678
R. H. de Ruiz and L. E. R. C. Rielli
is the largest in Brazil (Costa et al. 2018). São Paulo currently has a total fleet of
8.9 million vehicles, of which 6.2 million cars and 49 thousand buses (DETRAN SP
2019). Of the total daily commutes in the city, 30% are made by foot and less than 1%
by bicycles. Of all motorized commutes, about 44% use individual transportation,
while 56% use public transportation. Travels by individual transport last on average
half the time than travels in public transport (Prefeitura de São Paulo 2015).
To improve this situation, public transport needs to be expanded, but it must also
offer comfort, reliability, safety, accessibility and connectivity between modals, as
well as being environmentally friendly. In this manner, public transportation can
attract private car users, reducing pressure on urban roads and traffic jams (Pedroso
et al. 2018).
In the last decades, some attempts have been made to promote alternatives to
private vehicles in the city of São Paulo, including plans to expand and interconnect
public transport, renovate bus and train fleets, create dedicated busways and promote
dedicated bicycle and walking infrastructure (Sá et al. 2019).
The Urban Mobility Plan of the Municipality of São Paulo 2015, which fits the
National Urban Mobility Policy (Law nº 12.587/2012), has as its main objectives
the implementation of an environment suitable for active travel, which promotes
environmental, economic and social gains, benefiting users and the city. The cycling
system guidelines include promoting the use of bicycles as a means of transport and
integrating it as a modal into the public transport system through its terminals and
stations (Prefeitura de São Paulo 2015).
Bicycle incentive policies have been on the municipal agenda of the city of São
Paulo since the 1980, but the first cycling infrastructure was built in the mid-1990
in city parks, focusing on leisure. Only in the mid-2000 this infrastructure planning
was incorporated into transport policies (Sá et al. 2019). Between 2013 and 2016, the
cycling network in São Paulo had a six fold increase (Krecl et al. 2019) and currently
consists of 473 km of bicycle lanes and paths for bike use along with other cycles
and pedestrians, and 30 km of cycling lanes on roads (a designated part of the road
intended for bike use, shared with other vehicles). To facilitate modal integration,
the city also has 102 public bike racks located in bus terminals, train and subway
stations and parking lots of the Traffic Engineering Company (CET SP 2019).
In the Urban Mobility Plan of the city of São Paulo, bike sharing is seen as a very
efficient transportation alternative, either for exclusive trips or for integration with
public transit. Targets for expansion of the structural bicycle network are presented by
the year 2028, when BSS are expected to cover 100% of the city’s territory (Prefeitura
de São Paulo 2015). The new Cycle Structure Plan launched on December 2019
intends to add 173 km to the cycle network and improve 310 km of existing paths
(CET-SP 2019).
The city of São Paulo, Brazil’s largest bicycle-sharing market, pioneered the adoption of BSS in the country with the launch of the BikeSampa program in 2012 by the
company TemBici. The following year, the company Trunfo launched CicloSampa
BSS in the city. Both have fixed stations. In 2018, the company Yellow entered the
market bringing to Brazil the dockless model, which started with 500 bicycles in São
Paulo, aiming to expand this number to 20,000 units by the end of that year, almost
R. H. de Ruiz and L. E. R. C. Rielli
is the largest in Brazil (Costa et al. 2018). São Paulo currently has a total fleet of
8.9 million vehicles, of which 6.2 million cars and 49 thousand buses (DETRAN SP
2019). Of the total daily commutes in the city, 30% are made by foot and less than 1%
by bicycles. Of all motorized commutes, about 44% use individual transportation,
while 56% use public transportation. Travels by individual transport last on average
half the time than travels in public transport (Prefeitura de São Paulo 2015).
To improve this situation, public transport needs to be expanded, but it must also
offer comfort, reliability, safety, accessibility and connectivity between modals, as
well as being environmentally friendly. In this manner, public transportation can
attract private car users, reducing pressure on urban roads and traffic jams (Pedroso
et al. 2018).
In the last decades, some attempts have been made to promote alternatives to
private vehicles in the city of São Paulo, including plans to expand and interconnect
public transport, renovate bus and train fleets, create dedicated busways and promote
dedicated bicycle and walking infrastructure (Sá et al. 2019).
The Urban Mobility Plan of the Municipality of São Paulo 2015, which fits the
National Urban Mobility Policy (Law nº 12.587/2012), has as its main objectives
the implementation of an environment suitable for active travel, which promotes
environmental, economic and social gains, benefiting users and the city. The cycling
system guidelines include promoting the use of bicycles as a means of transport and
integrating it as a modal into the public transport system through its terminals and
stations (Prefeitura de São Paulo 2015).
Bicycle incentive policies have been on the municipal agenda of the city of São
Paulo since the 1980, but the first cycling infrastructure was built in the mid-1990
in city parks, focusing on leisure. Only in the mid-2000 this infrastructure planning
was incorporated into transport policies (Sá et al. 2019). Between 2013 and 2016, the
cycling network in São Paulo had a six fold increase (Krecl et al. 2019) and currently
consists of 473 km of bicycle lanes and paths for bike use along with other cycles
and pedestrians, and 30 km of cycling lanes on roads (a designated part of the road
intended for bike use, shared with other vehicles). To facilitate modal integration,
the city also has 102 public bike racks located in bus terminals, train and subway
stations and parking lots of the Traffic Engineering Company (CET SP 2019).
In the Urban Mobility Plan of the city of São Paulo, bike sharing is seen as a very
efficient transportation alternative, either for exclusive trips or for integration with
public transit. Targets for expansion of the structural bicycle network are presented by
the year 2028, when BSS are expected to cover 100% of the city’s territory (Prefeitura
de São Paulo 2015). The new Cycle Structure Plan launched on December 2019
intends to add 173 km to the cycle network and improve 310 km of existing paths
(CET-SP 2019).
The city of São Paulo, Brazil’s largest bicycle-sharing market, pioneered the adoption of BSS in the country with the launch of the BikeSampa program in 2012 by the
company TemBici. The following year, the company Trunfo launched CicloSampa
BSS in the city. Both have fixed stations. In 2018, the company Yellow entered the
market bringing to Brazil the dockless model, which started with 500 bicycles in São
Paulo, aiming to expand this number to 20,000 units by the end of that year, almost