Metro-bikeshare integration, an important way of improving the efficiency of public transportation, has grown rapidly during the last decades in many countries. However, most previous analysis of metro-bikeshare transfer trips were based on limited sample size and the number of recognized metro-bikeshare trips were not sufficient. The primary objective of this study is to derive a method to recognize metro-bikeshare transfer trips. The two data sources are provided by Nanjing Metro Company and Nanjing Public Bicycle Company over the same period from 9–29 March 2016. The identifying method includes three steps: (1) Matching Card Pairs (2) Filtering Card Pairs and (3) Identifying Card Pairs. The case study indicates that the Support Vector Classification (SVC) performs best with a high prediction accuracy of 95.9% using seamless smartcards. The identifying method is then used to recognize the transfer trips from other types of cards, resulting in 17,022 valid metro-bikeshare transfer trips made by 2948 travelers. Finally, travel patterns extracted from the two groups of identified transfer trips are analyzed comparatively. The method proposed presents new opportunities for analyzing metro-bikeshare transfer trip characteristics.

Bike-sharing systems have rapidly expanded around the world. Previous studies found that docked and dockless bike-sharing systems are different in terms of user demand and travel characteristics. However, their usage regularity and its determinants have not been fully understood. This research aims to fill this gap by exploring smart card data of a docked bike-sharing scheme and GPS trajectory data of a dockless bike-sharing scheme in Nanjing, China, over the same period. Both docked and dockless bike-sharing users can be classified into regular users and occasional users according to their usage frequency. Two systems are cross-compared regarding their travel characteristics. Then, binary logistic models are applied to reveal the impacts of travel characteristics and built environment factors on the regularity of bike-sharing usage. Results show that for both bike-sharing systems, regular users and occasional users share similar riding time and distance, while significant differences in the spatio-temporal distribution between docked and dockless bike-sharing systems are observed. The regression model results show that the “Trips during morning and afternoon peak hours” are positively associated with the regularity of both docked and dockless bike-sharing usage. However, the “Riding distance” variable is negatively associated with the usage regularity of both systems. Built environment factors including working point of interest (POI), residential POI, and transit POI promote the usage regularity of both bike-sharing systems. Finally, policy implications are proposed, such as increasing the density of docking stations in suburban areas and developing high-quality parking area for dockless bike-sharing around public transport stations. This study can help operators or governments to launch or improve the service of bike-sharing systems.

The co-existence of traditional docked bike-sharing and emerging dockless systems presents new opportunities for sustainable transportation in cities all over the world, both serving door to door trips and accessing/egressing to/from public transport systems. However, most of the previous studies have separately examined the travel patterns of docked and dockless bike-sharing schemes, whereas the difference in travel patterns and the determinants of user demand for both systems have not been fully understood. To fill this gap, this study firstly compares the travel characteristics, including travel distance, travel time, usage frequency and spatio-temporal travel patterns by exploring the smart card data from a docked bike-sharing scheme and trip origin–destination (OD) data from a dockless bike-sharing scheme in the city of Nanjing, China over the same spatio-temporal dimension. Next, this study examines the influence of the bike-sharing fleets, socio-demographic factors and land use factors on user demand of both bike-sharing systems using multi-sourced data (e.g., trip OD information, smart card, survey, land use information, and housing prices data). To this end, geographically and temporally weighted regression (GTWR) models are built to examine the determinants of user demand over space and time. Comparative analysis shows that dockless bike-sharing systems have a shorter average travel distance and travel time, but a higher use frequency and hourly usage volume compared to docked bike-sharing systems. Trips of docked and dockless bike-sharing on workdays are more frequent than those on weekends, especially during the morning and evening rush hours. Significant differences in the spatial distribution between docked and dockless bike-sharing systems are observed in different city areas. The results of the GTWR models reveal that hourly docked bike-sharing trips and dockless bike-share trips influence each other throughout the week. The density of Entertainment points of interest (POIs) is positively correlated with the usage of dockless bike-sharing, but negatively correlated with docked bike-sharing usage. On the contrary, the proportion of the elderly has a positive association with the usage of docked bike-sharing, but a negative association with the usage of dockless bike-sharing. Finally, policy implications and suggestions are proposed to improve the performance of docked and dockless bike-sharing systems, such as increasing the flexibility of docked bike-sharing, designing and promoting mobile applications (APP) for docked bike-sharing, improving the quality of dockless shared bikes, and implementing dynamic time-based pricing strategies for dockless bike-sharing.