Why Shared Bikes of Free-Floating Systems Were Parked out of Order? a Preliminary Study Based on Factor Analysis
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sustainability Article Why Shared Bikes of Free-Floating Systems Were Parked Out of Order? A Preliminary Study based on Factor Analysis Qianling Jiang 1 , Sheng-Jung Ou 2 and Wei Wei 2,* 1 School of Design, Jiangnan University, Wuxi 214000, China; [email protected] 2 School of Design, Chaoyang University of Technology, Taichung 41349, Taiwan; [email protected] * Correspondence: [email protected] Received: 20 May 2019; Accepted: 12 June 2019; Published: 14 June 2019 Abstract: Free-floating bicycle-sharing systems are an important component of sustainable transport. China’s bicycle-sharing schemes have experienced ups and downs in the past three years, and there are a lot of related studies, but there are relatively few studies on the causes of disorderly parking of shared bikes. In this study, an open questionnaire is used to widely collect the causes of the disorderly parking of shared bicycles from users. Through factor analysis, six factors and 32 criteria for the causes of disorderly parking are constructed. Factor 1 ‘supervision and management of enterprises’; factor 2 ‘supervision and management of users’; factor 3 ‘parking space’; factor 4 ‘guidance of parking shared bikes’; factor 5 ‘user self-discipline’; factor 6 ‘operation and maintenance’. It requires the cooperation of multiple parties to solve the problem of disorderly parking of shared bicycles. Keywords: Free-Floating Bike-sharing Systems; causes of disorderly parking; factor analysis 1. Introduction As global warming intensifies, countries around the world have begun to save energy and reduce emissions to slow down global warming. At the Copenhagen Summit (2009 United Nations Climate Change Conference), the Chinese government made commitment to reduce carbon emissions and then opened the curtain for sustainable development. Alonso et al. [1] stated that in urban areas, where pollutants and consequently the impacts generated by unsustainable transport structure exist in a concentrated way, the sustainable mobility is a prerequisite of achieving sustainable cities. Transport systems are key elements of urban areas. Therefore, their sustainability has a pivotal role in achieving complex urban sustainability [2–4]. In China, where the population base is large, the amount of carbon dioxide produced by people in the daily transportation demand process should not be underestimated. Therefore, encouraging people to use public transport and develop a sustainable transportation system can effectively reduce carbon emissions. Since the 1960s, Western countries have gradually realized the adverse factors such as traffic congestion, air pollution, and noise pollution caused by excessive motor vehicles, and they gradually began to realize the importance of bicycles in the transportation system. In the 1970s, the Dutch government improved bicycle transportation facilities in order to create a good bicycle traffic environment and return bicycles to people’s lives. In the 1980s, the Federal Ministry of Transport and the Federal Ministry of Regional Planning, Building and Urban Development jointly promoted environmentally friendly traffic management strategies, including the integration of bicycles and public transportation systems [5]. In 2010, a National Cycling Plan has been drawn out with a vision of developing a cyclist-friendly, well-connected network, providing safe and healthy cycling for all [6]. Bicycle-sharing schemes are also called “Public-Use Bicycles” (PUBs), “Bicycle Transit”, “Bikesharing” Sustainability 2019, 11, 3287; doi:10.3390/su11123287 www.mdpi.com/journal/sustainability Sustainability 2019, 11, 3287 2 of 17 Sustainability 2019, 11, x FOR PEER REVIEW 2 of 17 “Bikesharing”or “Smart Bikes”, or bicycle-sharing“Smart Bikes”, schemesbicycle-sharing comprise schemes short-term comprise urban bicycleshort-term rental urban schemes bicycle that enablerental schemesbicycles to that be pickedenable upbicycles at any self-serveto be picked bicycle up at station any self-serve and returned bicycle to any station other bicycleand returned station, to which any othermakes bicycle bicycle-sharing station, which ideal makes for point-to-point bicycle-sharing trips ideal [7,8]. for China point-to-point used to be trips named [7,8]. the China “Kingdom used ofto beBicycles” named due the to“Kingdom the nation’s of Bicycles” heavy reliance due to on the cycling nation’s for mobilityheavy reliance given the on relativelycycling for low mobility income given of its thecitizens, relatively compact low urban income development, of its citizens, and compact short trip urban distances development, in the 1970s and [9]. short However, trip distances China’s bicycle in the 1970sownership [9]. However, has declined China's year bybicycle year withownership its economic has declined growth, year popularity by year of with motor its vehicles,economic the growth, longer popularitydistance of of travel motor and vehicles, the deterioration the longer of distance the riding of environment.travel and the For deterioration instance, average of the bicycleriding environment.ownership in ChineseFor instance, cities declined average from bicycle 197 bikes owne/hundredrship householdsin Chinese incities 1993 todeclined 113 bikes from/hundred 197 bikes/hundredhouseholds in 2007 households [10]. In lightin 1993 of growing to 113 bikes/hundred traffic congestion households and environmental in 2007 [10]. concerns, In light theof growing Chinese trafficMinistry congestion of Housing and and environmental Urban-Rural concerns, Development the Chinese opposed Ministry bicycle use of Housing restrictions and and Urban-Rural supported Developmenttackling cycling opposed barriers bicycle since 2007 use [re9].strictions The development and supported of bicycle-sharing tackling cycling schemes barriers in China since has2007 gone [9]. Thethrough development three generations. of bicycle-sharing The first-generation schemes bicycle-sharingin China has gone schemes through were providedthree generations. and managed The first-generationby various local bicycle-sharing governments. It schemes is required were to provided apply for and the designatedmanaged by IC various card, and local all governments. fleets should Itbe is picked required up to and apply return for to the fixed designated stations. IC Most card, of and the all second-generation fleets should be bicycle-sharingpicked up and return schemes to werefixed public-privatestations. Most partnership of the second-generation projects, the bicycle bicycle-sharing was used in a similar schemes way towere the firstpublic-private generation partnershipand the representative projects, the was bicycl Yonganxing.e was used The third-generationin a similar way bicycle-sharing to the first schemesgeneration started and since the representative2015. In addition was to Yonganxing. the advantages The of third-generation flexible mobility, bicycle-sharing emission reductions, schemes physical started activity since benefits,2015. In additionreduced congestionto the advantages and fuel use,of flexible individual mobility, financial emission savings reductions, and support physical for multimodal activity transportbenefits, reducedconnections congestion [11], it also and has fuel the use, convenience individual featuresfinancial of savings digital and registration, support mobilefor multimodal payment, transport low cost connectionsand refundable [11], deposit it also athas any the time. convenience It provided features a better of solutiondigital registration, to the problem mobile of first payment,/last mile low of people’scost and travelrefundable andbecame deposit aat popular any time. travel It provided mode in a a better short timesolution (Figure to the1[12 pr]).oblem of first/last mile of people's travel and became a popular travel mode in a short time. (Figure 1 [12]) Figure 1. Amount of sharing-bicycle users in China [12]. [12]. In the past few decades, bicycle-sharing schemes around the world have been constantly evolving, In the past few decades, bicycle-sharing schemes around the world have been constantly but researches relative to bicycle-sharing schemes began roughly after 2000. The development of evolving, but researches relative to bicycle-sharing schemes began roughly after 2000. The bicycle-sharing schemes is divided into four generations, their study sums the characteristics, problems development of bicycle-sharing schemes is divided into four generations, their study sums the and development process of the first three generations of shared bikes [11,13,14]. Then they point out the characteristics, problems and development process of the first three generations of shared bikes characteristics that the fourth generation shared bikes should have. DeMaio believes that the problems [11,13,14]. Then they point out the characteristics that the fourth generation shared bikes should encountered by the first three generations of shared bikes include theft, inappropriate private use and have. DeMaio believes that the problems encountered by the first three generations of shared bikes anonymity. So the fourth generation bicycle-sharing schemes can put more effort into distribution include theft, inappropriate private use and anonymity. So the fourth generation bicycle-sharing of bikes, installation, powering of stations, tracking, offering pedalec (pedal assistance) bikes and schemes can put more effort into distribution of bikes, installation, powering of stations, tracking, new business models to improve efficiency, sustainability and usability [13]. Shasheen