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Effects of the Urban Built Environment on the Integrated Usage between Bike-Sharing and Metro: A Case Study of Shenzhen.

Record Type:	Electronic resources : Monograph/item
Title/Author:	Effects of the Urban Built Environment on the Integrated Usage between Bike-Sharing and Metro: A Case Study of Shenzhen./
Author:	Guo, Yuanyuan.
Published:	Ann Arbor : ProQuest Dissertations & Theses, : 2020,
Description:	210 p.
Notes:	Source: Dissertations Abstracts International, Volume: 83-03, Section: B.
Contained By:	Dissertations Abstracts International83-03B.
Subject:	Statistical physics. -
Online resource:	http://pqdd.sinica.edu.tw/twdaoapp/servlet/advanced?query=28735851
ISBN:	9798535513768

Effects of the Urban Built Environment on the Integrated Usage between Bike-Sharing and Metro: A Case Study of Shenzhen.
Guo, Yuanyuan.

Effects of the Urban Built Environment on the Integrated Usage between Bike-Sharing and Metro: A Case Study of Shenzhen. - Ann Arbor : ProQuest Dissertations & Theses, 2020 - 210 p.

Source: Dissertations Abstracts International, Volume: 83-03, Section: B.

Thesis (Ph.D.)--Hong Kong University of Science and Technology (Hong Kong), 2020.

A new dockless bike-sharing system (DBS) without fixed dock stations provides good solution to the first- and last-mile problems by connecting the metro conveniently and efficiently. DBS allows smarter, greener, and more economical synergy of metro and bicycle by acting as a feeder mode, without concerns of theft, maintenance, and limited parking space on transit carriages. However, despite the increasing attention on DBS use, the synergy of DBS and metro transit has not been well studied. Although built environment is a contextual factor in determining multimode options of bicycle and transit, insufficient scholarly efforts have been devoted to understanding the underlying processes and mechanisms of the effect of built environment on the behavior of DBS-metro integration in urban China. This dissertation, therefore, contributes to the current literature by 1) providing a comprehensive understanding of the DBS-metro integration at spatial and temporal dimensions by using big data and small data collectively; 2) developing a "mediator-moderator" framework to explore the causal mechanism of the built environment toward the behavior of DBS-metro integration under different scenarios; 3) providing evidence-based and context-specific intervention strategies to promote the DBS-metro integration under context of Chinese mega cities.Taking Shenzhen as a case, this study is aimed at investigating how the urban built environment affects the integration between DBS and the metro using big data of the real-time parking location of bikes and a field questionnaire survey. The thesis attempts to (1) quantify the measurement of DBS-metro integrated use and understand its patterns in Chinese megacity; (2) examine the built environment determinants affecting the integrated use from two ways of objective and perceived measures; and (3) explore the interplay between objective and perceived built environment and its effects on integrated use. The main findings of this study are as follows: Big data analysis of the real-time parking location of bikes indicated the presence of two evident peaks at around 8:00 and 18:30 separately for DBS-metro integrated use throughout the day. Access and egress integrated use have similar trip duration (distance), which falls mainly in the duration range of 2-10 mins (500-2000 m). Access use is concentrated in periphery areas close to job centers during the morning peak, while the job center at the High-Tech Park attracts considerable access integrated uses during the evening peak and egress integrated uses during the morning peak. The modeling results shows that objective built environment attributes related to land use and transportation facilities were associated strongly with the DBS-metro integrated use at the metro station level. Metro catchment areas with high mixture and high portion of industrial land use are often observed with more integrated use. A high frequency of access integrated use also happens at the residential areas in particular during the morning rush times. Parks and public squares provide space for cycling, thereby encouraging the integrated use during peak times. Dedicated bike lanes significantly promote the integrated use at evening peak times, and a dense bus stop distribution might facilitate the integrated use, instead of substituting DBS as a feeder mode. Additionally, over-dense distribution of metro stations and frequent intersections along main streets are barriers of the seamless DBS-metro integration. At the individual level, the study used a series of binary logic models and verified the strong effects of the perceived built environment on DBS-metro integrated use. It revealed that a relatively long perceived transfer time, a good perception of availability (i.e., easy to access and park DBS), and a supportive cycling facility of bikeways are crucial for the synergy between DBS and the metro for all feeder trip scenarios. Respondents are also concerned with the home-side feeder trips involved in bicycle- pedestrian crashes, thereby leading to low-level DBS-metro integration. Public buses also play a significant role in substitution with DBS being a feeder mode of the metro.Analysis of the objective and perceived built environment collectively indicated a low agreement between two measures of the built environment, and show that the perceived measure of the built environment is more likely to be associated directly with DBS-metro integration than the objective measure. Moreover, different built environment attributes may affect DBS-metro integration with their unique path. The individual characteristics of gender, age, and income are also found to moderate the association between the built environment and the DBS-metro integration. Particularly, built environment attributes related to transportation service are more easily moderated than land-use and cycling-condition attributes.

ISBN: 9798535513768Subjects--Topical Terms:

536281
Statistical physics.
Subjects--Index Terms:

Urban built environment

Effects of the Urban Built Environment on the Integrated Usage between Bike-Sharing and Metro: A Case Study of Shenzhen.
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520 $a A new dockless bike-sharing system (DBS) without fixed dock stations provides good solution to the first- and last-mile problems by connecting the metro conveniently and efficiently. DBS allows smarter, greener, and more economical synergy of metro and bicycle by acting as a feeder mode, without concerns of theft, maintenance, and limited parking space on transit carriages. However, despite the increasing attention on DBS use, the synergy of DBS and metro transit has not been well studied. Although built environment is a contextual factor in determining multimode options of bicycle and transit, insufficient scholarly efforts have been devoted to understanding the underlying processes and mechanisms of the effect of built environment on the behavior of DBS-metro integration in urban China. This dissertation, therefore, contributes to the current literature by 1) providing a comprehensive understanding of the DBS-metro integration at spatial and temporal dimensions by using big data and small data collectively; 2) developing a "mediator-moderator" framework to explore the causal mechanism of the built environment toward the behavior of DBS-metro integration under different scenarios; 3) providing evidence-based and context-specific intervention strategies to promote the DBS-metro integration under context of Chinese mega cities.Taking Shenzhen as a case, this study is aimed at investigating how the urban built environment affects the integration between DBS and the metro using big data of the real-time parking location of bikes and a field questionnaire survey. The thesis attempts to (1) quantify the measurement of DBS-metro integrated use and understand its patterns in Chinese megacity; (2) examine the built environment determinants affecting the integrated use from two ways of objective and perceived measures; and (3) explore the interplay between objective and perceived built environment and its effects on integrated use. The main findings of this study are as follows: Big data analysis of the real-time parking location of bikes indicated the presence of two evident peaks at around 8:00 and 18:30 separately for DBS-metro integrated use throughout the day. Access and egress integrated use have similar trip duration (distance), which falls mainly in the duration range of 2-10 mins (500-2000 m). Access use is concentrated in periphery areas close to job centers during the morning peak, while the job center at the High-Tech Park attracts considerable access integrated uses during the evening peak and egress integrated uses during the morning peak. The modeling results shows that objective built environment attributes related to land use and transportation facilities were associated strongly with the DBS-metro integrated use at the metro station level. Metro catchment areas with high mixture and high portion of industrial land use are often observed with more integrated use. A high frequency of access integrated use also happens at the residential areas in particular during the morning rush times. Parks and public squares provide space for cycling, thereby encouraging the integrated use during peak times. Dedicated bike lanes significantly promote the integrated use at evening peak times, and a dense bus stop distribution might facilitate the integrated use, instead of substituting DBS as a feeder mode. Additionally, over-dense distribution of metro stations and frequent intersections along main streets are barriers of the seamless DBS-metro integration. At the individual level, the study used a series of binary logic models and verified the strong effects of the perceived built environment on DBS-metro integrated use. It revealed that a relatively long perceived transfer time, a good perception of availability (i.e., easy to access and park DBS), and a supportive cycling facility of bikeways are crucial for the synergy between DBS and the metro for all feeder trip scenarios. Respondents are also concerned with the home-side feeder trips involved in bicycle- pedestrian crashes, thereby leading to low-level DBS-metro integration. Public buses also play a significant role in substitution with DBS being a feeder mode of the metro.Analysis of the objective and perceived built environment collectively indicated a low agreement between two measures of the built environment, and show that the perceived measure of the built environment is more likely to be associated directly with DBS-metro integration than the objective measure. Moreover, different built environment attributes may affect DBS-metro integration with their unique path. The individual characteristics of gender, age, and income are also found to moderate the association between the built environment and the DBS-metro integration. Particularly, built environment attributes related to transportation service are more easily moderated than land-use and cycling-condition attributes.
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