Synergies from improved cycling-transit integration: Towards an integrated urban mobility system
Synergies from improved cycling-transit integration: Towards an integrated urban mobility system
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改善自行车与交通一体化的协同效应：迈向综合城市交通系统
DOI：
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发表时间：
2017
期刊：
影响因子：
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通讯作者：
L. Harms
中科院分区：
文献类型：
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作者：
R. Kager;L. Harms
通过结合灵活性和行动半径方面的相反优势，改进自行车和交通的整合有可能克服每种模式的基本局限性。这种集成的好处可能超出用户利益和行程水平。我们提出了七种可产生协同效应的概念机制，这些协同效应被理解为不能归因于孤立的自行车或交通，而只能归因于它们的整合。作为说明，我们通过荷兰自行车交通系统的案例研究来分析和分配这种协同效应。在其他许多地方，自行车运动的实际缺失限制了这种潜力，但最近自行车实践和文化的复兴，尤其是在城市群，为改善自行车与交通一体化提供了新的机会。城市群也是土地使用和交通相关问题似乎特别紧迫的地区，也是我们认为自行车与交通协同效应最强的地区。文章最后讨论了含义和应用。在高层分析之上，我们通过查看来自小样本（且有些不具有代表性）的详细交通使用数据来完成案例研究。通过在荷兰三个城市 12 进行的自动化、匿名出行和模式检测试点研究，我们选择了全部 1 453 次公交出行。从这个样本中，我们观察到基于自行车出行13出行（占所有火车出行的45%）和步行出行（21%）或没有已知出行模式（15%，由于检测方法无法记录短于500 m的出入口出行，但很可能是步行出行）的交通出行，大致相当于本文确定了自行车交通一体化的六个组成部分，并按功能重要性降序讨论了这些组成部分：a）自行车和交通基础设施和文化，b）自行车租赁计划，c) 公交站的自行车停放设施，d) 综合规划和运营，e) 综合信息和安排，f) 自行车车载设施和监管。接下来，我们将探讨这些组成部分如何通过七种机制影响土地使用交通系统：a) 增加服务范围，b) 增加选择（包括车站选择），c) 增加交通出行的个性化和定制化，d) 扩大快速交通系统的市场基础，车站间隔较宽，e) 提高交通、自行车和城市的竞争力，f) 公众的活力，g) 增加集聚效应。
Improved integration of cycling and transit has the potential to overcome the fundamental limitations of each mode by combining their opposite strengths of flexibility and action radius. The benefits of such integration potentially extend beyond user benefits and the trip level. We present seven conceptual mechanisms that lead to synergies , understood as benefits not attributable to cycling or transit in isolation, but to their integration only. As an illustration, we analyse and allocate such synergies by a case study of the Dutch cycling-transit system. Where the practical absence of cycling has limited such potential in many locations elsewhere, the recent resurgence in cycling practice and culture, especially in urban agglomerations, enables new opportunities for improved cycling-transit integration. Urban agglomerations are also the locations where land-use and mobility related issues seem particularly pressing and where we claim cycling-transit synergies are strongest. The article concludes with a discussion of implication and application. above high-level analysis, we complete the case study by looking at detailed transit usage data from a small (and somewhat non-representative) sample. From a pilot study on automated and anonymous trip and mode detection in three Dutch cities 12 we selected all 1 453 transit trips. From this sample, we observed transit trips based on cycling access 13 travel (45% of all train trips) and pedestrian access (21%) or without a known access mode (15%, access or egress trips shorter than 500 m could not be recorded due to detection method but are most likely pedestrian trips), roughly comparable to This paper identified six components of cycling-transit integration and discussed these in descending order of functional importance: a) Cycling and transit infrastructure and culture, b) Bicycle rental schemes, c) Bicycle parking facilities at transit stations, d) Integrated planning and operation, e) Integrated information and arrangements, f) Bike-on-board facilities and regulation. Next we how these components affect the land-use-transport system by seven mechanisms: a) Increased catchment areas, b) Increased choice (including station choice), c) Increased personalisation and customisation of transit journeys, d) Increased market base for rapid transit systems with widely spaced stops, e) Increased competitiveness of transit, cycling and cities, f) liveliness of public and g) Increased agglomeration effects.