An international review of the frequency of single-bicycle crashes (SBCs) and their relation to bicycle modal share

Objectives To study cyclists’ share of transport modes (modal share) and single-bicycle crashes (SBCs) in different countries in order to investigate if the proportion of cyclist injuries resulting from SBCs is affected by variation in modal share. Methods A literature search identified figures (largely from western countries) on SBC casualties who are fatally injured, hospitalised or treated at an emergency department. Correlation and regression analyses were used to investigate how bicycle modal share is related to SBCs. Results On average, 17% of fatal injuries to cyclists are caused by SBCs. Different countries show a range of values between 5% and 30%. Between 60% and 95% of cyclists admitted to hospitals or treated at emergency departments are victims of SBCs. The proportion of all injured cyclists who are injured in SBCs is unrelated to the share of cycling in the modal split. The share of SBC casualties among the total number of road crash casualties increases proportionally less than the increase in bicycle modal share. Conclusions While most fatal injuries among cyclists are due to motor vehicle–bicycle crashes, most hospital admissions and emergency department attendances result from SBCs. As found in previous studies of cyclists injured in collisions, this study found that the increase in the number of SBC casualties is proportionally less than the increase in bicycle modal share.publishedVersio

The Role of Paratransit: Some Reflections Based on the Experience of Residents\u27 Coach Services in Hong Kong

A new form of paratransit called residents’ coach, which provides exclusive transport services to residents living in private housing estates, has emerged in Hong Kong in the past two decades. This paper discusses the background underlying the emergence and subsequent growth of residents’ coach services and the role of residents’ coach in the public transport system of Hong Kong. It also examines if residents’ coach services should be replaced since more railway extensions are now available and, if so, the potential impact of this change on users. A large-scale questionnaire survey was administered that examined not only people’s modal choice but also their residential choice, socio-economic background and attitudes. The findings suggest that transportation policy makers should pay more attention to new forms of paratransit and ways to integrate them into the overall public transport system, both spatially and temporally, since these services can fill an important gap between conventional mass transit and private cars

The potential impacts of strategic highways on new town development: a case study of Route 3 in Hong Kong

This paper adopts the conceptual model of Sell et al. [J. Architect. Planning Res. 5(2) (1998) 145] in examining the potential impacts of Route 3 on the local community of Yuen Long new town. A questionnaire survey was conducted between 2 and 24 June 1998. 2220 Yuen Long residents were selected by a multi-stage random process. The results indicate that people's perceptions about transport improvements were significantly associated with personal (soci-cultural) attributes, such as sex, age, and industry of employment, occupation and household income. Moreover, the impacts of Route 3 on the travel behavior of local residents were expected to be highly significant. The strongest potential impacts were found among the teenagers (10-19) and the female residents. Most of the additional trips were for "shopping" (43%) and "social/recreational" (35%) purposes.

Tunnel traffic and toll elasticities in Hong Kong: some recent evidence for international comparisons

In this paper, a set of double-log multiple regression models is developed to examine the monthly tunnel traffic of six major toll tunnels in Hong Kong for a 22-year period from January 1979 to September 2000. Despite the much lower percentage of households with cars (12.3%) and the higher dependence of passenger trips on public transport (80.2%), the estimated automobile elasticities in Hong Kong are remarkably similar to those reported in New York, where car ownership is high and the automobile is the dominant mode of transport. The empirical elasticity range in Hong Kong is from -0.103 to -0.291. This is similar to estimates for the United States (-0.13 to -0.45), the United Kingdom (-0.14 to -0.36), and Australia (-0.09 to -0.52). The findings suggest that toll increases are likely to be effective in raising revenue for tunnel management authorities but ineffective in reducing or reallocating automobile traffic for transport planning purposes. Policywise, suburbanization or the redistribution of population could have a much stronger influence on the urban transport market than a 'multifaceted pricing' strategy of raising the total costs of vehicle ownership and usage (including high vehicle-registration fees, parking, and gasoline prices). Moreover, improvements to railway connectivity and enhancement of travel speed on public transit could be much more effective than toll increases in relieving urban transport congestion problems at critical bottlenecks, such as downtown and suburb - downtown tunnels and bridges. The inclusion of lagged effects into the analysis further strengthens the above policy recommendations.

Telecommunications reforms in China: towards an analytical framework

This paper reviews and analyzes changing telecommunications policies in China since the inception of the so-called "Open Policy". It is argued that these changes should be understood as the results of a delicate balance between (1) government considerations (including the state's desire to provide universal coverage, control the telecommunications industry and, more recently, improve the efficiency of state-owned enterprises), (2) the call from foreigners (sometimes made through their governments) to open China's telecommunications industry and to seek profits, and (3) the overwhelming demand of the Chinese population and the business sector (including foreign firms operating in China) to have freer and more rapid movement of information. Over time, the interplay of these forces has led to the liberalization of China's telecommunications industry. These moves towards liberalization took place in four stages. During stages one (Pre-1994) and two (1994-1997), only half-hearted reforms were introduced to separate government administration from business enterprises and to foster very weak domestic competition. During stage three (1998-1999), there were reforms to the regulatory framework and measures towards liberalization. From 2000 onwards, a solid legal foundation was laid after nearly a decade of gradual reform. Moreover, there has been some remarkable organizational restructuring since June 2001.Telecommunications reforms Liberation State concerns Foreign influence Market forces

Developing Metro Systems in the People\u27s Republic of China: Policy and Gaps

In face of the growing demand for mobility, new metro systems are being developed in large Chinese cities like Guangzhou and Shanghai. There currently are seven cities with metro lines under construction. This paper systematically reviews the policy issues and major challenges of developing metro systems in China and highlights three major gaps that Chinese cities have to overcome in planning metro systems. They are the technology gap, the financing gap and the affordability gap. An analysis of these gaps in the Chinese context indicates that early planning and careful studies are important in the development of metro systems in China. It is also suggested that the existing official criteria (population and economic power) for approving the building of metro systems are insufficient and should be supplemented by more vigorous evaluation criteria to ensure that the metro systems offering the highest social benefits can proceed

The sustainable transport pathway: A holistic strategy of Five Transformations

In this paper, a holistic strategy of the “Five Transformations” is introduced to offer a comprehensive and synergetic theory to tackle various daunting challenges faced by the transport sector and ultimately pave the way to sustainable transport. The Five Transformations span across city development, the economy, vehicle technology, modal-split and lifestyles at various geographical scales. Building on the current literature and empirical evidence, this paper advocates for fundamental changes in all aspects of the society beyond transportation. To move forward, this paper scrutinizes the association between land-use planning and the Five Transformations. It is clear that land-use policies are important drivers in implementing and reinforcing the policy instruments under the Five Transformations