% and 1.4–3.0%, respectively. After controlling for other factors, the model regression analysis also confirms the important increase across years as well as the significant differences of bicycle ridership across neighborhoods. A statistically significant association is also found between the index of bicycle infrastructure accessibility and bike mode choice – an increase of 10% in the accessibility index results in a 3.7% increase in the ridership. Based on the estimated models and in combination with a GHG inventory at the trip level, the potential impact of planned cycling infrastructure is explored using a basic scenario. A reduction of close to 2% in GHG emissions is observed for an increase of 7% in the length of the bicycle network. Results show the important benefits of bicycle infrastructure to reduce commuting automobile usage and GHG emissions.     

Bicycle in Shanghai: Movement patterns,cyclist attitudes and the impact of traffic separation

Transportation demand continues to grow at an even faster rate than the economies of Chinese cities, placing increasing pressure on a limited road network. In certain cities of the more highly developed coastal plains, the bicycle assumed a dominant role in urban transport in the 1980s, a position maintained in the 1990s. In Shanghai, the bicycle continues to play a dominant role, although policies favour a switch to public transport. In the present paper, cyclist attitudes toward public transport policies were probed with a pilot questionnaire at two important central destinations. An important example of current policies with regard to bicycles involves the creation of separate networks for motorized and non-motorized modes. A pilot scheme for eventual application over a very large area was recently introduced in the central area. We report on the traffic volumes by mode and street before and after its implementation in 1999. Both bicycle and car volumes diminished in the central area, although the decrease was greater for bicycles. On the other hand, interviewed cyclists expressed resistance to various incentives to use public transport. The question raised here is whether the planned increase in public transport share of total intracity travel can be achieved without disincentives to use the bicycle.     

Bicycle lane priority: Promoting bicycle as a green mode even in congested urban area

The main obstacles to boosting the bicycle as a mode of transport are safety concerns due to interactions with motorized traffic. One option is to separate cyclists from motorists through exclusive bicycle priority lanes. This practice is easily implemented in uncongested traffic. Enforcing bicycle lanes on congested roads may degenerate the network, making the idea very hard to sell both to the public and the traffic authorities. Inspired by Braess Paradox, we take an unorthodox approach to seeking latent misutilized capacity in the congested networks to be dedicated to exclusive bicycle lanes. The aim of this study is to tailor an efficient and practical method to large size urban networks. Hence, this paper appeals to policy makers in their quest to scientifically convince stakeholder that bicycle is not a secondary mode, rather, it can be greatly accommodated along with other modes even in the heart of the congested cities. In conjunction with the bicycle lane priority, other policy measures such as shared bicycle scheme, electric-bike, integration of public transport and bicycle are also discussed in this article. As for the mathematical methodology, we articulated it as a discrete bilevel mathematical programing. In order to handle the real networks, we developed a phased methodology based on Branch-and-Bound (as a solution algorithm), structured in a less intensive RAM manner. The methodology was tested on real size network of city of Winnipeg, Canada, for which the total of 30 road segments – equivalent to 2.77 km bicycle lanes – in the CBD were found.     

The missing link: bicycle infrastructure networks and ridership in 74 US cities

Cities promote strong bicycle networks to support and encourage bicycle commuting. However, the application of network science to bicycle facilities is not very well studied. Previous work has found relationships between the amount of bicycle infrastructure in a city and aggregate bicycle ridership, and between microscopic network structure and individual tripmaking patterns. This study fills the missing link between these two bodies of literature by developing a standard methodology for measuring bicycle facility network quality at the macroscopic level and testing its association with bicycle commuting. Bicycle infrastructure maps were collected for 74 Unites States cities and systematically analyzed to evaluate their network structure. Linear regression models revealed that connectivity and directness are important factors in predicting bicycle commuting after controlling for demographic variables and the size of the city. These findings provide a framework for transportation planners and policymakers to evaluate their local bicycle facility networks and set regional priorities that support nonmotorized travel behavior, and for continued research on the structure and quality of bicycle infrastructure and behavior.     

Promoting bike-and-ride: The Dutch experience

The number of policy initiatives to promote the use of bike-and-ride, or the combined use of bicycle and public transport for one trip, has grown considerably over the past decade as part of the search for more sustainable transport solutions. This paper discusses the experiences with, and impacts of, such initiatives in the Netherlands. The Dutch measures to promote bicycle use in access trips have been generally successful. A country-wide program to upgrade regular and secure bicycle parking at train stations has led to an increase in user satisfaction and a growth in bicycles parked at stations. Smaller programs to stimulate the combined use of bike-and-bus have resulted in an increase in bicycle use, bus use, and share of infrequent bus passengers. Bicycle lockers at bus stops are hardly used by bus passengers, due in part to the dominance of students among bus users as well as the relatively high price of lockers in comparison to the value of bicycles used for access trips. Measures to promote the use of the bicycle in egress trips have met with more varying results. Projects to introduce leasing bicycles for egress trips have failed to attract passengers, for both train and bus services. In contrast, the introduction of flexible rental bicycles at train stations has resulted in a small reduction in car use, growth in train trips, and growth in bicycle use for non-recurrent trips. The Dutch experiences suggest some lessons for promoting bike-and-ride in countries and cities with a less well-developed bicycle infrastructure.     

Travel mode choices in small cities of China: A case study of Changting

The existing literature on urban transportation planning in China focuses primarily on large cities and neglects small cities. This paper aims to fill part of the knowledge gap by examining travel mode choice in Changting, a small city that has been experiencing fast spatial expansion and growing transportation problems. Using survey data collected from 1470 respondents on weekdays and weekends, the study investigates the relationship between mode choice and individuals’ socio-economic characteristics, trip characteristics, attitudes, and home and workplace built environments. While more than 35 percent of survey respondents are car owners, walk, bicycle, e-bike, and motorcycle still account for over 85 percent of trips made during peak hours. E-bike and motorcycle are the dominant means of travel on weekdays, but many people shift to walking and cycling on weekends, making non-motorized and semi-motorized travel especially important for non-commuting trips. Results of multinomial logistic regression show that: (1) job-housing balance might exert different effects on mode choice in different types of urban areas; (2) negative attitude towards e-bike and motorcycle is associated with more walking and cycling; and (3) land use diversity of workplace is related to commuting mode choice on weekdays, while land use diversities of both residential and activity places do not significantly affect mode choice on weekends. Our findings imply that planning and design for small cities needs to differentiate land use and transportation strategies in various types of areas, and to launch outreach programs to shift people’s mode choice from motorized travel to walking and cycling.     

Modelling the potential for cycling in access trips to bus,train and metro in Rio de Janeiro

Most studies that address the integration of cycling and public transport (PT) focus on developed countries and deal with multi-modal bicycle-train trips. Little is known about the integration of cycling and other main modes such as bus and metro, especially in developing countries, where entirely different socio-economic and trip making conditions prevail. The aim of this study is to model the propensity of current PT users to shift to the bicycle in access trips to bus stops, train and metro stations in Rio de Janeiro, Brazil. Interviews were conducted to collect data on the socio-economic characteristics of the interviewee, trip and spatial characteristics and self-reported barriers and motivators for bicycle use. Two binary logit models were estimated to predict the main factors affecting the propensity to use a bicycle as feeder mode to PT. The results show that socio-economic characteristics as well as barriers and motivators are important factors to explain propensity for bike and ride. The barriers’ model reveals that personal constraints, living too close to the PT boarding point, current parking conditions and public safety play a role. For the motivators’ model, changing home location, owning a bicycle, implementation of cycle ways and improvement in parking conditions are explanatory. Policy recommendations are formulated to increase bicycle ownership and improve cycling infrastructure.     

Urban Space Distribution and Sustainable Transport

In many cities of the world, road space is increasingly contested. Growing vehicle numbers, traffic calming and the development of new infrastructure for more sustainable transport modes such as bicycles have all contributed to pressure on available space and conflicts over the allocation of space. This paper provides the first assessment of urban transport infrastructure space distribution, distinguishing motorized individual transport, public transport, cycling and walking. To calculate area allocation, an assessment methodology was developed using high-resolution digital satellite images in combination with a geographical information system to derive area measurements. This methodology was applied to four distinctly different city quarters in Freiburg, Germany. Results indicate that space is unevenly distributed, with motorized individual transport being the favoured transport mode. Findings also show that if trip number to space allocation ratios are calculated, one of the most sustainable transport modes, the bicycle, is the most disadvantaged. This suggests that area allocation deserves greater attention in the planning and implementation of more sustainable urban transport designs.     

Alternative systems for urban transport in India

This paper is in the context of studying alternative systems of urban transport in India to determine the costs and performance not only for public transport systems but also for the total transport scenario (i.e. for all vehicles) such that the economic costs are inclusive of costs of time (conservatively), accidents and pollution. In view of inherent deficiencies and delays associated with a traditional transport planning process and its implementation, the paper develops quick response land-use transport planning models for Indian cities to enable integrated, cost-efficient strategies to be evolved, recognizing that urban transport is a function of urban size, form, structure, socio-economic base, etc. A simple statistically significant demand model identified from a basis of appropriate data represents the recommended demand model for Indian cities. This model can be then conveniently used to project trip volume for any Indian city in a future year. A simple gravity model is used to generate the trip assignment for hypothesized city sizes, forms and structures. The results provide a fairly reasonable approximation for the major corridor trip volumes and lengths in the context of the transport requirement for the metropolitan cities in India in 2001 and 2011 A.D. The GOI Study Group arising from the investigations reported in this paper and the discounted cash-flow method of analysis made clear overall recommendations in February 1987 for cities of various populations.     

Effects of built environment and weather on bike sharing demand: a station level analysis of commercial bike sharing in Toronto

Bike Share Toronto is Canada’s second largest public bike share system. It provides a unique case study as it is one of the few bike share programs located in a relatively cold North American setting, yet operates throughout the entire year. Using year-round historical trip data, this study analyzes the factors affecting Toronto’s bike share ridership. A comprehensive spatial analysis provides meaningful insights on the influences of socio-demographic attributes, land use and built environment, as well as different weather measures on bike share ridership. Empirical models also reveal significant effects of road network configuration (intersection density and spatial dispersion of stations) on bike sharing demands. The effect of bike infrastructure (bike lane, paths etc.) is also found to be crucial in increasing bike sharing demand. Temporal changes in bike share trip making behavior were also investigated using a multilevel framework. The study reveals a significant correlation between temperature, land use and bike share trip activity. The findings of the paper can be translated to guidelines with the aim of increasing bike share activity in urban centers.     

Effect of environmental awareness on electric bicycle users’ mode choices

Travellers’ environmental awareness can affect their mode choices. The primary objective of this study is to identify the effect of electric bicycle (e-bike) users’ environmental awareness on their mode choice when the use of e-bikes is prohibited in urban areas in China. The data were collected via a questionnaire survey administered at ten locations in Nanjing, China. Using mixed multinomial logit (MMNL) models, we examined the relationship between the e-bike users’ mode choice and their environmental awareness, combined with socioeconomic and demographic characteristics and trip attributes. The results show that the level of environmental awareness, gender, age, education, income, the ownership of car and conventional bike, and trip distance affect e-bike users’ choices significantly. Those with a high level of environmental awareness are more likely to choose zero-emission transport modes. A stratified analysis reveals that the effect of environmental awareness is associated with their original transport mode choice prior to their use of the e-bike. With a high level of environmental awareness, original car users tend to opt for moderate- or zero-emission modes; original bus and metro users incline to choose a zero-emission mode or their original mode; and few original cyclists and walkers favour moderate- or high-emission modes. The results of the current study provide transport authorities with insights to establish sustainable urban transportation management policies and strategies to increase the share of zero- and low-emission transport modes.     

Structural equation approach to investigate trip-chaining and mode choice relationships in the context of developing countries

This paper investigates empirical relationships between trip chain type and mode class choice for developing countries. To formulate these two sets of decisions, four empirical models are developed using structural equation modeling (SEM). Those models are calibrated using one-month travel diary data collected in Dhaka city. SEM correlates the observed variables and identifies their relationship with trip-chaining type utility and mode class choice utility. The fitted models are selected based on statistical results and similarity with the real-life situation. Direct relationships between trip-chaining and mode choice utilities are found insignificant. However, several socio-demographic factors influence both simultaneously. Consequently, it is essential to consider mode class choice concurrently for modeling trip chains. This study also investigates the influencing factors for work-based and non-work-based trip chains separately and effects of road users’ heterogeneity. The research results can be utilized to perceive trip chain-mode choice patterns for developing countries.     

Managing a smart bicycle system when demand outstrips supply: the case of the university community in Seville

Of the many public initiatives used to promote the use of bicycles in the urban environment, the one that has achieved the most spectacular results in a short period of time is the public bicycle hire system. The experience of Seville is one of the most successful internationally, where 6.6 % of mechanised trips were being made by bicycle within 30 months. This paper analyses this experience in the university community, which represents one-third of system users. We conclude that the people who are most satisfied with the system are those who use it for leisure and recreation activities, non-residents of the city, more environmentally aware people and those who have no alternative mode of transportation. Their satisfaction is also closely linked to their appreciation of the bicycles’ level of comfort, the ease with which users can hire bicycles and return them and the small amount of paperwork involved required to sign up for the system. However, user appreciation has fallen over time because the system’s rapid success has caused it to become overloaded. This experience therefore provides one main lesson: the system’s success can result in eventual difficulties.     

Trip chain complexity: a comparison among latent classes of daily mobility patterns

This paper studies the relationship between trip chain complexity and daily travel behaviour of travellers. While trip chain complexity is conventionally investigated between travel modes, our scope is the more aggregated level of a person’s activity-travel pattern. Using data from the Netherlands Mobility Panel, a latent class cluster analysis was performed to group people with similar mode choice behaviour in distinct mobility pattern classes. All trip chains were assigned to both a travel mode and the mobility pattern class of the traveller. Subsequently, differences in trip chain complexity distributions were analysed between travel modes and between mobility pattern classes. Results indicate considerable differences between travel modes, particularly between multimodal and unimodal trip chains, but also between the unimodal travel modes car, bicycle, walking and public transport trip chains. No substantial differences in trip chain complexity were found between mobility pattern classes. Independently of the included travel modes, the distributions of trip chain complexity degrees were similar across mobility pattern classes. This means that personal circumstances such as the number of working hours or household members are not systematically translated into specific mobility patterns.

     

Exploring key determinants of travel satisfaction for multi-modal trips by different traveler groups

Using a primary dataset from an experimental survey in eight European cities, this study identified the key determinants of satisfaction with individual trip stages as well as overall journey experience for different travel modes and traveler groups. Multivariate statistical analyses were used to examine the relationships between overall satisfaction and travel experience variables, trip complexity, subjective well-being indices, travel-related attitudes as well as individual- and trip-specific attributes. The results indicate that for certain traveler groups, such as women, young and low-income or unemployed travelers, there are distinctive determinants of satisfaction with trip stages for various travel modes. The results also indicate that satisfaction with the primary trip stage is strongly linked to overall trip satisfaction, while satisfaction levels with access and egress trip stages are strongly related to satisfaction with the primary trip stage. Past experience, traveler expectations and attitudes, and the emotional state of travelers are also significant explanatory variables for travel satisfaction. The results indicate that when an individual consciously chooses a particular travel mode, they will report a higher level of satisfaction with that chosen mode. Notwithstanding, while past experience highly influences an individual’s current travel satisfaction, the more they travel with the current mode, the less satisfied they are with their choice. The results of this study highlight the importance of gaining a better understanding of the interaction between instrumental variables and non-instrumental variables at different trip stages and the influence on user preferences, satisfaction and decision-making processes.     

Travel mode attitudes,urban context,and demographics: do they interact differently for bicycle commuting and cycling for other purposes?

This study examined whether interactions between travel mode attitudes, urbanization level, and socio-demographics were different for bicycle commuting and cycling for other purposes. Data were obtained from the 2014 wave of the Netherlands mobility panel (MPN). In total, 2673 respondents (18?+?years) who had recorded at least one trip on the days covered by the survey were included in the sample. Four outcomes were constructed, two of which concerned commuting-related cycling: any commuting-related bicycle usage (yes vs. no) and average cycling duration (in hours per weekday). Likewise, two similar outcome variables concerning cycling for other proposes were constructed. These outcomes were analyzed by means of Tobit regression models (cycling duration) and binary logistic models (any bicycle usage). Attitudinal factors concerning different travel modes, namely bus, car, cycling, and train, were constructed by means of factor analysis. The results showed that a positive attitude toward cycling was positively related to bicycle commuting duration, but this association was less strong among those with a positive attitude toward bus use. Having a positive cycling attitude had a weaker association with both bicycle commuting usage and duration in those who do not always have a car available. Regarding cycling for other purposes, cycling attitude had a stronger positive association with cycling duration among residents of very highly urbanized area, compared to residents of less urbanized areas. The available evidence, though limited, suggests that targeting attitudes can have a measurable impact on bicycling, but not to the same extend among all people.

     

A combined destination and route choice model for a bicycle sharing system

This paper studies the supply variables that influence the destination and route choices of users of a bicycle sharing system in the Chilean city of Santiago. A combined trip demand logit model is developed whose explanatory variables represent attributes relating to the topology of the possible routes and other characteristics such as the presence of bikeways, bus service and controlled intersections. The data for the explanatory variables and system users were collected through field surveys of the routes and interviews conducted at the system stations. The results of the model show that proximity to stops on the Santiago Metro and the existence of bikeways are the main factors influencing destination and route choices. Also indicated by the model estimates are gender differences, a preference for tree-lined routes and an avoidance of routes with bus services. Finally, the outcomes reveal considerable potential for the integration of bicycle sharing systems with Metro transit.