The majority of bicycle crash studies aim at determining risk factors and estimating crash risks by employing statistics. Accordingly, the goal of this paper is to evaluate bicycle–motor vehicle crashes by using spatial and temporal approaches to statistical data. The spatial approach (a weighted kernel density estimation approach) preliminarily estimates crash risks at the macro level, thereby avoiding the expensive work of collecting traffic counts; meanwhile, the temporal approach (negative binomial regression approach) focuses on crash data that occurred on urban arterials and includes traffic exposure at the micro level. The crash risk and risk factors of arterial roads associated with bicycle facilities and road environments were assessed using a database built from field surveys and five government agencies. This study analysed 4120 geocoded bicycle crashes in the city of Antwerp (CA, Belgium). The data sets covered five years (2014 to 2018), including all bicycle–motorized vehicle (BMV) crashes from police reports. Urban arterials were highlighted as high-risk areas through the spatial approach. This was as expected given that, due to heavy traffic and limited road space, bicycle facilities on arterial roads face many design problems. Through spatial and temporal approaches, the environmental characteristics of bicycle crashes on arterial roads were analysed at the micro level. Finally, this paper provides an insight that can be used by both the geography and transport fields to improve cycling safety on urban arterial roads.

It is estimated that more than one billion people worldwide have some form of disability, and that number is expected to rise as the population ages. A lack of accessible transport can represent a challenge to commuting citizens and it can also inhibit tourists with reduced mobility. Online information about accessibility is the first point of contact that tourists have with their destination and it should therefore be considered an attribute of accessibility. In that context, this paper aims to: (a) propose a method for classifying the information about accessibility provided by the official websites of public transport systems; and (b) present and discuss the results of the application of the method to the official websites of 212 urban rail systems around the world. The results suggest that, despite it being the first indication of destination accessibility, many cities do not provide or provide unclear or insufficient information for tourists with reduced mobility on their official websites. Moreover, few official websites provide information on accessibility around stations or in the case of transfers. This novel method proved to be suitable for classifying the websites, as well as identifying aspects of the information provision that can be improved.

This paper aims to develop a mathematical model to analyze the passenger waiting time in an intermodal station in which intercity transit system served with feeder buses. Passengers are categorized into two groups, named scheduled and random, respectively. The analytic model is developed for quantifying the relationships of passenger waiting time to reliability of feeder bus services and capacity of intercity transit. The numerical results identify that mean waiting time of intercity transit passengers is greater than half of the intercity transit headway, with the condition that feeder service is provided with poor reliability; and on the contrary, mean waiting time will be less than half of the intercity transit headway. Moreover, to avoid long waiting time, headway deviation of feeder buses should be less than 3.5 minutes. In terms of intercity transit capacity, it is suggested that at least 80 % of total arrival passengers should be satisfied.

This paper provides a comparison of planning, implementation, and operation on bus rapid transit (BRT) in four Chinese cities with significantly different populations and city scales, namely Beijing, Changzhou, Xiamen and Jinan. In Beijing, the Nanzhongzhou Line is the first operational BRT system with full functions in China since late 2006. In early year of 2008, BRT systems in Changzhou, Xiamen and Jinan start their commercial operation. This paper conducts an overview on planning and design process, service performance and capital investments of each system. Nevertheless, many features have been applied and implemented differently in these four BRT systems, such as bus lane allocation, station design, ticketing and pricing schemes, financial and institutional arrangement and integration to other transportation systems. The paper concludes by providing recommendations for planners, engineers and decision makers in implementation of BRT systems in various city environments.