Although many countries specify a desirable minimum width for one-way bike lanes, there have been no empirical or methodological studies conducted through extensive field experiments to confirm these specifications. This study devised a measurement method to obtain precise bicycle trajectories using a real-time kinematic global positioning system (RTK GPS). This measurement method achieves very satisfactory accuracy with regard to identifying the desirable minimum bike lane width when considering the bicycle width, Essential Maneuvering Space (EMS), and Comfortable Lateral Clearance (CLC). The width of a bicycle was obtained by investigating common bicycle types in the field. The EMS experiments were performed for speeds of 10, 20, and 30 km/h along test tracks with widths of 1.1, 2.0, and 3.0 m using an RTK GPS. The CLC experiments were repeated 300 times with the same preset speeds as in the EMS tests. Based on the results of this study, the bike lane width should be at least 2.0 m to allow for rider stability on roadways with no curb or gutter. In the future, desirable geometric standards for various types of bike lanes need to be formulated using real data collected with advanced measurement apparatuses.

This paper presents a review of the state-of-the-art automobile emissions models that have been utilized in North America and Europe. The emissions models are classified into two categories: models for emissions inventory and instantaneous emissions models. Each model is explained in some detail, covering revisions and characteristics such as emissions modeling, user input, emissions processes, vehicle categories, pollutants, key variables, and so on. Research trends on the application of the automobile emissions models are also presented. The most robust research area was found to be the assessment of the impacts of various factors, schemes, and technologies affecting vehicle emissions. The second research focus was the enhancement of the applicability of the models to improve the accuracy and quality of emissions estimations. The final area of research was the improvement of energy efficiency and the reduction of greenhouse gas (GHG) emissions through the use of information and communication technologies. There have been a variety of applications utilizing the emissions models. Their contributions to a reduction in vehicle emissions and fuel consumption appear to be very significant.

Environmentally-friendly development has received global attention. Alternative energy-powered vehicles have been developed in response to air pollution caused by cars. Electric vehicles (EVs) are recognized as practical substitutes for internal combustion engine vehicles. Efficient provision of EV charging facilities is essential to relieve this anxiety and thus increase the usage of EVs. Thus, in this study, research regarding EV charging station location problems are reviewed to understand current state of EV infrastructure-related studies. The following main location problem models that are employed in charging facilities for EVs and alternative energy-powered vehicles are reviewed first: p-median problem, set covering problem, fixed charge location problem, and Origin-Destination (O-D) trip-based model. Subsequently, the resolutions for the sizing problem, which is a significant factor in efficiently deploy EV charging stations with high cost of the facility construction on a limited budget, in literatures are described. Finally, studies regarding positioning of EV charging stations with different objective functions are also examined. In conclusion, understanding previous research on EVs and alternative energy-powered charging stations will facilitate more valuable future studies. Therefore, further studies to exactly anticipate the growth of acceptance of EV and reflecting the technological changes are necessary.

Purpose: The purpose of this paper is to analyze the characteristics of closed car-sharing services and present the relevant factors to provide reasonable service locations. Car-sharing service locations have been arranged to allow customers to easily access locations. However, the particular car-sharing service in this study, enforced through an agreement between residents of the House of Commons, is operated as a closed service, limited to public housing residents. This closed car-sharing service in the House of Commons differs from typical services in that, after use, the users return the vehicle to the same parking location. In addition, determination of the general car-sharing locations is based on the profits of the service operator. The service can be stopped as there are a number of other alternatives for mobility. However, if the closed car-sharing service in the House of Commons is canceled, there is no other alternative for existing users. Therefore, the site selection for the initial introduction of the House of Commons in a closed car-sharing service is a very important issue. Design/methodology/approach: This study uses nine months of data from 39 complexes for location analysis for public housing residents in urban areas. The LH Happy Carsharing is a closed private service, used by people residing within approximately 50 rental LH-apartment complexes. As closed car sharing is unfavorable in comparison to other car-sharing services, it is important to demonstrate that the service can succeed in securing a sufficient amount of users. To analyze the viability and usage of the service, the authors have considered ten potential variables. Findings: On the basis of the regression analysis result, the adopted significant variables are the number of households, the percentage of residents in the 40’s age group and the number of households with registered vehicles. Originality/value: In general, for car-sharing research, specific user groups are not generally identified. However, LH Happy Carsharing is specifically targeted to residents in rental apartments. The LH Happy Carsharing is a private service, used by people residing within approximately 50 rental LH Apartment complexes. Since closed carsharing is unfavorable in comparison to other carsharing services, it is important to demonstrate that the service can succeed in securing a sufficient amount of users. Therefore, this study aims to analyze the characteristics of private carsharing and present the relevant factors to provide reasonable service locations.

Car ownership and its resulting traffic congestion have been a global problem in the transport, energy, and environmental sectors. And as such, a shared transportation system, such as car sharing, carpooling, and public bicycles, is important in providing a curb and solution to the problem. The study explores the unique voluntary carpooling program operated by employees at Korea Land & Housing Institute and focuses on the feasibility of carpooling as an alternative for long-distance commute, which not only reduces traffic but also the carpooling users’ costs. This study analyzed two data sets: a carpooling satisfaction survey and three-year carpool usage logs. The results showed that the carpooling rate for commuting to and from work was clearly higher among employees in their 40s and 50s than among the younger age groups. Many employees carpooled less than twice a month, but still, about 30% of the employees carpooled three or more times a month. Over the past 3 years, the driver participants averaged 11.8 carpooling trips and all carpoolers were satisfied with the carpooling. There were approximately two times more passenger participants than driver participants. More than half participated as drivers and occasionally as passengers. Thus, if commuting to the new worksite by public transport isn’t convenient, carpooling is one of the best solutions to relieve the commuting burden in a short period of time. The increase in carpool usage suggests that traffic demand management policies that encourage carpooling can alleviate traffic congestion, reduce greenhouse gas emissions, and energy consumption.