This paper investigates the spatial demand for bikesharing through the application of a series of trip generation models for the London Bicycle Sharing Scheme (LBSS). The production of trips from and the arrival of trips at scheme stations are evaluated in reference to how they connect with features of the built environment, demographics of the resident and workplace populations, and attributes of the scheme's structure. A spatial econometrics approach is taken to specify the models, with four different time windows considered throughout the day for all trips taken during 2016. The built environment features show a consistent pattern of results in the model, indicating that proximity to cycling infrastructure, rail stations, parks, university facilities, as well as the density of shops and conventional roads in the vicinity of stations is linked with trip generation rates. The presence of males and Caucasians are associated with higher station demand, aligning with other work on the introduction of new mobility solutions elsewhere, though we do find that greater distances to work tend to depress use. Trip generation is also reduced at the minority of stations located south of the River Thames, indicating that the presence of natural barriers can affect the operation of schemes. The results carry implications for scheme integration in other cities.

本文通过应用伦敦共享单车计划 (LBSS) 的一系列出行生成模型来研究共享单车的空间需求。计划站出行的产生和到达的评估参考它们如何与建筑环境特征、居民和工作场所人口的人口统计以及计划结构的属性相关联。采用空间计量经济学方法来指定模型，在 2016 年期间进行的所有旅行全天考虑四个不同的时间窗口。 建筑环境特征在模型中显示出一致的结果模式，表明靠近自行车基础设施、火车站, 公园, 大学设施, 车站附近的商店和传统道路的密度也与出行发生率有关。男性和高加索人的存在与更高的车站需求相关，这与其他地方关于引入新移动解决方案的其他工作保持一致，尽管我们确实发现工作距离更远往往会抑制使用。位于泰晤士河以南的少数车站的出行次数也减少了，这表明天然障碍的存在会影响计划的运作。结果对其他城市的计划整合有影响。尽管我们确实发现工作距离越远往往会抑制使用。位于泰晤士河以南的少数车站的出行次数也减少了，这表明天然障碍的存在会影响计划的运作。结果对其他城市的计划整合具有影响。尽管我们确实发现工作距离越远往往会抑制使用。位于泰晤士河以南的少数车站的出行次数也减少了，这表明天然障碍的存在会影响计划的运作。结果对其他城市的计划整合具有影响。