The inception of Public Bicycle-Sharing System(PBSS) was in European in 1965. Until now, bicycle-sharing program has spread worldwide with about 553 cities in operation and 193 under construction or in planning. The first PBSS set up in China was Hangzhou in May 1, 2008. Until the end of June 2013, it has operated 2997 fixed docking stations with 69750 bicycles.Existing literature about PBSS mainly focus on the redistribution of bicycles which rests on the limited slots in each stations and the uneven usage in different land-use area (Benchimol et al., 2011; Shu et al., 2010;Daniel Chemla et al., 2011; Leonardo Caggiani et al.,2012),the location of docking stations (or hub) optimization (Juan P. Romero, et al.,2012; Lin & Yang ,2011; Luis M. Martinez et al.,2012; Hamidreza Sayarshad et al.,2012), the barrier and facilitators in bicycle use(Elliot Fishman et al.,2012; Shaheen et al.,2011). Namely most of the literature is tend to make an efficient PBSS, but seldom have done on the activity patterns of the bicycle-sharing users. In this paper, the authors try to understand the commuting mode choice of the bicycle-sharing users, and whether the PBSS has cut the commuting time and decreased the the trips of the car owners.

To understand these questions, we conducted a survey in Hangzhou between late August and early September in 2013. One questionnaire is distributed to bicycle-sharing users, and 1149 surveys were completed in total.The survey examines four associated with the PBSS users: (1) The socio-economic characteristics of the users.(2)Primary usage functions in their daily lives as well as rates of usage. (3) Users' travel mode in commuting and their commuting time.(4) The reasons for the private car or private bike owners' choosing public bikes.

We found that among the interviewees, 44.5% of the male users and 41.5% of the female have a private bike. The main reason for the users not using the private bike is that the PBSS is for a one-way trip and is convenient for circulating, with users bearing no concerns about theft and maintenance (78.8%). Only 5.2% of them use public bicycle barely as a way to support the city’s public transport. Among the interviewees, 34.1% of the male users and 35.6% of the females are private car owners. But among the 398 private car owners, 92.0% of them chose public transportation for their commuting, and 12.1% of them chose public bicycle as their main travel mode. The average commuting time of the interviewees is 51 minutes, which is 25% lower than the average 68 minutes (34 min in a one-way commute) of the Hangzhou citizens’ commuting time in 2012. As PBSS is transport to integrate with other transport modes, 44.2% of users’ commuting trips use public bicycle combine with other transport modes.

We know from the study that people who use bicycle have shorter commuting time. These findings meet the primary goal of the Hangzhou BSS which is to provide the “the last kilometer” services for the citizens which also meant to set up a seamless public transportation between bus and metro. Meanwhile it also responds to Hangzhou government’s promotion of BSS to encourage green and sustainable transportation, decreasing the air pollution and motor vehicle dependence, as a way to improve the quality of the city environment for living. Users’ recommendations for existing Hangzhou PBSS included adding more baby-seat at the back of the bike and 24-hour stations, as well as providing real-time bike and parking availability information by cellphone."