Recently many bicycle sharing programs have been introduced in cities worldwide. The combined use of shared bicycles and public transport could offer an attractive alternative for private motorised vehicles and could contribute to making cities better accessible and liveable. However, it is unsure whether this combination, especially with urban public transport (bus/tram), is often used or that shared bicycles function more as a substitute of urban public transport. Therefore, this study explores to what extent people use the shared bicycle in combination with urban public transport within a mid-size city, The Hague, in the Netherlands and how the integration between these modalities could be improved. This is examined by analysing the operational trip data of the bicycle sharing program called HTM-fiets, conducting a survey among the users of this bicycle sharing program and performing an expert meeting. The results indicate that in this case the shared bicycle does not complement urban public transport to a large extent in a single ride and seems more used as a substitute of urban public transport. Therefore, it is probably more valuable to focus on integrating the shared bicycle with urban public transport as a whole than to assure a good integration in a single ride. To realise the integrated public transport and shared bicycle system, the shared bicycle could be marketed as a form of public transport and the shared bicycle could be made available in areas with weak urban public transport connections to increase the total network and with that the accessibility in cities.

Indonesia is one of the largest ocean pollutants in the world in terms of plastic emissions. The country has many tourist areas, including the island of Bali, which is the main tourist hub. The plastic problem is large around and on Bali, which has negative consequences for both the environment and the tourism sector. NGOs and the government are trying to tackle the plastic problem, with an increasing effort in the last few years. This research project has been set up to determine which regions and rivers in Bali discharge the most plastic and therefore pollute the ocean the most, and to design a river structure to mitigate plastic emissions to the ocean. For this study, 31 rivers in eight different regions were measured and analysed. All rivers were measured by visual observation, a trawl or a combination of the two. The flow velocity and the width were measured for each river. By means of the average weight of one piece of plastic, the plastic flux could be obtained. The river embankments were systematically assessed for each river. In addition, the wind speed was also measured for each river. The three most polluting rivers of the island are all in different regions. These three rivers will be the most effective to tackle in order to reduce the plastic discharge to the ocean. The study shows that when a river flows through a densely populated area, the river is more polluted, as is the case with the three most polluted rivers. Through a MCA, two effective waste catchment structures were eventually found for the two types of rivers on the island, which are rivers with and without navigation. The structures will remove the plastic from the rivers. The structure for the river that can be closed is the Trash Trap, and for the river that cannot be closed is the Sea Defence Structure.

In this study a unique bicycle sharing program (BSP) is studied: a BSP initiated by an urban transit provider (buses and trams). The idea is that the combined use of BSPs and buses and trams could increase the catchment area of urban transit alone, therefore offering a more competitive alternative for the car. However, in the scientific literature hardly any knowledge is available regarding to what extent, by whom and how this bicycle – urban transit combination is used. This study explores the so-called ‘HTM-fiets’ programme in The Hague, the Netherlands, operated by urban transit operator HTM. Within the case, data was collected through a survey among the users of this program. The results indicate that, in this case, only 9% of the respondents use HTM-fiets in combination with urban transit. Of bike users who use HTM-fiets as a stand-alone mobility option (i.e. without combining it with transit), 46% have used the HTM-bike as substitute for bus and tram. Our results imply that the transit provider of ‘HTM-fiets’ faces difficult policy choices. The large degree of substitution may negatively influence their business case. However, a large degree of substitution is at the same time not a problem per se for them, because this substitution may alleviate crowding problems in transit and ‘HTM-fiets’ can be seen as an extra service by them offered to people in the Hague to ensure better accessibility of the city. The main lesson would be to focus on an integrated design of BSP and public transport in case a complementary system is aimed for, since our case shows clearly that without an integrated design especially substitution will take place from urban transit to the bicycle.@en