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Dockless bike-sharing (DBS) has gained popularity in many cities in recent years. However, little attention has been given to the commonalities and differences in DBS travel patterns from multiple cities. This study aims to fill this gap by comparing DBS travel patterns in ten Chinese cities of varying scales. It collected data from these cities and analysed them from two perspectives: service usage characteristics and complex network properties. The results reveal a coexistence of similarities and differences in DBS travel patterns across different cities. The ten major cities show significant similarities in temporal distribution, with a similarity coefficient exceeding 0.7. Southern cities have a higher percentage of night riding compared to their northern counterparts. Moreover, over 85% of the travel distances are within 2 km. Concerning spatial distribution, all ten cities demonstrate an imbalanced demand distribution during peak hours, particularly in downtown areas, exhibiting evident tidal patterns. Network analysis outcomes demonstrate that the DBS networks in all ten cities possess small-world and scale-free properties. Furthermore, nodes with high degree centrality and closeness centrality are predominantly concentrated in downtown areas, displaying a diminishing trend from the city centre to the outskirts and showcasing strong global spatial autocorrelation. The betweenness centrality exhibits a property of random distribution. Nodes with high PageRank values are mainly concentrated in the city centre and around metro stations. The findings offer valuable insights for transportation planners and managers seeking to enhance their understanding of DBS systems. • Analysed the service usage characteristics and complex network properties of dockless bike-sharing (DBS) in ten cities. • The temporal distribution of DBS trips is similar across the cities. • The spatial distribution of DBS has a significant tidal phenomenon in ten cities. • The DBS network has small-world and scale-free properties. • The spatial distribution of degree centrality and closeness centrality has a strong spatially autocorrelated. [ABSTRACT FROM AUTHOR]

Increasingly, China is showing endeavours to understand the idea of sustainable development. This is evident in the policy of Chinese ports development, which assumes efforts to assign it, or at least to adapt it to conditions of the sustainable development. However, from the three optic of the sustainable development i.e. economic, social and environmental, the latter is the most visible in provisions of the policy assumptions of Chinese seaports. The purpose of this article is to point out the reasons of implementing environmental principles of the Chinese ports sustainable development. The relationship between the concept of sustainable development of the port and the green port has been characterized. The areas of a negative impact of the port on the environment are identified and described. Based on cases of Chinese ports, the key reasons why the concept green port is being implemented have been highlighted. [ABSTRACT FROM AUTHOR]

Technology-enabled bike-sharing services are increasingly being regarded as effective means of reducing air pollution. However, their actual impact on urban air pollution, especially the factors that might amplify these environmental benefits, is still not well understood. Taking advantage of Ofo and Mobike's staggered entry into 98 major Chinese cities as a quasi-natural experiment, this study empirically examines the impact of technology-enabled dockless bike-sharing services on air pollution and its heterogeneity using a difference-in-differences approach. The results show that there is significant heterogeneity in the impact of the entry of bike-sharing services on urban air pollution, while the overall effect is not significant. Specifically, the reduction effect of dockless bike-sharing service entry on air pollution is greater in cities with larger urban populations, longer average commute times, and higher public transit use, and the increase in traffic congestion further amplifies such effects. This study serves as the first empirical analysis of the impact of bike-sharing services on air pollution, providing important and valuable references for policymakers to better utilize these services to improve air quality and develop sustainable urban transport systems. • Empirically examines the air pollution reduction effect of bike-sharing services. • Notable heterogeneity effects are observed, but overall effect is not significant. • Pollution reduction effect of DBS is greater in large cities with heavy traffic. • Urban commuting features also moderate the pollution reduction effect of DBS. [ABSTRACT FROM AUTHOR]

Application of carbon trading on the consumption-side to subsidize NEVs (called "carbon trading subsidy (CTS)") is expected to become the successor policy for the phasing-out purchase subsidy, but there is still a gap between practice and theory in how to apply. This study applies CTS to bus industry and addresses the interaction problem between purchase decision of bus operators and policy-implementation decision of the government, and improves evolutionary game theory by considering the incentive effects of strategies within the same group to discuss stable strategies of each parties. Simulation experiments are conducted to validate the correctness of the improved model and investigate the effects of key parameters on the evolution of decision behaviors. The results show that subsidy effect of different carbon prices varies significantly under different cost gaps of new energy buses (NEBs) and fuel buses (FBs), and there is an optimal carbon price range, i.e. 0.163–0.263 CNY/kg in this research. The initial carbon quota less than and close to the carbon emissions of FB can achieve the optimal subsidy effect. Maintaining high-frequency inspections on operators can ensure smooth proliferation of NEBs. Finally, policy recommendations to implement CTS are proposed for different stages of the cost reduction of NEBs. [Display omitted] • We apply the carbon trading subsidy mechanism in the bus industry. • Build an improved evolutionary game model involving intragroup strategy incentives. • Dynamic behavior evolution of participating parties is discussed through the model. • We propose policy recommendations for the implementation of the mechanism. • Provide important guidance for formulating new subsidy policies for electric vehicles. [ABSTRACT FROM AUTHOR]

China is now the world leader in public bikeshare systems ( PBS) with more bikes and stations in use than the rest of the world combined. The rapid rise of PBS as a viable urban transport option in China has taken place since Hangzhou introduced the first system in 2008 and it has been driven by the desire to address sustainability challenges. Chinese municipal governments have heavily subsidized the development of PBS to encourage non-motorized transport and offer a flexible, convenient, and low-cost mobility options to the people. As a subsidized public service, PBS in China has been constructed and operated either under a government-run ( GR) model and public-private partnership ( PPP) model. This paper analyzes the effects of these two operation models on PBS performance and concludes that GR systems have been more effective than PPP systems in achieving higher bike utilization, ridership, and population served. The paper explores the reasons for these differences and finds that the financial incentive structure under the PPP model often leads to results that have conflicts of interest between private companies and the government. GR systems, on the contrary, are much more effective than PBS systems and they are under official transport agencies that are accountable to following the government's desire to make PBS function as a viable transport option instead of a profit-making business. [ABSTRACT FROM AUTHOR]

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Tianjin is a large, northern Chinese city well-known for high levels of nonmotorized transport. Although successful pedestrian areas are often associated with mass transit, the largest pedestrian zone in China is now found at the geographic and historic center of a city with a metro system not yet in operation in 2005. This successful pedestrian environment has acted as a magnet for commercial ventures since its 1999 opening. In this article, we argue that nonmotorized transport in Tianjin supports core area vitality. How such a large pedestrian environment is sustained internally is examined by considering walking distance, trips between shopping centers, the relationship between pedestrian volume and economic activity, as well as the role of pedestrian generators. The data were obtained through 1326 questionnaires, cordon counts, and 141 observed itineraries. It was found that the majority of visitors arrived by bicycle and then walked a mean distance of 780 m before making a final stop or leaving the pedestrian street. Pedestrians made 1.1 stops at stores fronting the street and entered 2.2 shopping centers. Pedestrian generators and large shopping facilities at the street ends were significant contributors to longer walking trips and overall street vitality. The results support the suggestion that very large pedestrian environments are feasible and can operate as single, integrated systems in a larger nonmotorized environment. [ABSTRACT FROM AUTHOR]

Abstract: In 2005, 10 million electric bikes were produced in China. Strong domestic sales are projected for coming years, raising concerns about the sustainability and potential regulation of this fairly new mode. Policy makers are wrestling with developing policy on electric bikes with little information about who uses them, why they are used, and what factors influence electric bike travel. This paper probes these questions by surveying electric bike usage in two large Chinese cities, Kunming and Shanghai. Demographic comparisons are made between the different modes and cities as well as differences in travel patterns. Electric bike users are found to travel considerably more than bicycle users. Also, most electric bike users would travel by bus if electric bikes were unavailable. This suggests that electric bikes are less of a transitional mode between human-powered bikes and full-blown automobile ownership, and more an affordable, higher quality mobility option to public transport. [Copyright &y& Elsevier]

• Triple bottom line of transport sustainability assessed using a network DEA model. • The measure applied to regional inland transport in China from 2006 to 2015. • Economic sustainability growth linked to environmental sustainability decrease. • Economic growth associated with social sustainability decline in Eastern zone. • Since 2012 social sustainability is the weakest component of inland transport. The transport sector accounts for nearly one third of the world's total energy use, while inland transport alone is responsible for half of the global petroleum consumption. The expansion of motorization in newly industrialized economies necessitates setting realistic targets. To support decision-makers in better assessment of transport sustainability performance, we introduce a systematic triple bottom line-based approach to evaluate inland transport, considering social, economic, and environmental dimensions of sustainability. The proposed network data envelopment analysis (DEA) measure organizes the three components of the system into a parallel structure, allocates shared input across subsystems, and incorporates undesirable output. The empirical application determines the efficiency of regional inland transportation systems in China from 2006 to 2015. The results indicate a rise in overall transport efficiency between China's 11th and 12th five-year development plan periods and link the economic growth with a decrease in environmental transport efficiency in the Central and Western zones and with a decline in social efficiency in the Eastern zone. Since 2012, the social sustainability remains the weakest component of inland transport, which requires special attention by policy-makers to support vulnerable groups of transport users. This study provides further insight into the investigated measures and proposes recommendations for the improvement of inland transport in China. [ABSTRACT FROM AUTHOR]

Electric vehicles, a significant part of sustainable transport, are attracting increasing attention with the development of sustainable cities. However, as supporting facilities of electric vehicles, public charging stations are of great significance to the promotion of electric vehicles. This paper proposes an electric vehicle charging station location model to improve the resource utilization of electric vehicles for sustainable cities. In this model, reservation services, idle rates during off-peak periods, and waiting time during peak periods are considered. Finally, a case from Chengdu, China, is used to examine the effectiveness of the proposed model. Then, further analyses of reservation ratios and penetration rates are conducted. The results show that the introduction of a reservation service has a positive effect on reducing the total cost, which would provide further support for sustainable cities and have an even greater impact on healthier lives.