Mapping the bike sharing research published from 2010 to 2018: A scientometric review

Smart city as a tool for sustainable mobility and transport decarbonisation

https://pureadmin.qub.ac.uk/ws/files/227447124/air.pdf

Air pollution, physical activity and health: A mapping review of the evidence

In this study, we explore the usage of e-scooter sharing services in Austin, Texas over about a six-month period The study is based on trip records of all the shared e-scooter operators in Austin and includes trip start and end locations We use both analysis of trip patterns and spatial regression techniques to examine how the built environment, land use, and demographics affect e-scooter trip generation Our findings show that people use e-scooters almost exclusively in central Austin Commuting does not seem to be the main trip purpose, and usage of e-scooters is associated with areas with high employment rates, and in areas with bicycle infrastructure People use e-scooter sharing regardless of the affluence of the neighborhood, although less affluent areas with high usage rates have large student populations, suggesting that students use this mode of travel Implications for planners suggest that better bicycle infrastructure will facilitate e-scooter usage, college towns are a ready market for e-scooter sharing services, and e-scooters may be a substitute for some short non-work trips, reducing car usage, and benefiting the environment

Spatial associations of dockless shared e-scooter usage

BACKGROUND
Obesity, physical inactivity, and reduced physical fitness contribute to the rising burden of chronic diseases in China. We investigated these factors in Chinese adults over a 14-year period (2000-14) using data from randomised national surveys.


METHODS
We did four national surveys in 2000, 2005, 2010, and 2014 among Chinese adults aged 20-59 years. We used BMI to assess underweight (<18·5 kg/m(2)), overweight (≥23·0 to <27·5 kg/m(2)), and obesity (≥27·5 kg/m(2)). Central obesity was defined as a waist circumference greater than 90 cm in men and greater than 85 cm in women. We assessed leisure-time physical activity (LTPA) by whether or not participants had completed the recommended minimum 150 min of moderate or 75 min of vigorous exercise per week. Indices for assessment of physical fitness were forced vital capacity, resting heart rate, hand grip strength, sit and reach distance, and time standing on one leg.


FINDINGS
151 656 (78%) of 193 440 adults responded to the survey in 2000, 163 386 (84%) in 2005, 154 931 (80%) in 2010, and 146 703 (76%) in 2014. The prevalence of obesity increased from 8·6% in 2000, to 10·3% in 2005, 12·2% in 2010, and 12·9% in 2014 (estimated increase 0·32% per year, 95% CI 0·30-0·33; p<0·0001). The equivalent estimates were 37·4%, 39·2%, 40·7%, and 41·2% for overweight (estimated increase 0·27% per year, 95% CI 0·25-0·30; p<0·0001) and 13·9%, 18·3%, 22·1%, and 24·9% for central obesity (estimated increase 0·78% per year, 0·76-0·80; p<0·0001). The prevalence of overweight, obesity, and central obesity increased with age (all p<0·0001) and was higher in men than in women (all p<0·0001). We noted a simultaneous decrease in the prevalence of underweight (estimated decrease of 0·06% per year, 95% CI 0·04-0·07; p<0·0001). The proportion of adults meeting the minimum LTPA recommendation increased over time (17·2% in 2000, 18·1% in 2005, and 22·8% in 2014), with the estimated prevalence change per year being 0·33% (95% CI 0·24-0·42; p<0·0001) for underweight people, 0·50% (0·47-0·53; p<0·0001) for normal-weight people, 0·37% (0·34-0·40; p<0·0001) for overweight people, and 0·06% (0·00-0·13; p=0·044) for obese people. We noted deteriorations over time in all measures of physical fitness in normal-weight adults (all p<0·0001), apart from resting heart rate (p=0·69).


INTERPRETATION
Despite increased participation in LTPA, we noted increases in overweight or obesity and a decrease in physical fitness in Chinese adults. Continued nationwide interventions are needed to promote physical activity and other healthy lifestyle behaviours in China.


FUNDING
National Physical Fitness Surveillance Center and Ministry of Science and Technology of the People's Republic of China.

BMI, leisure-time physical activity, and physical fitness in adults in China: results from a series of national surveys, 2000–14

Bicycle-transit integration, in which cycling is used to as a transfer mode to/from transit station is widely believed to be one very important way of promoting a transit city and achieving efficient and sustainable urban transport systems. However, the empirical evidence for the determinants of people’s choices to transfer by bicycle as a travel mode remain largely unstudied. This paper investigates this issue, using Beijing and its metro system as a case study. Using a multilevel logistic model, we found that travel distance is the most important influence on rates of cycling for transfer trips between metro stations and home or workplace. There were also socioeconomic influences, with young people being less likely to cycle and more likely to use buses. Middle- and high-income earners were more likely to drive than cycle, while low-income earners were more likely to take the bus. Personal attitudes are also influential—those who prefer cheap travel were more likely to cycle. Above results suggest that the increasing city size and urban expansion are great challenges to cycling systems in growing cities. The presence of bicycle-sharing programs, mixed land use, and green parks in metro station areas were associated with greater rates of cycling transfer. In order to promote Bicycle-and-Ride schemes in metro station areas, education initiatives designed to influence behavior should be integrated with investment in bicycle infrastructure.

Bicycle-metro integration in a growing city: The determinants of cycling as a transfer mode in metro station areas in Beijing

The determinants of commuting mode choice among school children in Beijing

Public transport services are believed to play an important role in constraining car use. However, it has been found that cars are still used at high rates near many metro stations. This paper aims to explore car ownership and car use in people living close to metro stations. Taking Beijing, China, as a case study, this study shows that the likelihood of owning a car, and the number of work and non-work vehicle kilometers traveled (VKT), is lower in areas with higher mixed land use. Residents’ income and family structure both affect VKT. People with an awareness of sustainable land use and transportation modes use fewer VKT. The study also has some interesting new findings in the Chinese context. It found that residential density was not significantly related to VKT. Interestingly, neighborhood type was firmly associated with car ownership and use: those who live in Danwei neighborhoods generated more work VKT, and those living in indemnificatory neighborhoods used more non-work VKT. Additionally, renters were less likely to own cars than house owners, and people with Beijing hukou generated more VKT. People preferring to live in close proximity to the metro system and travel by foot were more likely to own cars in the future than other people. The results suggest that increasing land use diversity and the accessibility of living amenities in neighborhoods near metro stations could enhance the performance of transport systems by reducing dependence on cars. Housing and transport policies, along with behavior-education programs, could strengthen this effect.

Exploring car ownership and car use in neighborhoods near metro stations in Beijing: Does the neighborhood built environment matter?

This article presents a transnational comparison study to clarify the difference in the associations of built environment with public bike usage in three cities in eastern Asia. This study sampled passengers entering or leaving metro stations in seven neighborhoods in Beijing, Taipei, and Tokyo for home-based work trips. Their mode choices of connecting travels between trip origins/destinations and metro stations were analyzed using logit and latent class models . Empirical evidence reveals that the associations of built environments with public bike usage of the study cities rarely accord with one other. Results are unable to support that empirical knowledge on the association of built environment with public bike usage is transferable among transnational cities despite their geographical and cultural proximity. Collecting local empirical knowledge on travel behavior is critical for developing bike-friendly built environments for a city.

Built environment and public bike usage for metro access: A comparison of neighborhoods in Beijing, Taipei, and Tokyo

It is widely believed air pollution is an obstacle to cycling as it has negative effects on cyclists’ health outcomes and deteriorates their cycling experiences. However, the empirical studies investigating the impact of air pollution on cycling behaviour remains scarce. The aim of this paper is to fill the gap by looking at Beijing as a case study. The authors conducted a survey of 307 cyclists on the days with different levels of air quality in terms of concentration of PM2.5 in 2015. The results show that in the polluted weather, those who persist in cycling are more likely to be male, over 30 years old, lower income or those who travel short distances. Specifically, female cyclists have a higher tendency to shift from cycling to public transit than the males and medium and high-income earners are more likely to shift to using a car than low income earners. The residents’ subjective perceptions of safety and comfort have major effects on their cycling behaviour. A higher perception of comfort and safety is related to a higher possibility of continuing cycling when air quality became polluted. Cycling for commuting trips is less likely to be replaced by other modes than cycling for non-commuting trips, such as shopping. Results of this study reveal that improving air quality in a metropolitan area such as Beijing has co-benefits of cycling renaissance. The huge investments into cycling infrastructure should be integrated with policies designed to create an attractive environment for cycling.

Shengxiao Li

Papers

Bicycle-metro integration in a growing city: The determinants of cycling as a transfer mode in metro station areas in Beijing

The determinants of commuting mode choice among school children in Beijing

Exploring car ownership and car use in neighborhoods near metro stations in Beijing: Does the neighborhood built environment matter?

Built environment and public bike usage for metro access: A comparison of neighborhoods in Beijing, Taipei, and Tokyo

How does air pollution influence cycling behaviour? Evidence from Beijing