Biking and the Connected City

Victoria Adams, Sudeeksha Murari and Christopher Round

Abstract There is a growing consensus that bikes will play a major role in the
future of urban transportation. As of June 2014, public bike-sharing systems existed
on five continents, including 712 cities. Despite growing interest in the role of bikes
in urban transportation, there is little discussion of how the bike will fit into the
Internet of Things and the vision of the “connected city.” The connected city is an
urban area where connected technologies are used to enhance transportation per-
formance and reduce costs. This chapter outlines how biking could be integrated
into the Internet of things, potential futures for transportation agencies as bike
managers in the connected city, and what potential issues need to be addressed.

Keywords Connected biking
IoT
Urban transportation
Alternate modes

1 Introduction

This section discusses the role that bikes and biking could play in the connected city.
Booz Allen Hamilton defines a “connected city” as “An urban area where connected
digital technologies (connected via vehicle-to-vehicle [V2V], vehicle-to-infrastruc-
ture [V2I], and hybrid [V2X]) are used to enhance transportation performance (in
terms of convenience, access, and quality of experience), reduce transportation costs,
resource consumption and impact on the environment, and improve the health and
well-being of individuals that use transportation in that area. The connected city
effectively and actively engages transportation users in transportation decisions and
provides real-time feedback on the economic, health, and environmental impacts of

V. Adams
S. Murari (&)
C. Round

Booz Allen Hamilton, 8283 Greensboro Drive, Mclean, VA, USA
e-mail: Murari_sudeeksha@[Link]
V. Adams
e-mail: adams_victoria@[Link]
C. Round
e-mail: round_christopher@[Link]

© Springer International Publishing AG 2017 307

G. Meyer and S. Shaheen (eds.), Disrupting Mobility,
Lecture Notes in Mobility, DOI 10.1007/978-3-319-51602-8_18
308 V. Adams et al.

their decisions. It also provides transportation agencies with the information on

which to base transportation real-time management decisions to maximize mobility,
safety, health, and reduce environmental impact, travel time, and cost.”
There is a growing consensus that bikes will play a major role in the future of
urban transportation [1, 2]. For example, as of June 2014, public bike-sharing
systems existed on five continents, including 712 cities, operating approximately
806,200 bicycles at 37,500 stations [1, 2]. Major U.S. cities including Chicago have
launched ambitious biking programs as part of their future transportation planning.
However, despite growing interest in the role of bikes in urban transportation,
there is little discussion of how the bike will fit into the Internet of Things (IoT) and
the vision of the connected city. The IoT is the interconnection of uniquely iden-
tifiable embedded computing devices within the existing internet infrastructure. The
IoT is expected to offer advanced connectivity of devices, systems, and services that
goes beyond machine-to-machine (M2M) communications and covers a variety of
protocols, domains, and applications. Cisco Systems estimate that more than 50
billion devices will be connected together by 2020. This will transform business,
society, government, and how we live and work.
This $100 billion in increased value will be driven by (1) improved asset utilization;
(2) improved employee productivity; (3) improved supply-chain/logistics efficiency;
(4) improved customer experience; and (5) greater innovation. About 6% of this or more
than $5 billion annually will be associated with transportation (see Fig. 1).
The remainder of this paper is divided into four additional sections. Section 1
provides background on the connected bike in the connected city and discusses how
biking could be integrated into the IoT. Section 2 describes the concept of the
connected, smart, and electric bike. Section 3 identifies potential futures for
transportation agencies as bike managers in the connected city. Section 4 identifies
potential issues and research questions that need to be addressed.

2 The Future of Biking: The Connected Bike, the Smart

Bike, and the Electric Bike

Three related technological changes are occurring that are making the bike a potentially
revolutionary surface transportation vehicle for the twenty-first century: the connected
bike, the smart bike, and the electric bike. These technologies have the potential to
disrupt existing urban personal transportation systems. Figure 2 summarized these
technologies. As with connected vehicles, these technologies are combinations of dif-
ferent baskets of technologies.1 Below we briefly describe each in detail.

1
Please note the connected and smart bike are in practice very similar. However, we have pre-
served the distinction because (1) a connected bike is only a subset of the functionality of a smart
bike; and (2) it is possible to quickly and easily turn any bike into a connected bike by adding a
smart phone whereas a smart bike requires built in sensors or after-market adaptations.
Biking and the Connected City 309

Improved Asset
utilization

21% 15% Improved Employee

productivity
15% Improved Supply-
chain/logistics efficiency
Improved customer
32% 17% experience
Enhanced Innovation

Fig. 1 Distribution of direct and indirect impacts

Fig. 2 Three disruptive surface transportation technologies: connected bikes, smart bikes, and
electric bikes

2.1 The Connected and Smart Bike

The connected bike is a human-powered, pedal-driven, single vehicle that can

transmit, receive, and process data from other vehicles, the infrastructure, as well as
310 V. Adams et al.

other sources (e.g., individuals, traffic management networks).2 Connected func-

tionality is either built into the bike or is provided by the user via a smartphone or
another beacon-style device. A smart bike integrates various technologies (e.g.,
GPS, rear-view cameras, blindspot sensors, wear-and-tear sensors, automatic sus-
pension, advanced breaking) into the operation of the bike and interfaces with an
overall operating control or smartphone.
At present few examples of connected bikes exist. For example, the VanHawks
Valour smart bike connects to an iPhone, Android, and/or Pebble app using
Bluetooth, allowing riders to plot their routes and giving them turn-by-turn direc-
tions (via integrated LED lighting on the handlebars). It also uses a number of
sensors to communicate to riders via an integrated haptic feedback in the handlebar
grips that alerts riders by vibrating of any object in blindspots (Fig. 2). The
VanHawks Valour also collects information on road condition and inclines, and
provides information on alternative routes to the user considering traffic, easier and
safer routes, while recommending routes that utilize paths and bike-only lanes. In
addition, the bike contains theft protection that warns users when the bike is being
tampered with and tracks (via GPS) the location of the bike if stolen.
The German Canyon bike contains a variety of sensors that modify the bikes
suspension to increase the comfort of ride and increase speed. In addition, an
onboard control unit contains a GSM module and GPS that plots the location of the
bike, suggests routes, and works with a number of internal sensors that monitor the
condition of key elements such as chain and brake pads. The sensors can send a
message to the rider’s smartphone, warning of the need to replace certain parts, and
even connect her to an online ordering facility for spares. A video on how to install
the replacement part can also be accessed automatically once the part is obtained.
A connected smartphone technology can also be used to trace the bike, and to
record performance data. In the event of an accident, the E-Call function sends a
message to the rider’s smartphone when sensors detect crash damage and a second
call to emergency services (if not stopped by the rider) providing location of the
accident, the riders name, contact data, and relevant health data (e.g., blood type,
drug allergies).
Samsung’s Smart Bike also incorporates connected features. For example, its
geolocation function connects to social media and friends allowing riders to share
routes and cycling experiences. It also comes equipped with advanced safety fea-
tures such as an Arduino processor that enables it to project lasers onto the road in
order to announce its presence to other vehicles equipped with compatible

2
Please note, throughout this paper we focus primarily on single track, two-wheeled vehicles.
However, all of the technologies here can be applied to three- or four-wheeled cycles. These cycles
have advantages and disadvantages over traditional two-wheeled cycles. For example, they are
safer, more stable and generally easier to pedal. However, they are generally more expensive and
take up more room on a bike path leading to overcrowding on heavily used paths and congestion in
urban areas.
Biking and the Connected City 311

technology and has a camera incorporated into the bike frame that allows the rider
see behind via a handlebar mounted smartphone.
In addition to these other companies, Chinese search engine giant Baidu (the
Chinese Google) is developing an operating system for bikes. The Baidu bike
(known as the “DuBike”) is intended to be a health-tracking system geared for bike
riders wanting to improve their workouts. The DuBike monitors riders’ health stats,
such as calories burnt and heart rate, tracks traffic, and offers map data to find the
best routes. Riders can operate the system through voice commands or an onboard
display. The DuBike system will also come with social networking functions,
safeguards to protect the bike from being stolen, and a battery pack that can be used
to recharge smartphones or other devices. One of the great advantages of connected
bikes over connected cars in terms of the rate of adoption is the lower cost of
connected bikes and the ability to easily modify existing bikes. For example, the
VanHawks Valour retails for approximately $1000, which is much less than a
connected car. Bikes can be modified to include connected features by adding
common apps to a smartphone and including a smartphone mount on the handle
bars. Simple after-market add-ons can transform a standard bike into a connected or
smart bike. For example, Helios handlebars can be installed on any bike for less
than $300. They include integrated LED front and rear lighting, a speedometer, and,
via integration with a smartphone, give directions and tracks the bike in the event of
theft. Other developers are taking the approach of integrating smart or connected
vehicle attributes into the rider’s helmet. For example, LifeBEAM’s Smart helmet
(currently in prototyping) tracks multi-physiological parameters and will provide
directions, blindspot warning, and crash detection. The advantage of such a system
is that it would allow the user to take connected and smart bike technology with
them and not be dependent on a single bike. This makes helmet-based, smartphone
only, and other wearables solutions particularly compatible with bike-sharing
programs (Fig. 3).

2.2 The Electric Bike

Another significant technological development is the growing market for electric

bikes (known as an e-bike or booster bike). An e-bike is a bike with an integrated
electric motor that can be used for propulsion to either assist the rider’s pedal power
(i.e., pedelecs) or even propel the bike forward with no rider action. All e-bikes
retain the ability to be pedaled by the rider and are therefore not electric motor-
cycles. E-bikes use rechargeable batteries and the lighter varieties can travel typi-
cally between 16 and 20 mph (depending on the weight of the rider and legal
restrictions). While not popular in the U.S., they are growing in popularity in
Europe and Asia. In Germany they are beginning to cut into the market for con-
ventional bikes, while in China they are largely replacing gasoline powered mopeds
312 V. Adams et al.

Fig. 3 The VanHawks valour blindspot direction and haptic communication system

such that by 2010 it was estimated that there are approximately 120 million e-bikes
in China.3
The e-bike has several advantages over traditional bikes. First, by allowing
peddle assist it provides a way for older and less athletic people to use bikes and to
enter the urban biking system. Second, by requiring less effort it allows individuals
who do not wish to change or exert themselves to use urban biking systems. Third,
e-bikes allow users to contemplate longer commutes. With a single charge a typical
e-bike has a range of 16–18 miles depending on a rider’s weight, usage, and terrain.
The battery can be recharged at a rider’s desk or at a charging station. The potential
of e-bikes as a transportation device for older populations is particularly interesting.
A number of e-bikes are specifically marketed to this group and may grow in
popularity.
The integration of a power source with e-bikes suggests a greater opportunity for
developing smart and connected technology. For example, Daimler’s Smart e-Bike
combines a range of 60 plus miles at a 15 mile per hour peddle assist, dynamic
breaking, and full integration with smartphones. Other e-bikes with more connected
technology are under development and are likely to arrive on the European and
Chinese market in the coming years.
In addition, the e-bike can be expanded to create personal transportation vehicle
that can take more than one person. The advantage of such a “velomobile” (i.e., a
covered pedal-assisted vehicle) is that they provide increased safety and room for
additional passengers and loads, provide cover for inclement weather, and provide
increased safety (e.g., greater stability, protective covering, tail lights). However,
they have a number of disadvantages. Their size reduces the number of bikes or

J. David Goodman (2010-01-31). “An Electric Boost for Bicyclists”. New York Times.
3
Biking and the Connected City 313

other vehicles that can use a road or bike pathway, they require larger parking
spaces, and they can be much more costly that a traditional bike (approximately
$5000). However, they offer another alternative for personal transportation. One
potential role that vehicles similar to the ELF might provide is to offer a non-car
alternative for suburban transportation. The ELF can be used for suburban trips to
the grocery store, shopping or to pick children up from day car.
Another interesting development is the so-called “Copenhagen Wheel.” The
Copenhagen Wheel is a rear bicycle wheel that can be added to a standard bike to
transform it into a smart e-bike. The Wheel contains a motor, batteries, multiple
sensors, wireless connectivity, and an embedded control system. The Wheel learns
how a rider pedals and integrates seamlessly with their motion, multiplying their
pedal power between 3 and 10 times. The Wheel is equipped with regenerative
breaks such that the Wheel is able to capture energy when braking or going
downhill and stores it in the integrated lithium battery pack. All actuation of the
Wheel happens automatically via the pedals through sensing and control algo-
rithms. For example, if a rider pedals harder, such as when going uphill, the Wheel
feeds more power to the motor to reduce strain on the rider. Using your smartphone
with the “Superpedestrian” app, riders can also vary the level of powered assist. The
associated smartphone app allows riders to lock/unlock the wheel, choose amongst
a menu of customizable rides, and track personal usage statistics including time,
distance, calories burned, elevation climbed, and more, all of which can be com-
pared and shared with friends through social media features.4
The e-bike can be integrated into bike-share programs. Each bike (known as the
“Bycyklen”) is equipped with an electric motor and a “vandal-proof” tablet installed
in the center of the handlebar that can be used as a GPS or travel guide with tips for
what to do in the city. Current bikes are available at 20 locations with 65 more
planned. One of the useful characteristics of integrating smart and e-bikes with
bike-share programs is that the connected nature of the bikes means that the
bike-share program can monitor bike use and institute dynamic price to manage the
demand for bikes. For example, currently day users (e.g., tourists) are offered
discounts if they return bikes to bike stations in time for peak rush hour demand.

2.3 The Bike of the Future: Connected, Smart,

and Pedelectric

One vision for the future of biking is that all three of these technology baskets would
be combined. In this vision, the bike of the future would be smart, connected, and
would provide an optional pedal assist. The bike would be fully connected into an
urban areas traffic management system allowing it to communicate with the traffic

4
Please note, alternative designs for “FlyKly” wheel exist such as the SmartWheel and other
products.
314 V. Adams et al.

control system and the connected infrastructure (Fig. 4). For example, bikes could
communicate with traffic lights to provide “bike-only” crossing opportunities before
other traffic to improve bike safety. Alternatively by receiving information from
multiple connected bikes, a traffic management system could open more lanes to bikes
and dynamic control the amount of road way reserved for bikes. Thus, more lanes
could become “bike-only” on nice days when demand for cycling is high and fewer
lanes could be reserved during inclement weather when demand is low. Similarly, data
collected from the routes that bikes take through an urban area could be used to
identify new sites for bike-only lanes, identify road conditions and areas with safety or
bike congestion problems, or identify new pick-up/drop-off stations for bike-sharing
schemes. In the following section we discuss how these new technologies can be used
to encourage greater use of biking and the potential role that transportation agencies
can undertake to encourage cycling and adoption of these technologies.

3 The Role of the Connected and Smart Bike

in the Connected City

3.1 The Role of Connected, Smart, and Electric Bikes

in Encouraging Increased Bike Use

Connected, smart, and electric bikes can provide a safer, potentially easier, and
more convenient biking experience. These factors address the reasons why indi-
viduals do not use bikes in the urban area and show the revolutionary potential of
these new technologies; that is, they can increase overall bike usage by encouraging
non-cyclists to become cyclists.
While the bike is generally accepted to be a cheap, environmentally beneficial, healthy
alternative to the automobile, research shows that the one of the major reasons that
individuals do not use bikes in an urban setting is concern for safety, the effort involved
and convenience [3]. A study of Portland, Oregon’s cycling population shows this. The
study breaks down Portland’s potential cycling population into four groups (Fig. 5):
“Strong and fearless”: A group of approximately 1% of the potential cycling
population who are in good shape and perceive very little threat from urban cycling
(e.g., bike messengers).
“Enthused and confident”: A group that comprises approximately 5% of the
potential cycling population who are in good physical shape and aware of the risks
of urban cycling but feel able to deal with these risks.
“Interested but concerned”: By far the largest groups are those that fall into the
“interested but concerned” group (approximately 60%). This group would like
make more use of bikes in an urban environment but is concerned about (1) the
risks and safety of urban cycling; and (2) whether their health is sufficient to support
regular cycling. This group would like to cycle and could be persuaded to cycle if
the conditions were correct.
Biking and the Connected City 315

Fig. 4 Alternative approaches to creating a connected bike

“No-way-no-how”: A group of about 30% that will never use bikes for urban
transportation for reason related to safety, health, or their circumstance (e.g., the
need to pick up children at daycare, length of commute).
The value of this topology is that it provides a way of thinking about how to
encourage increased cycling and what are the issues involved in shifting individuals
toward greater participation in cycling. Specifically, the 60% of the population that
fits into the “Interested and Concerned” group constitutes the “persuadable” pop-
ulation. As discussed above, the key factors associated with persuading this group
to make greater use of bikes are (1) perceived risk and safety; (2) perceived health
and effort involved; and (3) more convenient. Connected, smart, and electric bikes

70%
60%
60%

50%

40%
33%
30%

20%

10% 5%
1%
0%
"Strong and "Enthused and "Interested but "No-Way-No-How"
Fearless" Confident" Concerned"

Fig. 5 Portland Oregon characterization of potential urban cyclists

 316

Table 1 Impact of connected, smart, and electrics bikes on encouraging bike use in the connected city
Impact Connected bikes Smart bikes Electric bikes
Improve Provide traffic information to identify safer Provide warning and blindspot indicators Reduces effort and allows greater
perception of (e.g., routes with designated bike lanes) or Integrated directions (e.g., handlebar concentration on road conditions covered
safety areas with less traffic Communicate indicators) cabins, rear/front/indicator lighting can
directly with connected infrastructure to Maintenance and functional monitoring increase safety
give cyclists preference (e.g., cycling (e.g., break functioning) provide
preference at traffic lights) integrated day and night lighting at
Communicate directly with traffic multiple points (e.g., front, rear, side
management systems to provide real-time view) provide rear-view cameras
on congestion and street conditions—can provide anti-theft devices and tracking of
be used to turn on an off bike lanes or stolen bikes
expand biking facilities and infrastructure
Preferences
Provide anti-theft devices and tracking of
stolen bikes
Improve Provide traffic information lower effort Link to health apps and indicate routes by Decrease effort involve—encourages
perception of routes (e.g., low incline easier rides) difficulty and effort Adjust bike people with longer commutes or biking
effort and Link to health apps and indicate routes by suspension to optimize riders weight, on difficult terrain (e.g., high inclines)
health required difficulty and effort reach and comfort level
to cycle
Improve Show where bike-share programs and Increases speed allowing faster commutes
perception of stations are available and how biking Allows larger loads and multiple person
convenience might fit to public transport bikes Covered cabins protection from
and access to When combined with e-bikes, can identify inclement weather Pedal assist means can
bikes charging stations be used during the work day without
sweating or appearing disheveled
V. Adams et al.
Biking and the Connected City 317

Fig. 6 The triangle of urban

biking success

can play a key role in affecting the perceptions of this population. Table 1 shows
these potential roles. See also Fig. 6.
A critical element of encourage greater use of these technologies and ensuring
that full benefit of new cycling technologies is to link cycling into a city or urban
areas traffic management and connected vehicle program. In the next section we
discuss the role of transportation agencies in encouraging the use of connected and
smart cycling.

3.2 The Role of Transportation Agencies

in Increasing Bike Use

By connected cyclists to transportation agencies, new bike technologies suggest a

number of potential roles and technologies that transportation agencies can fulfill in
encouraging cycling. Below we briefly provide an overview of these technologies.

3.2.1 Dynamic Cycling Infrastructure Management (DCIM)

One of the keys to encouraging cycling in an urban area is the existence of

cycle-only infrastructure. Surveys have shown that one of the main factors
encouraging individuals to use bikes is the existence of a cycle-only roadways and
paths. These reduce individual’s perceptions of the risks of urban cycling and can
encourage greater participation in cycling. However, cycle-only infrastructure can
be costly and interfere with other traffic. Furthermore, use of cycle-only infras-
tructure varies with the weather (e.g., fewer people cycle in extremes of heat and
cold or when it is raining) and other factors (e.g., more people may decide to cycle
318 V. Adams et al.

when construction impedes automobile transportation). Dynamic cycling infras-

tructure management or “DCIM” offers a solution to this problem.
Using this technology, connected bikes would provide information to a central
traffic management system that would use these data to estimate the demand for
bike-only roadways or lanes for a particular period (e.g., a morning or evening rush
hour). Using these data, more lanes could be converted into bike-only roadways or
given over to all traffic. These data could be communicated to cyclists and potential
cyclists to encourage them to use bikes or to identify a route where lanes had been
converted to bike that would make an easier or quicker route.
This could also be used to manage congestion or air quality. For example, for a
high-attendance event, individuals could be encouraged to bike by reducing the
number of lanes available for cars. Similarly, in days with heavy congestion or air
quality problems, more lanes could be converted to bikes to encourage cycling.
This “on-demand” cycle infrastructure would greatly increase the flexibility of
existing bike lanes and provide a mechanism for encouraging greater cycle use and
improving cycle safety.

3.2.2 Bike-to-Infrastructure Communication

Bike-to-infrastructure (B2I) communications could be used to increase the safety of

cycling and the flow of bikes through a traffic signal cycle. For example, smart and
connected bikes could communicate to traffic lights when a large number of bikes
are inbound. The light could then provide cyclists with a priority or a time when no
other vehicles are crossing, increasing the safety of biking at intersections and
providing a smoother flow for cyclists through the intersection. By connecting
multiple traffic lights into a single system, bike traffic could be efficiently routed
through an urban system.

3.2.3 GIS-Disks and the “Last-Mile-Home”

One of the challenges of public transportation is the so-called “last-mile-home”

problem. This problem refers to the fact that individuals must typically travel a
short distance to reach public transportation. This distance is typically too long to
walk and individuals are faced with the prospect of driving to a public trans-
portation station or bus stop, finding parking (and frequently paying for parking)
before taking a bus or train. Bikes offer an alternative. However, many individuals
do not have or do not use bikes. Bike-share programs can play a role in this problem
but the problem is that individuals would need to take the bike home and keep it
overnight before returning. This could lead to lost bikes or unreturned bikes pilling
up in a particular location.
GIS-disks are cheap (currently about $1.50) and small (less than the size of
quarter) disks that can be attached to any item. Attached to a bike they can be used
to see the location of that bike at any moment. Currently they are marketed as an
Biking and the Connected City 319

anti-theft device. However, combined with a bike-share program they could be used
to address the “last-mile-home” problem. Specifically, ride-share bikes could be
tagged with these disks and users can be allowed to take the bikes home. They
could either return them within 24 h or they could leave then at that location and
collection vehicles could pick them up (with an additional fee billed to the rider).5
This would encourage users to use bike-share programs for the “last-mile-home”
and increase the flexibility of bike-share programs.
This could also be extended to create data for new bike stations. For example, if
the bike-share system, using data from bikes with GIS-disks, noticed that a large
number of bikes were accumulating in one area, they could establish a regular
pick-up and drop-off station. Similarly, data collected from GIS disk and other
connected bikes could be used by a transportation agency to identify areas that are
heavily trafficked by bikes and establish new bikes lanes or bike infrastructure. This
could be integrated into DCIM systems to create allow transportation agencies to
dynamically manage the flow of bike traffic through a city.

3.2.4 Using Connected Cycle Data to Improve the Cycling Experience

and Encourage Cyclists

Data from connected bikes could also be used to improve the cycling experience.
For example, using data from connected cycles, transportation agencies could
identify bottleneck areas for cycles, high-risk/low-safety areas, road conditions
(e.g., potholes), times of day and locations when accidents or congestion occurs,
under-traffic or under-served areas, and other data. These data could be combined to
improve cycling infrastructure and dynamically manage bike traffic.
In addition, these data could be combine with user data (with the proper privacy
and security protections) to increase identify groups that are not using bikes or only
use bikes under particular conditions. For example, if an individual only users a
bike when particular on nice days, a text message could be sent to her to encourage
them to use their bike when a nice day is coming. Similarly, individuals could be
notified before they leave home of which bike lanes are open, potential low con-
gestion, low-effort routes, or where there is the potential for high-risk areas.
These data could also be used to identify groups that are not using bikes and
target them for communication and outreach campaigns to encourage them to use
bikes. For example, if older individuals were identified to be under using bikes,
targeted information could be developed to explain the health benefits of bike,
recommend low-effort, safe routes, or offer discounts on bike-sharing programs.
One particular use that data could be used for is to encourage women to bike.
Women are almost an “indicator species” for the success for urban biking programs
[3]. Most available data on urban biking suggests that in areas with little biking

5
Note, bikes could be provided with a common locking device that users could use to attach the
bike to an external structure on their home.
320 V. Adams et al.

infrastructure, most cyclists are male. The rationale for dominance of men is that
women have greater concerns for their safety and security (e.g., concern over poorly
lit bike paths) and fulfill most of the daily shopping and childcare responsibilities.
Gender parity is only achieved when cycling is perceived to be safe and convenient.
Using data from connected bikes, transportation agencies could identify areas of
concern to women for remediation (e.g., improved bike path lighting, greater traffic
calming) or conduct targeted outreach to encourage cycling.

3.3 Transportation Agency as Bike Transportation Manager

The emergence of new biking technologies suggests that there is an emerging role
of transportation agencies as a manager of bike transportation. In this role, the
transportation agency could be a facilitator for biking (i.e., encouraging the use of
biking, encouraging the growth of support shops and facilities, establishing
bike-share programs), a planner and manager of bike infrastructure (e.g., bike-only
lanes, protected bike paths, ample bike racks, ramps on stairs, space allocated on
trains and buses and well-designed way-finding, traffic calming mechanisms in high
bike traffic areas), and a dynamic manager of bike transportation.
To date most of the transportations in leading bike-friendly cities in the world
have limited themselves to being facilitators and/or planners of bike infrastructure.
The absence of a large number of connected or smart bikes has prevented them
from actively entering as a manager. A review of the most recent Copenhagen
Index of 80 global cities in terms of the degree that they support biking showed that
in 2013 none had developed mechanisms to manage connected cycling [4]. This
suggests that the next stage in the evolution of the urban biking experience may be
the more from passive manager and facilitator to a more active, dynamic manager.

4 Future Research

Based on the research conducted for this white paper, we have identified a number
of potential issues that need to be addressed in future research in this area. These
include the following:
What are the potential roles for transportation agencies as managers of bike
transportation, what works and what are the main success factors? This research
area would review the experience of US and non-city transportation agencies and
identify potential roles, policies, and programs that have been undertaken to
encourage and create pro-cycling urban areas. This research would identify key
lessons learned, assess impact of different programs, identify factors that led to
success or failure, and show the business case for different policies and programs.
What are potential future technologies for biking and what is there potential
impact on urban transportation? This research area would extend the current
Biking and the Connected City 321

research and document potential future biking technologies, assess their viability
and potential impact, and identify key enablers and the role of transportation
agencies in encouraging their adoption.
What are potential future roles for transportation agencies as managers of bike
transportation? This research area would extend the current research and explore
potential roles for transportation agencies in new technologies, identify potential
activities and requirements that transportation agencies could take to encourage
adoption. One output of this could be a maturity model and self-scoring guide for
transportation agencies on where they with regard to supporting cycling and
preparing for the future. This could be accompanied by guidance and educational
documents for transportation agencies to help them create more bikeable urban
areas.

References

1. Midgley, P.: The role of smart bike-sharing systems in urban mobility, May Journeys, [Link].
[Link]/ltaacademy/doc/IS02-p.23%[Link] (2009). Accessed 30 June 2016
2. Lerner, W.: No. 1: Future of urban mobility. In: Little A.D. (ed.) Towards Networked,
Multimodal Cities of 2050, [Link]/downloads/tx_adlreports/ADL_Future_of_
urban_mobility.pdf (2011). Accessed 30 June 2016
3. Baker, L.: How to Get More Bicyclists on the Road, 21 Sept 2009
4. [Link]: [Link] (2016). Accessed 30 June 2016