Planning for Bike Share Connectivity to Rail Transit

Abstract

Bike sharing can play a role in providing access to transit stations and then to final destinations, but early implementation of these systems in North America has been opportunistic rather than strategic. This study evaluates local intermodal plan goals using trip data and associated infrastructure such as transit stops and bike share station locations in Austin, Texas, and Chicago, Illinois. Bike sharing use data from both cities suggest a weak relationship with existing rail stations that could be strengthened through collaborative, intermodal planning. The study suggests a planning framework and example language that could be tailored to help address the linkage between bike sharing and transit. Rather than an exhaustive study of the practice, this study provides evidence from these two cities that identify opportunities to improve intermodal planning. Cities that are planning or expanding a bike sharing system should consider carefully how to leverage this mode with existing modes of transport. Regardless of a city’s status in implementing a bike sharing system, planners can leverage information on existing transport systems for planning at regional and local levels.

Examining travel patterns and characteristics in a bikesharing network and implications for data-driven decision supports: Case study in the Washington DC area

“…Such multimodal connections indicate a complementary relationship (Barber and Starrett, 2018) between bikeshare and transit that is potentially beneficial to cyclists and operators (Ravensbergen, 2018). The results in Fig.10 indicate that bike trip time has low variations between O-D pairs, and the parametric models of O-D trip time between BSS stations could be adopted and used for real-time intermodal planning (Griffin and Sener, 2016) by road users.…”

Exploring Spatially Varying Influences on Metro-Bikeshare Transfer: A Geographically Weighted Poisson Regression Approach

“…Therefore, 300 m and 10 min were used as the best estimate for the maximum value of metro-bikeshare transfer distance and time, respectively. In addition, previous articles showed that the walkable distance between metro stations and pubic bicycle stations is 300 m [32,56], which is also equivalent to a 5-min walk for the average person [57]. Considering that metro-bikeshare transfer activities in China's metro stations require a security check, we considered a maximum transfer time of 10 min to be reasonable.…”

“…Martin and Shaheen [41] found that sharing bicycles had a stronger connection with rail transit in suburban or exurban areas where the population is less dense. Additionally, researchers have explored the effects of transfer bicycles and bicycle-related infrastructure on rail transit, and they found that the presence of bicycle lanes and bicycle-sharing systems and shared-bicycle ridership within transit service areas were all positively associated with transit ridership [31][32][33][34][35].…”

Pedalear sin fatigarse: análisis de infraestructura ciclística urbana basado en la energía del pedaleo

“…El método propuesto también es útil para otros tipos de análisis que serán desarrollados en los siguientes pasos de nuestra investigación. Entre ellos están el análisis de accesibilidad combinando la bicicleta con el sistema de tranvía que actualmente se encuentra en construcción, lo cual es un elemento clave para un sistema intermodal (Griffin y Sener, 2016). Adicionalmente, se calculará la población servida por la infraestructura ciclística como insumo para la estimación de beneficios socioeconómicos y ambientales de las políticas de movilidad sostenible.…”