Bike Racks Research Articles

Key sustainable mobility indicators for university campuses

The increasing focus on promoting sustainable transportation in higher education institutions has resulted in studies that examine different aspects of the planning process. However, little research has focused on an essential element of the process: indicators of sustainable mobility in the context of university campuses. This gap is particularly noticeable in countries like Brazil, where this investigation was carried out. This study aimed to identify a set of key indicators to evaluate sustainable mobility on university campuses by taking into account their relevance and suitability to different contexts. The study combined knowledge gained from real-life planning initiatives with experts' judgment to identify the key indicators. After selecting potentially transferable indicators, we formed an expert panel with professionals from various university campuses to determine the degree of relevance and suitability of these indicators in different contexts. The results were analyzed using the Friedman non-parametric test, which indicated experts' agreement, in terms of relevance and suitability, in the following 13 indicators: Public transport infrastructure, Quality of pedestrian paths (inside and to access the campus), Parking spaces for users with mobility constraints, Urban public transport, Security within and around the campus, Universal access to buildings, Parking infrastructure, Bike racks and bike shelters, Infrastructure to access the campus, Adequacy of transport modes, Quality of campus roads, Cycling infrastructure, and Road safety campaigns. The final list may be particularly convenient for preliminary assessments or for universities that do not have resources available for wide-ranging evaluations of sustainable mobility.

Assessing Obesogenic School Environments in Sibiu County, Romania: Adapting the ISCOLE School Environment Questionnaire.

The impact of the school environment on childhood weight status has garnered significant attention in recent years. This study aimed to adapt and validate the International Study of Childhood Obesity, Lifestyle and the Environment (ISCOLE) School and Environment questionnaire in order to assess the potential obesogenic impact of school environments in Sibiu County, Romania. The ISCOLE questionnaire was chosen for its rigorous methodology. It was derived from a comprehensive study conducted across 12 countries which aimed to capture multifaceted influences on childhood weight while emphasizing educational settings in the collection of data. To guide the translation and adaptation of the questionnaire, a multidisciplinary committee was assembled which comprised experts in teaching and school administration to ensure target responder relevance, experts in clinical research to ensure methodological robustness, experts in language adaptation to preserve the original intent of the survey, and experts in public health to steer the interpretation of the results, with potential policy implications. The data were analyzed by distinguishing between urban and rural settings, and a two-step cluster analysis was implemented to identify potential intervention targets. To assess the validity of the adapted tool, the questionnaire's construct validity and internal consistency were explored. A response rate of 71.2% of the approached schools in Sibiu County was achieved. Of the 84 responding school representatives, 37 (44%) were from a rural setting. The rural schools had significantly more limited access to gymnasiums, secured lockers, showers, and bicycle racks, and exhibited more serious problems regarding the inadequate disposal of garbage in the school vicinity. A two-step cluster analysis revealed distinct school categories, providing opportunities for public policy interventions. One of these primarily concerned rural schools with limited infrastructure but with proactive practices and policies which were termed "unable but willing"; on the opposing spectrum, the category "able but unwilling" mainly comprised urban schools which had available facilities but lacked local proactive initiatives. The findings emphasize the urgent need for targeted measures to bridge these discrepancies by investing in infrastructure in rural schools and promoting active school practices and policies in urban settings. The assessment of obesogenic school environments in Sibiu County provides a pilot model for broader applications due to the diverse school landscape and supportive local authorities. The results, which were achieved using low-cost methods, can guide future educational policies, health promotion initiatives, and preventive interventions.

Organization for Liquid-Modern times?

In an unpublished manuscript that Zygmunt Bauman wrote around the year 2008, Bauman’s overall theory of liquid modernity is sketched in relation to recent types of organization. He describes a shift from classical ‘managerialism’ to the ‘experience economy’, resulting in organizations characterized as eclectic and nonlinear. Ambiguous consequences of this transition follow for individual organization members. The most important trait of and expectation for liquidly modern employees will be their flexibility. Workplaces made seductive and attractive, with food, sport, bike racks and stylish informality, create a fragile cocoon for the elite of knowledge workers. For Bauman, such employees’ materialize love and happiness by buying things, resulting in more working hours to gain the money required to purchase further things in a ‘vicious circle’. The less qualified cannot access either these things or similar working conditions, which is one critical dimension of these recent transformations. Managerially, practices in flexible organizations continuously keep elite employees in a state of uncertainty and urgency. Bauman closes by embedding these tendencies of organizations’ new voraciousness in his overall theme of liquid modernity, as he points to unintended consequences of lighter and more flexible organizational forms. The manuscript is accompanied by a commentary, in which Stewart Clegg, one of the leading scholars in recent attempts to connect Bauman’s theory of liquid modernity with management and organization studies, contextualizes the work.

Clutter and Compliance: Scooter Parking Interventions and Perceptions

Shared e-scooter programs often generate complaints about improper parking because it create unappealing clutter and can make it difficult for pedestrians to use the sidewalk. We examine how cities can address noncompliant scooter parking and explore public perceptions of this problem with two related studies. First, we conducted field experiments in Washington, DC (hereafter "DC"), and Auckland, New Zealand. We observed scooter parking and then evaluated the efficacy of three interventions to mitigate noncompliant parking. We find low rate of noncompliance, but the precise rate is highly dependent on how we define noncompliance. We also find that in-app message reminders and sidewalk decals marginally lowered rates of noncompliant parking, but the largest improvement in compliance occurred after DC implemented a requirement that scooters be physically locked to bike racks. Second, we examined public perceptions of improper parking by asking people how much noncompliant parking they think occurs and what practices they think constitute noncompliant parking. We find that the public overestimates improper parking of scooters and underestimates improper parking of bicycles and cars. Given their unfamiliarity with scooter parking regulations, respondents use pedestrian accessibility and tidiness as heuristics to determine what counts as proper scooter parking.Our results suggest that intuitive parking solutions that align with perceptions of orderly parking, such as bike racks or on-street parking corrals, can improve rider compliance and may reduce public dissatisfaction with shared scooter parking.

Evaluating the need for secured bicycle parking across cyclist typologies

Concerns about bicycle theft can act as a barrier to cycling uptake. A promising solution to prevent theft is secured bicycle parking, which offers more protection than regular on-street bicycle racks through secured access, or the presence of an attendant. As cities begin to invest in this infrastructure, practitioners must make difficult decisions about which types of facilities to install, where to install them, and how much to charge for their use. Therefore, this study draws on a large-scale cycling survey (n = 1806) distributed in Montréal, Canada to explore how secured bicycle parking needs vary across different cyclist typologies. To do so, factor-cluster analysis was conducted to generate cyclist typologies. Then the behaviors and secured bicycle parking needs of these different cyclists were established. Four distinct cyclist types emerged: Leisure Cyclists, Summer Cyclists, Occasional Cyclists, and Dedicated Cyclists. Dedicated cyclists were most interested in secured bicycle parking, while occasional cyclists were the least. Leisure cyclists, on the other hand, are willing to pay and walk the most for secured bicycle parking. Across typologies, the top three most important characteristics of secured bicycle parking are (1) being free or low cost, (2) having secured access, and (3) being close to their destination. Respondents are most interested in secured bicycle parking near their work and metro stations. The results from this study can inform practitioners and researchers about the secured bicycle parking needs of different types of cyclists, and in doing so help in the planning for such facilities.

Causal impacts of the COVID-19 pandemic on daily ridership of public bicycle sharing in Seoul

Public bicycle can be a disease-resilient travel mode during the coronavirus disease 2019 (COVID-19) pandemic. Nonetheless, its evidence on public bicycle sharing is still inconclusive. This study used Bayesian structural time series models and causal impact inference for the data on the daily ridership of public bicycles in Seoul, South Korea, for 1826 days from January 1, 2017, to December 31, 2021. The study found that the usage of public bicycles was robust against the COVID-19 pandemic even in densely populated Seoul. Compared with the pre-pandemic period, public bicycles’ usage was unaffected on days when weather conditions, such as snow, rain, and wind speed were not as severe, as well as on days with non-seasonal event factors, such as weekdays, public holidays, and traditional Korean holidays. In addition, its robustness against the pandemic became more pronounced as the number of bicycle racks increased and the intensity of social distancing increased. However, public bicycles were in demand primarily for leisure and exercise, not for travel, during the pandemic. Public bicycle sharing can be a disease-resilient travel mode. Continuous investment in infrastructure such as bicycle paths and public bicycle is required to become a more resilient travel mode against infectious diseases.

Integrating Bicycling and Public Transport in North America

This paper provides an overview of bike-transit integration in large American and Canadian cities. It begins with an analysis of national trends in bike-and-ride programs such as the provision of bike racks on buses, accommodation of bikes on rail vehicles, and bike parking at rail stations and bus stops. Most of the paper, however, is devoted to case studies of bike-transit integration in six large American cities (San Francisco, Portland, Minneapolis, Chicago, Washington, and New York) and two Canadian cities (Vancouver and Toronto). Much progress has been made over the past decade in coordinating cycling with public transport, but the demand for bike-and-ride far exceeds the supply of facilities in some cities. More funding, in particular, is needed to provide more secure, sheltered bike parking at rail stations and to increase bike-carrying capacity on rail vehicles.

Stranding Cycling Transit Users on Los Angeles’ Orange Line Bus Rapid Transit

The Los Angeles Metro Orange Line is a bus rapid transit (BRT) system that accommodates cycling transit users (CTU) with front-of-the-bus mounted bike racks. However, cyclists sometimes find these bike racks full and are stranded until the arrival of the next bus. By collecting CTU usage data at seven Orange Line stations, the following results were observed: (1) CTUs are more likely to be stranded during weekday nights due to the proximity to three major colleges; on weekends, CTUs are more likely to be stranded in the mornings; (2) Metro’s policy that increased evening service during 2013 successfully decreased the number of stranded cyclists; and (3) when the racks are two-thirds full, approximately 20 percent of buses will strand at least one cyclist.

Determinants of Bicycle-On-Bus Boardings: A Case Study of the Greater Cleveland RTA

Transit agencies around the country have made significant investments since the late 1990s to provide improved service to cyclist-transit users (CTUs), that is, transit riders who bring bicycles with them by using bicycle racks installed on buses. Use of these bus bicycle racks appears to vary significantly from transit system to transit system. It is unclear, however, what specific factors contribute most to bicycle-on-bus boardings (BoBBs). Using multi-variate regression analysis and a detailed data set of 2008–2011 BoBBs for Northeast Ohio’s Greater Cleveland Regional Transit Authority (GCRTA), this study compared daily BoBBs to general ridership (measured by unlinked passenger trips) in light of key weather, transit service, and travel cost variables. Rates of BoBBs rose during the study’s time period and were strongly associated with weather conditions, though even in wet and cold weather, dozens of transit users traveled with their bicycles. To a lesser extent, BoBBs are also associated with transit service levels and travel costs.

Environmental Assessment Of Public Recreation Spaces Of Public Parks In The City Of Knoxville, TN

Public parks provide places and amenities encouraging people to be physically active (PA). The City of Knoxville, TN, a mid-sized city in the Appalachian region, maintains 94 public parks, ranging from pocket parks to larger community parks, in which people can be active. PURPOSE: The purpose of this study was to profile the physical environmental attributes of this park system relative to infrastructure, aesthetics, and amenities. METHODS: An abbreviated version of the Environmental Assessment of Public Recreation Spaces (EAPRS) tool was used to measure three elements of each park (N = 94). An overall ParkScore (PS), with a possible total of 65 points, was composed of ‘Physical Activity Infrastructure’ in the park across 7 categories: trails, open spaces, pools, beaches, sidewalks, playsets, and athletic fields/courts; ‘Amenities’ captured data on quality items related to seating, restrooms, eating/drinking facilities, bike racks, parking, and signage, etc.; and ‘Aesthetics’ based on items such as the presence of meadows, streams, landscaping. EAPRS scores were compared across the types of parks and access (e.g. greenway links, WalkScore) using SAS 9.4. RESULTS: The overall PS was 15.4 (SD = 7.0). The PA infrastructure score was 5.2 (2.7), aesthetics was 2.9 (1.9), and amenities was 7.3 (3.7). Larger community parks, compared to all other parks, scored significantly higher across all EAPRS elements (p < .0001), but had the lowest access by walking or via public transportation. Natural park areas had significantly fewer elements of PA infrastructure. Amenity scores were significantly higher for community and special use parks. 25.8% of the parks were connected to greenways. These greenway-linked parks had significantly higher PS (20.9 vs. 13.4; p < .0001), PA infrastructure (6.6 vs. 4.7; p < .0039), aesthetics (4.5 vs. 2.3; p < .0001), and amenity (9.9 vs. 6.3; p < .0001) scores. CONCLUSIONS: The attributes of larger community parks are much more likely to attract people for active visits. However, as parks increase in size, fewer people may be able to access them through active transport or public transportation. Smaller neighborhood parks, which are more accessible through active transportation, could be excellent targets for park enhancement, including increases in the physical activity infrastructure.

Implementation of Sustainable Transportation at Mahidol University, Salaya Campus, Thailand

Mahidol University is one of the leading sustainable universities in Thailand, which recognizes the importance of combining actions to achieve the 17 Sustainable Development Goals of the United Nations (17 Sustainable Development Goals: 17 SDGs) and the concept of Sufficiency Economy Philosophy. The eco-university and sustainability policy was launched and implemented in 2021 in order to reach the 17 SDGs. Transportation is one of the important issues of campus development. In order to reduce the greenhouse gas emission from private fossil based fuel transportation, the public transportation both inside and outside the campus area is provided including electric tram, shuttle bus and public bicycle. An Electric cart with solar energy was initiated and used on campus. Walking and cycling as primary means for commuting on campus have been promoted by reduction of vehicle traffic. Cycling lanes are improved and bicycle racks are provided around the campus. Around more than 10,000 bicycles including more than 500 public bicycles were used on campus. The parking areas were constructed and adjusted into green open spaces. Many outdoor spaces are created to support various kinds of activities and gatherings enhancing liveliness and variety to campus lifeKeyword: Mahidol University, Mobility, Transportation, Green area, Sustainability campus

The relationship between bicycle traffic and the development of bicycle infrastructure on the example of Warsaw

The article presents the relationship between the intensity of bicycle traffic volume and the development of bicycle infrastructure on the example of Warsaw. There has been a big increase in cycling over the last decade. At the same time, the linear and point bicycle infrastructure developed very strongly. Similar trends are also observed in other cities in Poland. The article presents the types of infrastructure available to cyclists. Then, the method of assessing the bicycle infrastructure is presented, taking into account the five features of good bicycle infrastructure: cohesion, directness, attractiveness, safety and comfort. In terms of coherence, the analysis covered the bicycle infrastructure network in the vicinity of the measurement site. The directness was tested by checking the accessibility of several dozen of the most important nodal points of the city's communication network. The attractiveness was examined by checking the availability of public bike stations, bicycle racks and bike-sharing stations. The infrastructure adjusted to the technical class of the road was adopted as a measure of safety. The comfort was checked by analyzing the quality of the road surface, which affects the driving comfort and energy expenditure. All the factors presented impact the cyclist's assessment of the infrastructure. To standardize the assessment rules, an aggregate index of the development of bicycle infrastructure was determined. The analysis was carried out for 10 sample points for four consecutive years. The points were characterized by different bicycle infrastructure, location in the city road network and different results of bicycle traffic measurements. The analysis showed a strong positive relationship between traffic and cycling infrastructure for most of the analyzed places. There was a negative dependence in the case of the construction of alternative routes in relation to the place of traffic measurements. The obtained results are the same as in the works of other authors. However, the effects of work do not allow to determine which of the examined factors is the cause and which is the effect but only show the existing relationship.

Micromobility, Macro Goals: Aligning scooter parking policy with broader city objectives

Dockless electric scooters challenge cities seeking to regulate them amidst broader goals such as universal access. Cities are particularly concerned with improper scooter parking, which can impede access by other travelers. Despite an important role that scooter parking plays in both regulations and public discourse, no comprehensive view of current scooter parking regulations exists, nor is it clear how regulations align with broader city objectives. This research asks: how have U.S. cities regulated scooter parking to date and what issues do parking regulations aim to address? Data from 37 U.S. cities show that while areas of widespread agreement exist—nearly all (95%) cities allow scooters to park in the furniture zone—a wide range in scooter parking requirements exists. About three quarters of cities allow scooters to park at bike racks (78%) and against buildings (70%), while fewer than two-thirds allow scooters to park either on landscaping (62%) or against signs (60%). Even among cities with similar regulations, however, considerable nuance exists. Interviews with staff from six U.S. cities and existing research highlight motivations for scooter parking regulations. The regulations employed—and the high degree of variability across cities—yield implications for scooter parking policies, as well as scooters’ role in advancing broader city objectives. Scooter parking regulations play an important role in access, but cities should approach regulations as just one piece within a broader agenda of reclaiming streets for people and promoting mobility, sustainability, and access for all.

School environment and physical activity in adolescents from S\xe3o Paulo city

We examined the association of physical activity (PA) facilities and access to school with total PA and domain-specific PA in adolescents. We enrolled 2610 adolescents (mean: 14.9 years) from Sao Paulo city. The number and presence of sports courts, swimming pools, locker rooms, running/athletics tracks, entrance accessible for student cyclists, bike racks, speed limit signal around the school, and pedestrian crossing were assessed in each school. All participants responded to a questionnaire about frequency and duration of physical education classes, leisure time, and active commuting. Total PA was obtained by adding up all PA domains. Presence of three or more (OR: 1.62; 95% CI: 1.15 to 2.30) sports courts, swimming pool available in usable conditions (OR: 1.45; 95% CI: 1.01 to 2.10), running/athletics tracks (OR: 2.35; 95% CI: 1.07 to 5.18), and bike racks (OR: 1.38; 95% CI: 1.07 to 1.78) were positively associated with total PA. Number of sports courts, swimming pool available in usable conditions, speed limit signals around the school, and pedestrian crossings were positively associated with physical education classes. The bike racks, speed limit signs around the school, and pedestrian crossings were positively associated with active commuting. School environment was associated with increased PA. Our findings should be considered in future epidemiologic studies and for educational and health policy makers.

Adaptation and testing of a microscale audit tool to assess liveability using google street view: MAPS-liveability

BackgroundLiveability is a complex, multifaceted concept with various definitions, but with an agreed core set of features (e.g., safety, walkability). Typically, liveability is measured at the macro-level (city or regional-level), and has been used in advocacy by local populations. However, micro-level (street-level) liveability measurements could also/alternatively be used to identify modifiable environmental features impacting health and well-being. To date, no micro-level liveability tools exist. This study investigates the reliability and rater agreement of a new micro-level audit tool designed for use with Google Street View (GSV). MethodsMAPS-Liveability (GSV), was adapted from the Microscale Audit of Pedestrian Streetscapes (MAPS). This study had two phases: 1) MAPS-Liveability development (rapid literature review identifying core liveability concepts, focus groups confirming liveability concepts and tool adaptation); 2) reliability investigation (researcher agreement). Assessment was made of: total liveability; nine liveability sub-characteristics (e.g., safety, health); and 12 proxy measures of behaviour including active travel (e.g., bicycle racks, presence of bicycles in racks). Inter-rater reliability and sensitivity to change were assessed by percentage agreement, inter-class correlation coefficients (ICC) and Wilcoxon signed-ranked tests (p < 0.05). ResultsInter-rater reliability was excellent (ICC 0.905–0.968) for total liveability, parked cars and total number of cars (moving/parked); good (ICC 0.754–0.885) for health, sustainability, places, number of bicycle racks, bicycle rack capacity, number of bicycles in the racks (time-point 2), cyclists (time-point 2), moving cars (time-point 2) and pedestrians; and moderate (ICC 0.550–0.742) for safety, inclusivity, education, traffic/transport, pavements, roads, cyclists (time-point 1), number of bicycles in the racks (time-point 1) and moving cars (time-point 1). ConclusionMAPS-Liveability provides a reliable assessment of micro-level liveability features. MAPS-Liveability has excellent inter-rater reliability for total liveability and moderate-excellent inter-rater reliability for liveability attributes and behavioural indicators. GSV at street-level supports safe, large-scale objective data collection, and collection of historical data where primary data is unavailable.

Impacts of Bike Sharing Program on Subway Ridership in New York City

Bike sharing programs have become increasingly popular in many cities. These services allow users to rent bikes for utilitarian and recreational trips in the urban area. Bike sharing has been considered a suitable mode to support the first- and last-mile connectivity problems of fixed-route transit services. Bike sharing has also emerged as a convenient mode for short-distance trips that previously would not have been possible without using public transit or personal bikes. This study investigated the impacts of Citi Bike—a bike sharing program—on the subway ridership in New York City (NYC), using Poisson-Gamma models. Bike sharing trips with destinations within a quarter-mile radius of a subway station were associated with subway ridership increase. A 10% increase in the number of bike trips increased the average daily subway ridership by 2.3%. However, a higher number of bike stations around a subway station decreased the subway ridership in instances where more bike trips originated (as opposed to ended) in the subway station’s service area. The presence of dedicated bike lanes and bike racks attracted more bike users and increased subway ridership. Findings from this study indicate that the development of bike-friendly infrastructure such as activities outlined in the recent NYC Department of Transport (DOT) “Green Wave” program can increase both bike sharing and subway ridership. In addition, policies and initiatives by transportation agencies to better integrate bike sharing programs with the transit system have the potential to increase the attractiveness of bike sharing programs and maximize the subway ridership.

A data-driven approach for assessing biking safety in cities

With the focus that cities around the world have put on sustainable transportation during the past few years, biking has become one of the foci for local governments globally. Cities all over the world invest in biking infrastructure, including bike lanes, bike parking racks, shared (dockless) bike systems etc. However, one of the critical factors in converting city-dwellers to (regular) bike users/commuters is safety. In this work, we utilize bike accident data from different cities to model the biking safety based on street-level (geographical and infrastructural) features. Our evaluations indicate that our model provides well-calibrated probabilities that accurately capture the risk of a biking accident. We further perform cross-city comparisons in order to explore whether there are universal features that relate to cycling safety. Finally, we discuss and showcase how our model can be utilized to explore “what-if” scenarios and facilitate policy decision making.

Modeling bicycle crash costs using big data: A grid-cell-based Tobit model with random parameters

Bicyclists are among the most vulnerable road users in the urban transportation system. It is critical to investigate the contributing factors to bicycle-related crashes and to identify the hotspots for efficient allocation of treatment resources. A grid-cell-based modeling framework was used to incorporate heterogeneous data sources and to explore the overall safety patterns of bicyclists in Manhattan, New York City. A random parameters (RP) Tobit model was developed in the Bayesian framework to correlate transportation, land use, and sociodemographic data with bicycle crash costs. It is worth mentioning that a new algorithm was proposed to estimate bicyclist-involved crash exposure using large-scale bicycle ridership data from 2014 to 2016 obtained from Citi Bike, which is the largest bicycle sharing program in the United States. The proposed RP Tobit model could deal with left-censored crash cost data and was found to outperform the Tobit model by accounting for the unobserved heterogeneity across neighborhoods. Results indicated that bicycle ridership, bicycle rack density, subway ridership, taxi trips, bus stop density, population, and ratio of population under 14 were positively associated with bicycle crash cost, whereas residential ratio and median age had a negative impact on bicycle crash cost. The RP Tobit model was used to estimate the cell-specific potential for safety improvement (PSI) for hotspot ranking. The advantages of using the RP Tobit crash cost model to capture PSI are that injury severity is considered by being converted into unit costs, and varying effects of certain explanatory variables are accounted for by incorporating random parameters. The cell-based hotspot identification method can provide a complete risk map for bicyclists with high resolution. Most locations with high PSIs either had unprotected bicycle lanes or were close to the access points to protected bicycle routes.

Deep Learning for Short-Term Prediction of Available Bikes on Bike-Sharing Stations

Bike-sharing is adopted as a valid option replacing traditional public transports since they are eco-friendly, prevent traffic congestions, reduce any possible risk of social contacts which happen mostly on public means. However, some problems may occur such as the irregular distribution of bikes on related stations/racks/areas, and the difficulty of knowing in advance what the rack status will be like, or predicting if there will be bikes available in a specific bike-station at a certain time of the day, or if there will be a free slot to leave the rented bike. Thus, providing predictions can be useful to improve the service quality, especially in those cases where bike racks are used for e-bikes, which need to be recharged. This paper compares the state-of-the-art techniques to predict the number of available bikes and free bike-slots in bike-sharing stations (i.e., bike racks). To this end, a set of features and predictive models were compared to identify the best models and predictors for short-term predictions, namely of 15, 30, 45, and 60 minutes. The study has demonstrated that deep learning and in particular Bidirectional Long Short-Term Memory networks (Bi-LSTM) offers a robust approach for the implementation of reliable and fast predictions of available bikes, even with a limited amount of historical data. This paper has also reported an analysis of feature relevance based on SHAP that demonstrated the validity of the model for different cluster behaviours. Both solution and its validation were derived by using data collected in bike-stations in the cities of Siena and Pisa (Italy), in the context of Sii-Mobility National Research Project on Mobility and Transport and Snap4City Smart City IoT infrastructure.

MAPPING THE USABILITY AND QUALITY OF BICYCLE PATHS USING A TERRAIN-INCLINATION-BASED CLASSIFICATION, STUDY CASE: DARCY RIBEIRO CAMPUS, UNIVERSITY OF BRASÍLIA, BRAZIL

Abstract. Over the last decades, Brazilian cities have gone through a rapid process of urbanization. Population growth has brought the need for new technological and construction developments such as highways and housing centers. One of the most important factors related to this growth has to do with the capacity of locomotion, which is done especially by car. In Brasilia there is a large volume of cars circulating, which causes noise, air pollution, difficulty of locomotion during rush hours generated by traffic jam and stress that affects drivers and the general population. The bike stands out in this context because it is a vehicle considered clean for not polluting the environment and it is easily accessible to almost all social classes, being ideal for short to medium range routes. The University of Brasilia (UnB) has a considerable number of cyclists. The University has several bike lanes that have been built to connect the various departments along the campus. In this context, the purpose of this work is the elaboration of a slope map made from a Digital Elevation Model (DEM) to classify the bike lanes as critical or not. The DEM was made from a rectangular grid by the Anudem method and a final map in the 1 : 10000 scale was generated. The proportion of green areas and lampposts that cover the bike lanes on campus was also analyzed. The results characterize the bike lanes as non-critical in relation to the inclination, whereas the relation of number of lampposts as well as the vegetation that cover the area to the number of bike racks on campus was considered low.