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This paper aims to investigate the internal mechanisms of bottlenecks in bike-sharing travel. We perform kernel density analysis to obtain analysis points and areas designated by buffer areas. Additionally, we improve the spatial lag model through Tobit regression, so as to avoid the interference of autocorrelation and to set reasonable constraints for dependent variables. The proposed model distinguishes between bike-sharing demand determined by land use and other built environmental factors, which helps to define and identify bottlenecks in bike-sharing travel. Based on a Bayesian network fault tree, we define the diagnosis mode of evidence nodes to calculate the posterior probabilities and to determine the most sensitive factors for bottlenecks. We use Beijing city as the case study. The results show that the most sensitive factors that induce bottlenecks in bike-sharing travel are few subway stations, few bus stops, few bus lines, a low density of bike lanes, and more serious home–work separation. The findings presented here can enhance the generation of bike-sharing trips in response to bike-sharing development and contribute to adjusting the urban structure and reconstructing the green infrastructure layout. [ABSTRACT FROM AUTHOR]

In order to cope with the rapid growth of spatiotemporal big data, data organization models based on discrete global grid systems have developed rapidly in recent years. Due to the differences in model construction methods, grid level subdivision and coding rules, it is difficult for discrete global grid systems to integrate, share and exchange data between different models. Aiming at the problem of information fusion between a GeoSOT grid and global hexagonal equal area grid system, this paper proposes the GeoSOT equivalent aggregation model (the GEA model). We establish a spatial correlation index method between GeoSOT grids and global hexagonal equal area grids, and based on the spatial correlation index, we propose an interoperable transformation method for grid attributes information. We select the POI (points of interest) data of Beijing bus and subway stations and carry out the transformation experiment of hexagonal grid to GeoSOT grid information so as to verify the effectiveness of the GEA model. The experimental results show that when the 17th-level GeoSOT grid is selected as the particle grid to fit the hexagonal grid, the accuracy and efficiency can be well balanced. The fitting accuracy is 95.51%, and the time consumption is 30.9 ms. We establish the associated index of the GeoSOT grid and the hexagonal grid and finally realized the exchange of information. [ABSTRACT FROM AUTHOR]

In recent years, with the development of various types of public transportation, they are also more and more closely connected. Among them, subway transportation has become the first choice of major cities. However, the planning of subway stations is very difficult and there are many factors to consider. Besides, few methods for selecting optimal station locations take other public transport in to consideration. In order to study the relationship between different types of public transportation, the authors collected and analyzed the travel data of subway passengers and the passenger trajectory data of taxis. In this paper, a method based on LeaderRank and Gaussian Mixed Model (GMM) is proposed to conduct subway station locations selection. In this method, the author builds a subway-passenger traffic zone weighted network and a station location prediction model. First, we evaluate the nodes in the network, then use the GPS track data of taxis to predict the location of new stations in future subway construction, and analyze and discuss the land use characteristics in the prediction area. Taking the design of the Beijing subway line as an example, the suitability of this method is illustrated. [ABSTRACT FROM AUTHOR]

Recently, an increasing number of cities have deployed bicycle-sharing systems to solve the first/last mile connection problem, generating a large quantity of data. In this paper, singular value decomposition (SVD) was used to extract the main features of the cycling flow from the origin and destination (OD) data of shared bicycles in Beijing. The results show that (1) pairs of OD flow clusters can be derived from the pairs of vectors after SVD, and each pair of clusters represents a small part of an area with dockless shared bicycles; (2) the spatial clusters derived from the top vectors of SVD are highly coincident with the hot spot areas in the heatmap of shared bicycles; (3) approximately 30% of the study area accounts for nearly 80% of bike riding; (4) nearly 70% of the clustered area derived from the top 1000 vectors of SVD is associated with subway stations; and (5) the types of point of interest (POI) differ between the origin area and destination area for the clustered area of the top 1000 vectors. [ABSTRACT FROM AUTHOR]

As a product of the development of the Internet and the sharing economy, shared bicycles are beneficial in solving the last mile problem of public transportation for urban residents and expanding the service area of urban public transportation to a certain extent. This paper analyses the spatial-temporal characteristics of shared bicycles in the city of Beijing by using kernel density estimation and statistical analysis methods. The maximum coverage location problem model is used to quantify the effects of shared bicycles on the subway and bus urban public transportation systems. The analysis results are of great importance to identify the effects of shared bicycle usage on an urban bus public transportation system from the view of space-time. The results show that (1) shared bicycles are largely located within 1.5 km from the subway station and 500 m from the bus stations; (2) the number of the shared bicycle usage changes along with the distance from the subway and bus stations; (3) subway and bus stations are divided into six types based on the sink-source characteristics of shared bicycles; (4) the service areas of subway and bus stations are expanded by approximately 2.34 and 1.33 times, respectively, after the implementation of shared bicycles. [ABSTRACT FROM AUTHOR]