Main Area
Civil Engineering - Transport Engineering
PTDC/ECI-TRA/3120/2021 (Lacrado a 10-03-2021 às 03:18)
Civil Engineering - Transport Engineering
Social and economic geography - Urban Studies (Planning and Development)
Civil Engineering Evaluation Panel - 2021
STREETS4ALL
Dynamic and equitable Reallocation of Urban Street Space
207.865,94€
street space; equitable and dynamic allocation; sustainable urban mobility; Intelligent Transportation System
January, 1st of 2022 for 36 months
Ethical concerns about collection of data is a crucial aspect of STREETS4ALL. Complying with the General Data Protection Regulation (GDPR) of the European Union is critical when we collect and process individual or personal data. This research project will be guided by such compliances and practices of confidentiality and anonymity. During this project, we will collect different types of data (ranging from videos to testimonies and opinions) using different methodologies (i.e., video recordings and focus group sessions). All users (adults) will be given the choice to have their names recorded or not and all research approaches, dissemination of results and data uses will be detailed to all participants and involved partners. All information about how the data collected will be used during the project will be disclosed and if further information is required, any team member will provide such information. As always, all participation of users, interviewees and survey respondents is voluntary and all information collected will be kept secure in the university web servers during the course of the project and eliminated from our records 2 years after the project (required to fully explore the data collected). Nevertheless, the aim of such data acquisition processes is to make key understandable research about the cycling environment and, as such, no individual or personal tracking will take place. Furthermore, the Ethics Commission of the Principal Institution will be contacted to verify that all ethics concerns are addressed and complied with.
Goal 11 - Make cities and human settlements inclusive, safe, resilient and sustainable
Goal 9 - Build resilient infrastructure, promote inclusive and sustainable industrialization and foster innovation
Goal 3 - Ensure healthy lives and promote well-being for all at all ages
Sustainable transport drives poverty eradication and sustainable development. There are a number of SDG targets directly linked to transport, and to the STREETS4ALL project in particular. By providing a more equitable access of urban streets ́ space to all modes and users, through its dynamic allocation, STREETS4ALL contributes to: SDG 3 on health (more active and healthier lifestyles and increased road safety); SDG 9 on resilient infrastructure (dynamic allocation promotes flexibility in face of sudden crisis, just like the current COVID19 pandemic context and requirements of adjustment of streets ́ functionalities towards more active modes), and SDG 11 on sustainable cities (access to actives modes and expanded public transport by promoting the more attractive ́ ́first-and-last miles ́ ́). In addition, sustainable transport will enable the implementation of nearly all the SDGs through inter-linkage impacts, for instance, SDG 7 on energy (promotion of actives modes and thus reducing the dependence on fossil fuelled vehicles), and SDG 16 on promoting a more peaceful and inclusive societies for sustainable development (providing urban streets for all).
Associação do Instituto Superior Técnico para a Investigação e o Desenvolvimento (IST-ID)
Av. Rovisco Pais, nº 1 1049-001Lisboa
IST-ID is a private not-for-profit institution, which primarily aims at carrying out Science and Technology activities, fostering knowledge transfer and promoting the involvement of national and foreign researchers, internally and externally. IST-ID carries out RD&I activities in fundamental and applied areas associated with major societal challenges, including Basic Sciences, Information and Communication Technologies, Energy, Environment, Mobility, Applied Life Sciences, Materials, Nanotechnologies and Nanosciences, Technology and Entrepreneurship, Manufacturing Technologies, Nuclear Reactors and Accelerators, Nuclear Safety and Radiological Protection.
CERIS is an R&D unit hosted by IST-ID and the only Civil Engineering research unit awarded with “Excellent” in the 2015-18 last evaluation by FCT in Portugal. It aims at creating and disseminating scientific knowledge and promoting innovation through the active involvement in fundamental and applied research for the built and natural environment sector, namely in the following areas: Hydraulics; Environment and Water Resources; Systems and Management; Transportation Systems; Studies on Construction; Structures and Geotechnics. To better achieve the objectives, these areas joined synergies in four thematic strands: Product Development in Civil Engineering Industries; Risk and Safety in Built and Natural Environments; Rehabilitation of Built and Natural Environments; Response to Natural and Societal Changes.
Universidade de Coimbra (UC)
Paço das Escolas 3004-531Coimbra
The University of Coimbra (UC) was founded in 1290 and constitutes a reference in higher education and scientific research in Portugal, with excellent academic reputation recognized worldwide. It includes 8 faculties and over 30 research units and centres, providing teaching and conducting research in almost all study fields – Exact Sciences and Engineering, Life Sciences, Architecture, Medicine, Social Sciences, Humanities and Sports –, as well as several structures devoted to promote science and technology, culture and sports. The UC pursues a policy of continuous improvement in several areas, ensuring high standards of teaching and research, as well as being an active participant in the development of the corporate world. The continuous technological development promoted by UC’S different R&D units, addresses the challenges involved in the design, operation and regulation of technologies, bringing together faculty from different scientific disciplines with a long experience in teaching, research, technology transfer and consultancy. The UC stands out also on technology transfer being involved in the promotion of several initiatives, like the IPN Incubator and Biocant, and in the creation of highly successful technological spinoffs, such as Active Space Technologies, Crioestaminal, Critical Software, and Feedzai, amongst many others.
Instituto de Investigação e Inovação em Engenharia Civil para a Sustentabilidade (CERIS/IST/ULisboa)
Av. Rovisco Pais, 1 1049-001LISBOA
Centro de Investigação do Território, Transportes e Ambiente (CITTA/FE/UP)
Rua Dr. Roberto Frias 4290-465Porto
Centro para a Inovação em Território, Urbanismo e Arquitetura (CiTUA)
Av. Rovisco Pais, 1 1049-001LISBOA
Laboratório de Robótica e Sistemas de Engenharia (Larsys)
Av. Rovisto Pais, 7º - Torre Norte
O espaço urbano é escasso e disputado. As infraestruturas de transporte ocupam uma parte importante (20%) com estradas, estacionamento, e outros usos. Este espaço tem privilegiado os modos motorizados, em particular os carros. Hoje, muitas cidades pretendem alcançar os Objectivos de Desenvolvimento Sustentável da ONU, favorecendo o planeamento centrado nas pessoas, após décadas de foco no carro. Por outro lado, o espaço rodoviário urbano está frequentemente ocioso. Ruas congestionadas durante as horas de ponta são subutilizadas nas horas de menor movimento. O estacionamento nas ruas em áreas residenciais é escasso durante a noite, mas fica vazio durante o dia, quando os residentes vão trabalhar. Assim, os planeadores urbanos poderiam realocar o espaço viário ocioso para outros fins de transporte (pe, vias BUS ou ciclovias) ou funções urbanas (pe, mercados, passeios). Estas abordagens já existem (pe, estacionamento nocturno ou mercados de fim-de-semana nas ruas). No entanto, são locais e estáticas. Seguem uma regra fixa ou são temporárias como o urbanismo táctico (pe, ciclovias pop-up). No fundo, não respondem a critérios de procura variável e não se adaptam às necessidades dinâmicas de acessibilidade ou mobilidade.
A literatura escassa aponta para um aumento da disputa pelo espaço urbano. STREETS4ALL propõe a realocação equitativa e dinâmica do espaço da rua para acomodar utilizações multi-modais e multifuncionais futuras. Investigaremos soluções de ocupação da rua que possam adaptar a sua função e utilização em períodos de tempo curtos (pe, horas, dias, estações do ano) e alturas pré-estabelecidas (pe, hora de ponta e fora dela).
Assim, STREETS4ALL responderá a 3 questões de investigação: 1) Onde podemos alterar dinamicamente as funções da rua para satisfazer os diferentes requisitos de mobilidade e acessibilidade sem comprometer gravemente o nível de serviço dos utilizadores actuais? 2) Quando e como podem ser feitas tais alterações? 3) Quais são os efeitos correspondentes na acessibilidade e mobilidade, tais como os impactos energético, ambiental, sanitário e de segurança? Como é que os utilizadores de todas as idades e capacidades aceitam tais soluções?
Lisboa é o nosso caso de estudo por 4 razões: - Tem uma Agenda Verde robusta (https://lisboagreencapital2020.com/)) e está a investir fortemente em infraestruturas para os modos activos; - As empresas de micromobilidade (pe, partilha de bicicletas e scooters) e os utilizadores estão a crescer; - Lisboa tem uma elevada dependência do automóvel e uma quota de transportes públicos decrescente (que o isolamento social da COVID-19 veio intensificar); e - A equipa de investigação tem amplos conhecimentos e investigação prévia sobre mobilidade urbana e planeamento da acessibilidade em Lisboa. Tem fácil acesso aos principais stakeholders, facilitando a aquisição de dados, a aplicação e a divulgação dos resultados.
A nossa abordagem metodológica selecionará as áreas de teste para simulação da realocação do espaço de rua em Lisboa e avaliará os seus efeitos potenciais. Uma Análise Multicritério mapeará as áreas de Lisboa propensas à realocação do espaço da rua. Do lado da procura teremos variáveis de atividade (pe, fluxos de tráfego, atividades comerciais). Do lado da oferta, variáveis que caracterizam a via (pe, velocidade, capacidade) e a rede (pe, conectividade, centralidade). Juntamente com o município, selecionaremos 3 locais para testes (rua, praça, avenida). Recolheremos dados 24/7 durante uma semana típica para avaliar os padrões modais (pe, fluxo, velocidade, densidade). Os dados de fluxos motorizados alimentarão modelos base de microssimulação utilizando o software AIMSUN da Siemens. Incluiremos as áreas circundantes para captar possíveis desvios de tráfego causados pela redução de capacidade das ruas. Os nossos modelos irão simular as alterações do padrão de mobilidade causadas por várias soluções de realocação do espaço da rua, definidas em conjunto com o município e a Siemens (o nosso parceiro tecnológico). Ver as cartas de apoio anexas a esta proposta. Utilizaremos o método EMEP/EEA [12] para avaliar os impactos no consumo de energia e nas emissões. A ferramenta HEAT da OMS irá avaliar as mudanças na atividade física e a segurança dos modos ativos. Avaliaremos ainda os requisitos tecnológicos e legais das soluções STREETS4ALL, nomeadamente com grupos focais para compreender como os utilizadores (residentes, proprietários de lojas, visitantes) poderão aceitar as soluções. O consórcio tem raízes sólidas e experiência significativa com análise multi-objectivo [14,22-25], acessibilidade e métricas de desempenho de modos activos [17,18,20,21,28,29], estudos urbanos [1,9], e impactos energéticos e ambientais [5,8,30]. Ainda, os nossos estudantes irão fazer investigação no âmbito do Doutoramento em Sistemas de Transporte, lançado no âmbito do Programa MIT Portugal, oferecido conjuntamente pelas Universidades de Lisboa (IST), Coimbra (FCTUC) e Porto (FEUP).
Urban space is scarce and transport facilities use a significant amount (~20%) for roads, parking, and other uses. This space has been inequitably preferring motorized modes, in particular cars. Today, many cities target the UN’s Sustainable Development Goals by favoring people-centric planning after decades of car-centered planning. Besides, urban street space is often idling. Congested streets and avenues during peak hours are often underutilized in off-peak hours. On-street parking in residential areas is scarce overnight but idling during the day when residents leave to work. So, planners could reallocate unused street space for other transport modes (e.g., bus or cycling lanes) or urban functions (e.g., markets, promenades), equitably. Such approaches exist today, e.g., nighttime parking or on-street weekend markets. However, they are local and static. They follow a fixed rule or they are temporary like tactical urbanism, e.g., pop-up cycle lanes. Overall, they are not demand-responsive and do not adapt to changing requirements of accessibility or mobility.
The limited literature points to an increase in the dispute for scarce urban space. STREETS4ALL proposes an Equitable and Dynamic Allocation of Urban Street Space to accommodate the future multi-modal and multi-functional street’ uses. We will investigate street design solutions that can adapt its function and use equitably for all modes over time, during predetermined time lengths (e.g., an hour, few hours, or days) and at pre-timed periods (e.g., peak or off-peak hour, day or night time).
STREETS4ALL will answer 3 research questions: 1) Where can we dynamically change street functions to meet varying mobility and accessibility requirements without severely compromising current users’ level of service? 2) When and how can such changes be made? 3) What are the corresponding effects on accessibility and mobility, such as the energy, environmental, health, and safety impacts? How do users of all ages and abilities accept such solutions?
Lisbon is our case study for 4 reasons: - It has a robust Green Agenda (https://lisboagreencapital2020.com/)) and is investing heavily in infrastructures for active modes; - Transportation network companies (e.g., bike and scooters sharing) and users are growing; - Lisbon has a high car dependency and a diminishing share of public transport (which the COVID-19 social isolation measures are intensifying); and - The research team has ample knowledge and prior research on urban mobility and accessibility planning in Lisbon. It has easy access to key stakeholders, facilitating data acquisition, application, and output dissemination.
A mixed-methodological approach will select the testbed areas for street-space reallocation in Lisbon and evaluate its effects. We will map the areas of Lisbon prone to street-space reallocation based on Multicriteria Analysis. Demand-side variables include street activities (e.g., traffic flows, commercial activities). The supply-side includes street (e.g., speed, capacity) and network (e.g., connectivity, centrality) variables. Together with Lisbon’s municipality, we will select 3 sites for testbeds (a street, a plaza, a boulevard). We will collect data 24/7 over a typical week to evaluate modal patterns(e.g., trajectories, speeds). The counting and directional movement data will feed base-case microsimulation models using Siemens’ AIMSUN software. We will include the surrounding areas to capture possible traffic detours caused by capacity reduction of streets. Our models will simulate the mobility pattern changes caused by several street-space reallocation solutions defined together with the municipality and Siemens (our technological partner). Please refer to the support letters attached to this proposal. We will use EMEP/EEA guidelines [1] to evaluate the impacts on energy consumption and emissions. WHO’s HEAT tool will assess changes in physical activity and the safety of active modes. Finally, we will evaluate the technological and legal requirements of STREETS4ALL solutions. Also, we will lead focus groups in the 3 selected sites to deeply understand how users (residents, store owners, visitors) might accept STREETS4ALL solutions. This research consortium has solid roots and significant experience with multi-objective analysis [2-6], accessibility and performance metrics of active modes [7-12], urban studies [13-14], and energy and environmental impacts [15-17]. Furthermore, our students will be researching under the Ph.D. of Transport Systems, launched in the framework of the MIT Portugal Program, and jointly offered by the Universities of Lisbon (IST), Coimbra (FCTUC), and Porto (FEUP). STREETS4ALL will provide city managers with guidelines and tools to implement equitable and dynamic street space reallocation solutions. Ultimately, we will promote better living urban environments, especially when uncertain and radical changes occur such as COVID19 pandemic.
###3.2.1. Literature Review
After many decades of car-centered city planning, the SDG11 aims to make cities and human settlements inclusive, safe, resilient, and sustainable. Also, urban public space is a contested space where transport facilities use a significant amount. As cars took up more urban space than more efficient transport modes, cities struggled with increasing congestion levels and environmental emissions. Justice and equality of road space allocation arise, besides health and environmental impacts. Active modes and transit require less space but were often disregarded [13,18]. Hence, the EU’s White Paper aims to reduce at least 60% of transport GHG emissions by 2050 and propose more efficient transport systems with better traffic demand management, land-use planning, and urban space reallocation for sustainable modes [19].
Many cities have shifted from an increasing street capacity for cars to reallocating space for sustainable modes [20]. The Dutch and Danish woonerf schemes began in the ’60s, while similar policies only arose worldwide from the 90’s-e.g., traffic calming, road and lane diets [20,21]. The complete streets concept encompasses all these initiatives and concepts to redesign streets to ensure space and safety for all travel modes [22]. The complete street design focuses more on accessibility than on mobility by reallocating road space from cars to more sustainable modes [23].
The hierarchy of road networks is based on the circulation and accessibility functions of the network. Until the late XXth century, traditional traffic planning would prioritize mobility over accessibility, while now the paradigm privileges more accessible and safer environments for active modes. Planning for accessibility aims to increase the number of activities, preferably closer to home, reducing the need for travel, changing mobility patterns, and promoting more adequate spaces for pedestrians and cyclists [24]. City planners often face the dilemma of prioritizing one dimension over the other. While the arterials in urban environments should prioritize mobility, local streets should prioritize accessibility. Main distributors are the main challenge in determining which function to prioritize because the limited urban space may be a problem to properly design for both mobility and accessibility simultaneously [2]. Also, many cities are progressively (re)allocating vehicle space for sustainable modes. However, the amount of space that should be reallocated and the consequences for road users’ level of service is still unclear and barely addressed in the literature.
We claim that idling road space can be reallocated dynamically and responsively according to varying mobility demand levels and requirements for accessibility to socioeconomic activities. Hence, we aim to optimize street space by ensuring equal, safer, fair, and cleaner environments to more efficient modes. For that, planners can define rules for selecting the most appropriate adaptation of the urban space with remote sensing technologies (e.g., video imagery analysis), big data (e.g., traffic counts of Waze), and Artificial Intelligence to collect and process data; and, recent pavement technologies (e.g., dynamic streets), dynamic traffic control systems; and vertical and horizontal flexible signaling (e.g., variable message signs; in-pavement LED lighting) to transform the urban road context.
Technological solutions exist today to manage the road space dynamically. Unlike a rigid pavement, dynamic streets are a hexagonal modular paving system that adapts to people’s needs and changes the street’s typology according to the demand or activities [25]. The pavement is flexible as it can melt snow, permeate stormwater, or modify street space by changing its LED’s color. Besides, bike racks and bollards can be plugged in. Also, variable message signs can inform citizens of the changing public space functions overtime.
Differently, Starling Crossing (CS) [26] was created for a dynamic pedestrian crosswalk that appears when pedestrians are on the sidewalk and informs vehicles to stop with LED variable signs on the pavement reactively. CS enables more efficient and safer use of street space by continuously adapting its functions to varying user types. Although such technological applications are emerging, the literature lacks a comprehensive methodology for selecting the appropriate location and time for changes, such as the transformation solutions and what modes of transport should be benefited over time. Hence, STREETS4ALL aims to propose guidelines and tools to determine when, where, and which are the most appropriate solutions for dynamically reallocating road space. We also criticize the performance evaluation of existing urban reallocation initiatives, such as for complete streets, where no environmental impacts are analyzed [21]. Performance indicators usually include facility-based, infrastructure, and outcome measures, but not the evaluation of environmental impacts.
We believe that our consortium is exceptionally qualified for the research challenge because we are specialized in transport demand modeling, behavior, accessibility, and transportation planning in CERIS [7-10]. CITTA has a vast track record in traffic engineering, accessibility, and optimization techniques [2-6], LARSYS in the assessment of environmental impacts [5, 8, 30], and CITUA in urban studies and planning [13,14]. Also, the cited research used Lisbon as a case study, revealing that we have significant knowledge of the city’s dynamics, such as the main origin-destination trips, pedestrian and bicycle counts, accessibility indicators, and environmental indicators.
STREETS4ALL focuses on how city planners may better use contested scarce urban spaces, particularly idling street spaces. Planners have dedicated most street space to motorized modes (especially private cars) inequitably over the last decades. We aim to improve urban mobility sustainability by making active modes and transit more attractive with more dedicated and well-connected infrastructures.
STREETS4ALL defines ‘street space’ as the public space from wall-to-wall in a street, avenue, or other urban area comprising a transport infrastructure.
The literature and practice propose today many solutions to make sustainable modes more attractive. Urban planning concepts, like traffic calming, complete street or road diet, have challenged cars’ space and have reallocated street space for active modes and transit. Although such solutions have been essential to diversify transport modes, no literature has identified where, when, and how such solutions would be more appropriate in the road network at the city scale. Only a small number of studies evaluate the impacts of those solutions on traffic and how much space should be reallocated to other modes and urban functions. Also, the literature lacks analyzing possible collateral congestion effects resulting from traffic detours that may spillover from areas where such solutions are adopted. Also, we could only find a few references to the dynamic use of street space, like the concept of Intermittent Bus lanes or Dynamic Streets. Finally, the environmental impacts of such interventions have scarcely been researched besides future users’ acceptance of such transformed road environments.
STREETS4ALL will address three research questions:
Where can we dynamically change street functions to meet varying mobility and accessibility requirements without severely compromising current users’ level of service?
When and how can such changes be made?
What are the corresponding effects on accessibility and mobility, such as the energy, environmental, health, and safety impacts? How do users of all ages and abilities accept such solutions?
We propose the concept of an Equitable and Dynamic Reallocation of Street Space to accommodate future multi-modal and multi-functional street uses. After decades of scarce urban space allocation to private cars, the concept is to reallocate idling street space for other transport modes (e.g., bus or cycling lanes) or urban functions (e.g., markets, promenades) equitably and dynamically. Street-space function and use would adapt equitably for all modes over time, during predetermined time lengths (e.g., an hour, few hours, or days) and at pre-timed periods (e.g., peak or offpeak hour, day or night time), based on the varying accessibility and mobility requirements of potential users.
Therefore, STREETS4ALL has four objectives:
1. To fully define the concept of Equitable and Dynamic Street Space Reallocation and the respective set of urban, mobility, and technological solutions for its implementation;
2. To define guidelines for the selection of appropriate sites for the implementation of STREETS4ALL solutions in a city;
3. To define guidelines for the selection of appropriate periods of the day, week or season, for the implementation of STREETS4ALL solutions;
4. To build a GIS-based evaluation framework of the impacts of STREETS4ALL solutions, including a set of Key Performance Indicators (KPIs): accessibility and mobility; energy; environmental impacts; health and safety.
Such guidelines and tools will potentially enable city planners to use the limited urban street space better.
We will use a mixed-methods approach for:
the data collection - video remote sensing, interviews, and focus group activities;
the treatment and processing of data - AI algorithms for image interpretation, GIS for the georeferenced database, standard data analytic techniques; and
the modeling and analysis of the STREETS4ALL solutions - discrete choice models (DCM), microsimulation with AIMSUN, Multi-Criteria Assessment for street selection, EMEP/EEA for energy consumption, and air emissions estimates, HEART for assessing the impact on health and safety of active modes.
Overall, we will assess the testbed sites’ current situation (before STREETS4ALL) and the intervention’s effectiveness after simulating the STREETS4ALL solutions. Our methodology is composed of 6 tasks, organized into 3 phases:
Phase 1 (Tasks 1-2) will define the STREETS4ALL concept and map the city’s appropriate areas for the potential implementation of solutions. This phase will end with an online Seminar.
Phase 2 (Tasks 3-4) is the most extended phase of the project since it involves data collection and modeling to simulate testbed sites and design STREETS4ALL solutions. The 2nd online Seminar will end Phase 2.
Phase 3 (Tasks 5- 6) will evaluate the effects on accessibility and mobility, the energy, environmental, health, and safety impacts of STREETS4ALL solutions, such as the potential users’ acceptance. The 3rd online Seminar will end Phase 3.
During the project, the coordination and dissemination Task 7 will consume a significant proportion of the PI and CO-PI time. Several initiatives will occur, including an International
Workshop organization that will run together with the project’s 3rd Seminar at the end of the project.
In a nutshell, STREETS4ALL will produce the following outcomes:
The definition of a new concept of equitable and dynamic reallocation of idling street space;
Guidelines for the selection of appropriate sites for the implementation of STREETS4ALL solutions;
A set of tested STREETS4ALL solutions in diverse urban mobility contexts;
An analytical framework to simulate and evaluate the impact of STREETS4ALL solutions; and
Three case studies illustrate the implementation of the concept.
STREETS4ALL will advance the state-of-the-art and state-of-practice in urban mobility management by promoting the shift from a stationary to a dynamic planning paradigm of urban streets.
The team is composed of researchers from different backgrounds and experiences. From CERIS, we involve engineers and urban planners with extensive knowledge of active travel, mobility and accessibility planning and measurement, GIS, and urban planning.
From CITTA, we include expertise in operations research, decision-support models, and simulation.
From LARSYS, we involve environmental scientists with knowledge of energy consumption and emissions quantification and electronic engineers with expertise in AI algorithms and computer vision for video-based data collection.
Like any project, STREETS4ALL faces three risk types: legal, technical and financial/management.
Key stakeholders interviews in Task 2 and data collection (street interviews and remote video detection) in Task 3 must comply with the General Data Protection Regulation (GDPR) of the European Union.
All interviewees’ participation is voluntary, and responses will be anonymized. All records will be kept secure during the project and eliminated two years after the project. If the selected set of interviewees lacks enough information, we can resort to other personalities as the research team has a comprehensive set of potential stakeholders to interview. If the street survey to STREETS4ALL potential users is insufficient, we will allocate more time and resources, resorting to all UShift researchers.
We will use a deep learning-based object detector to monitor outdoor environments with cameras shooting in real-time. It will comply with GDPR since we are processing images embedded in the shooting devices without recording them. If remote data collection is insufficient, we will complete the data collection with fieldwork (countings, interviews to street users). Finally, a street survey will be done to users to collect information on the potential adoption and behavior change if STREETS4ALL solutions were implemented. If answers are insufficient, we will allocate more time to the survey, resorting to all UShift researchers.
Tasks 4, 5, and 6 involve modeling and simulating activities of the testbed sites’ dynamic before and after STREETS4ALL interventions. The team has experience with data processing, modeling, and simulation, including our technological partner Siemens that can bring additional expertise in the simulation if the outcomes are unsatisfactory.
Despite the careful determination of each task’s duration, some might get delayed due to unexpected events. Therefore, we are finishing all major research-intensive tasks in month 32, with the last four months dedicated to the international conference organization, writing the final report, and several other dissemination initiatives. If necessary, we will dedicate less time to these initiatives to compensate for any eventual delay of the previous task(s).
The PI and CO-PI will endure a tight and timely financial management of the project with the support of IST-ID and UC’s experienced staff.
From 01-01-2022 to 30-04-2022
The project’s first task is to review and build the state-of-the-art related to the topics that influence the project’s execution. Here, the search strategy adopted is to use search pages such as Web of Science and Scopus to search for journal and conference proceedings papers. The exclusion and inclusion criteria will comprise only papers in English and Portuguese in peer-review journals and conference proceedings, excluding book reviews and papers in other languages. Furthermore, books considered relevant may also be included in the analysis. Four main topics will be discussed and reviewed, i.e., urban mobility, urban planning, and Intelligent Transportation Systems and Smart Cities, which will contribute to explore, define, and understand the potential application of equitable and dynamic reallocation of street space, as detailed below:
Dynamic and intermittent applications in transportation systems, such as Intermittent Bus Lanes (IBL) and Bus Lanes with Intermittent Priority (BLIP);
Road space allocation through traffic calming and road diets initiatives;
Existing technology usable for the application of dynamic street space reallocation;
Urban planning concepts such as complete streets, shared spaces, and urban regeneration;
The use of Intelligent Transportation Systems in urban environments and smart traffic control systems and how it can be applied in dynamic street space reallocation;
Smart Cities and Big Data analysis;
Transport demand and accessibility modeling, which is the main focus of the research team in CERIS/IST-ID @duarte2015 Gössling et al. (2016) https://researchrepository.rmit.edu.au/esploro/outputs/9921861125201341);
Microsimulation modeling of urban road traffic;
Topic modeling to unravel relationships between the many topics in the literature.
Optimization, traffic engineering techniques, and multiobjective analysis. The research team from CITTA/UC has experience in this field (https://www.researchgate.net/publication/281429468_Land_readjustment_in_Portugal_The_case_of_Sines, Hui et al. 2017, https://www.researchgate.net/publication/282708952_America_Needs_Complete_Streets).
At the end of this task, the team will have a better knowledge of all theories of interest to define and clarify the concept of STREETS4ALL and identify potential urban design and technological solutions implementation.
The task comprises three parts:
Furthermore, it is important to evaluate the many barriers and challenges this concept can face. Such barriers and challenges may include social inclusiveness (people of all ages and abilities), the economic and technical development stage of the city, restrictions of the built environment, lack of qualified planners and staff to implement the concept, legal framework and regulation, technological infractions, and cultural and social idiosyncrasies.
Lastly, this task will review the modeling techniques that will be applied. Notably, the researchers involved have already published significant work in this area, for example Félix, Moura, and Clifton (2019).
CERIS will lead this task. All members from all partners will participate in the task with the supervision of the PI and Co-PI.
Deliverables:
an international review paper to submit by the end of this task.
a non-academic summary in Portuguese and English, to be freely distributed.
From 01-05-2022 to 31-10-2022
The objective of Task 2 is to define aggregate criteria and guidelines to map the STREETS4ALL potential of cities over time (when is it more appropriate to change street functions?).
We will apply the procedure to Lisbon, our case study. The potential urban areas for implementing STREETS4ALL solutions will belong to the urban space dedicated to mobility, whether it is a street, an avenue, or a square.
Many criteria could determine the inclusion of such areas, such as vicinity to Points of Interest, the density and diversity of land-uses (following Cervero’s 3D planning approach), transportation infrastructures, or modes available. Also, the type of infrastructure matters. The street segment that could have the dynamic changes could be the main distributor because the transversal profile is usually wider and planned for multi-lane utilization of motorized traffic, with high speeds and flows and prioritizing mobility over accessibility [Seco et all, 2008].
Interestingly, existing street space transformation experiences for active modes and transit (or other urban functions) are not clear on how much space should be reallocated or on mobility patterns (Santos et all, 2005, Moura, Cambra, and Gonçalves 2017, Moura and Felix, 20191). Smaller streets or squares may face this dilemma, also.
Besides the location for potential implementation of STREETS4ALL solutions, we will define criteria for such changes’ timing and duration. They should be based on the motorized and active modes’ activity (i.e., observed volumes and socioeconomic activity in the public space).
The basis for mapping the STREETS4ALL potential will be Lisbon’s road network, which the Master Plan defines.
For collecting some of the required variables, it will not be necessary intensive work since some of them will be collected through open-source data, such as Lisbon’s open data portal (http://lisboaaberta.cm- lisboa.pt) or traffic data from WAZE (Lisbon is a partner of WAZE). Assumptions for the calculations will also be made based on previous work from our research group, such as Lisbon’s walkability (Moura, Cambra, and Gonçalves 2017). Importantly, some of the datasets were already treated and used to publish the work (Moura, Cambra, and Gonçalves 2017), demonstrating the research group’s capability and knowledge on the methodology adopted and the less required time for analyzing, treating, and processing the data.
We will use QGIS (open source GIS software) to compile and georeference all the data collected (whether it is primary or secondary), as performed many times by the research team Petrik, Moura, and Silva (2016). The criteria for where and when to implement STREETS4ALL solutions will be selected from a list proposed by national and international urban and mobility planning experts through interviews. We will present a pre-selected set of criteria (e.g., road hierarchy, traffic volumes, commercial activity, density and diversity indicators, pedestrian activity, among others, depending mainly on the data available in Lisbon’s open data repository). The second round of interviews with those experts will trim and weigh the selected criteria with a Multicriteria Assessment (MCA) decision-support model. We will use the Analytical Hierarchy Process for the MCA calibration, as done before by team members (Duarte et al. 2015).
Finally, we will select three case-studies out of the mapped universe of possible areas to implement STREETS4ALL solutions with our partners (City of Lisbon and Siemens). The case studies’ selection is our first milestone (M1) and should end by 10/2022.
Task 2 will be lead by CERIS/IST-ID, involving 11.16 person*month from CERIS/IST-ID, CITUA/IST-ID, and CITTA/UC. The completion of Milestone 1 is crucial for all remaining tasks of the project.
Deliverables:
Geodatabase (only for the team members and partners)
Summary with descriptive information of the data collected.
an international paper to submit by the end of this task.
a non-academic summary in Portuguese and English, to be freely distributed.
**Descrição da tarefa e Resultados Esperados**
Task description and Expected results
Data collection and processing for STREETS4ALL testbeds
After selecting the testbed sites, this task’s main objective is to characterize their current mobility patterns and uses of the public space (e.g., esplanades, strollers). We will collect
the required data 24/7 over a typical week to model the behavior and acceptance of potential users of STREETS4ALL solutions and develop the microsimulation models in Task 4. The
data collected will also feed the models to estimate energy and emission factors and evaluate users’ acceptance evaluation in Task 6. The aim is to provide insights into how different
modal demands vary in the public space over time and how they might change after STREETS4ALL implementation.
The data collection is twofold.
We will perform 500 street intercept interviews to understand the needs, expectations, and acceptance of potential users of STREETS4ALL. It will be crucial to feed information to the
Design thinking process of Task 4 and build behavioral models that might unfold insights into the probabilities of STREETS4ALL adoption. We will recruit and train three interviewers
for the task with a total cost of 5000€ (10€/valid interview).
We aim to measure urban space’s relative occupation by detecting and counting people, bicycles, vehicles (cars, buses, etc.) from image sequences using a low-power consumption
and portable platform. Relying on a standard small single-board computer, like Raspberry 4, and a camera, we can process the stream of images with very recent deep learning
architectures in Movidius NCS, a device specifically designed for this task and GDPR compliant (we do not record image). We believe that urban space’s relative occupation can be
estimated adequately by detection-based methods [29]. We can also apply regression-based approaches in more crowded environments [30] by computing density maps from
images. Since our estimates are obtained without real-time requirements (processing can be done at 20 fps, 1 fps, or even less), we can use both approaches and automatically
choose which is more appropriate in each period. We will purchase four portable video detection sets to shoot each testbed from four different views, preferably covering the
intersections and detect the ins and outs from the study area. Each set has a battery that lasts 24hrs, which we will replace daily.
Notably, remote traffic counting will also be performed in the testbeds’ surrounding area to be included in the microsimulation models and account for potential route deviations
resulting from STREETS4ALL interventions. Besides, we will do manual countings to validate the video-based objects’ detection, more importantly, at the intersections. We will also
collect complementary information to classify fleets’ technological mix (size and propulsion systems - fossil-fuelled or electric) to calculate energy and emission factors in Task 6.
Importantly, researchers from CERIS/IST-ID have planned and performed many countings and surveys for research and consultancy projects, including some for the Municipality of
Lisbon [10, 11, 12] and behavioral models [9,28]. Furthermore, the City of Lisbon will facilitate the legal requirements for installing data collection tools in the public space and share
WAZE data.
CERIS/IST-ID will lead Task 3, under the PI and Co-PI’s supervision, and will involve researchers from all institutions. The completion of this task is essential for achieving Milestone 2
by 05/2022, which will ensure the possibility of starting Task 4 (Simulation of base-case scenarios of selected testbeds).
Deliverables:
Updated Geodatabase (only to team members)
Summary with descriptive information of the data collected.
**Membros da equipa de investigação nesta tarefa**
Members of the research team in this task
Rodrigues Marques; Patrícia de Carvalho Baptista; Rosa Melo Félix;
**Designação da tarefa**
Task denomination
```
Data de início
Start date
```
```
Data de fim
End date
```
```
Duração
Duration
```
**Pessoas * mês**
Person * months
Design STREETS4ALL solutions 01-04-2023 30-09-2023 6 31,
**Descrição da tarefa e Resultados Esperados**
Task description and Expected results
Task 4 is a creative task that will follow a design thinking approach, inspired by the Design School at Standford (d.school). The main objective is to design the most diversified set of
possible solutions of equitable and dynamic reallocation of street space based on the testbeds selected in Task 3. Therefore, this is the most resource-intensive task in terms of team
members’ engagement (24% of the project’s person. months).
Based on the street activity levels of all modes processed in Task 3, we will begin by identifying the day and week periods where equitable and dynamic road space reallocation is
possible in each testbed site. A day of traffic in a city can be divided into relatively stable periods (e.g., peak and off-peak periods). Notwithstanding, other divisions may arise
depending on the indicators chosen for such classification and on the case-studies selected.
After determining the time windows for potential reallocation of street space, we will begin the DEsign Thinking procedure for each testbed.
The Five Stages of Design Thinking are:
Empathizing. We will examine STREETS4ALL users’ needs based on the street intercept interviews and focusing on each testbed site selected. We should understand the user needs
and expectations in each case to prepare for the next stage of design thinking. Here, researchers must set aside a priori assumptions about the world and gain real insight into users
and their needs.
Defining. We will analyze previous investigations and synthesize them to define the core problems identified around personas (i.e., types of users) for each testbed.
Ideating. We will challenge the assumptions and create the possible set of solutions for implementing STREETS4ALL in each testbed, looking for alternative ways to view the problem
and identify innovative solutions for an equitable and dynamic reallocation of street space.
Prototyping. We will create real solutions at an experimental stage. The aim is to identify the best set of possible solutions for each testbed. We should describe and characterize in
detail the possible solutions. Besides the timing and duration of street space reallocation, we should determine the technologies to be used, whether off-the-shelve (e.g., dynamic
streets) or to be invented.
Testing. Previous stages will give all the inputs for Task 5 and 6 to test the effects on accessibility and mobility of the testbed sites, besides evaluating energy, environmental, health,
and safety impacts.
We will organize internal workshops with all team members to implement the design thinking activities in person at IST-ID.
This task entails all researchers’ intense participation from CERIS/IST-ID, CITUA/IST-ID, and CITTA/UC (41.32 people*month). One international paper will be published, presenting
the set of possible solutions for each testbed. Results will be disseminated to non-academic audiences through newsletters and social media and presented in the second national
seminar. Deliverables:
an international review paper to submit by the end of this task.
a non-academic summary in Portuguese and English, to be freely distributed.
**Membros da equipa de investigação nesta tarefa**
Members of the research team in this task
Paulo Jorge Monteiro de Cambra; Rosa Melo Félix;
**Designação da tarefa**
Task denomination
```
Data de início
Start date
```
```
Data de fim
End date
```
```
Duração
Duration
```
**Pessoas * mês**
Person * months
STREETS4ALL solutions effects on accessibility and mobility 01-08-2023 31-03-2024 8 19,
**Descrição da tarefa e Resultados Esperados**
Task description and Expected results
This task’s objective is to evaluate each testbed’s most appropriate solutions from Task 4.
We will define the criteria for selecting solutions that experts and stakeholders will determine in a focus group activity. Besides, the criteria will be weighted with a Multicriteria
Assessment (MCA). The focus group activity will include mobility and urban planners from the municipality, private companies (including our partner Siemens), and public entities
(e.g., metro and bus operators).
The criteria will include mobility and accessibility indicators (e.g., LoS of all modes, travel times, delays, access to land uses, walkability, bikeability, active accessibility). Accessibility
and active modes have been the main research area of CERIS/IST-ID [7-12].
The Co-PI will lead the Multicriteria Analysis, since he has broad experience in multi-objective research in transportation systems at CITTA/UC [3,4,6].
To feed these indicators, we will estimate the impacts on all modes’ accessibility (e.g., connectivity, betweenness, walkability, cyclability) and mobility (e.g., travel times, delays,
space per pedestrian) of the solutions proposed in Task 4.
For that, we will calibrate microsimulation models for the motorized traffic patterns of selected cases’ in Task 2, based on the data collected over the 24/7 period in Task 3, including
up and downstream intersections and the surrounding areas where traffic spillovers could occur due to capacity reduction in the studied segments. Then, we will simulate the impact
of street space reallocation of each tested solution on the traffic patterns. We will use AIMSUN’s microsimulation software from our partner SIEMENS that will provide free-licenses for
students. Refer to the support letter in the annexes. These sub-task outcomes are essential to estimate the energy consumption and emissions impacts from the solutions in Task 6.
Besides, we will model the probability of user adoption (that should be one criterion for selection) with Discrete Choice Theory based on the street intercept interviews with potential
users of STREETS4ALL solutions. CERIS/IST-ID research team has experience in using such models [9,30]. Besides the probability of adoption, this sub-task will enable the profiling
of potential users by including sociodemographic variables into the models. Also, the models will include variables from the STREETS4ALL solutions.
We will then analyze the feasibility of the solutions in terms of urban and mobility regulation. The team of CITUA/IST-ID has experience in analyzing potential urban planning
regulation barriers and challenges that may arise with the solutions outcoming from Task 4 [13,14]. The Portuguese law will determine the analysis, particularly Lisbon’s Master Plan.
Task 5 will be coordinated by the Co-PI and have contributions from researchers of CERIS/IST-ID, CITUA/IST-ID, and CITTA/UC. A total of 19.61 people*month will be required to
fulfill the requirements of this task. By the end, we will complete Milestone 3 that will produce crucial outcomes of the project, i.e., a list of tested solutions to equitably and
dynamically reallocate street space in pre-determined periods and for pre-timed durations. Also, the Milestone will enable the estimation of energy, emissions, health, and safety
impacts of solutions, in Task 6.
Deliverables:
comprehensive list of STREETS4ALL solutions and corresponding test results.
an international review paper to submit by the end of this task
a non-academic summary in Portuguese and English to be freely distributed.
**Membros da equipa de investigação nesta tarefa**
Members of the research team in this task
Cambra;
**Designação da tarefa**
Task denomination
```
Data de início
Start date
```
```
Data de fim
End date
```
```
Duração
Duration
```
**Pessoas * mês**
Person * months
Energy and environmental impacts of STREETS4ALL solutions and technological acceptance 01-01-2024 31-08-2024 8 25,
**Descrição da tarefa e Resultados Esperados**
Task description and Expected results
The main objectives of task 6 are twofold: the evaluation of the energy, environmental and health impacts of STREETS4ALL solutions and the technological acceptance by potential
users. The concept of street space reallocation will lead to different mixes of transport modes and diverse driving conditions. The changes in mobility patterns will result in indifferent
outcomes in energy consumption and local (PM, CO, NOx, HC) and global pollutants (CO2, N2O, CH4). If the combination of Tasks 3 and 5 outcomes provides a higher temporal and
spatial resolution, more detailed methods based on road load models [17] may be used to assess the energy and environmental impacts in the proposed study areas. If not, more
aggregate methodologies based on average fleet mixes and average driving conditions will be applied [1]. The analyses proposed here typically address tailpipe impacts (Tank-to-
Wheel stages) but can be expanded to a Life Cycle Assessment (LCA). The sites to be studied are those selected in Task 2, for the periods defined in Task 4. The assessment of
energy consumption and emissions follows this procedure:
1. Compile relevant mobility data from Task 3 and 5;
2. Characterize the transport modes mixes and driving conditions before and after the implementation of each solution;
3. Calculate energy and emission factors and apply to transport activity data (i.e., vkm per mode);
4. Compare the before and after situations, and calculate relevant indicators for the communication of results.
The second part of this task is to analyze DARE’s technological acceptance. The Technology Acceptance Model - TAM [27] has been one of the most influential technology acceptance
models, with two primary factors influencing an individual’s intention to use new technology: perceived ease of use and perceived usefulness. A senior who perceives ITS as too
challenging to adapt to will be unlikely to adopt this technology. Conversely, a senior who perceives the same technology as bringing additional comfort and safety in the use of the
public space will be more likely to learn how to use and adopt it. While TAM has been proposed within the information systems domain and has been criticized by many scholars due
to several conceptual flaws, it serves as a useful general framework to start with. We will develop a more appropriate acceptance model to new urban technological applications that
will most certainly arise more often within the Smart Cities evolutionary context. Based on our previous experience [7], the technology acceptance evaluation will be based on
thorough interviews with experts and focus group activities with stakeholders to analyze the potential barriers for different population segments, besides the street intercept
interviews.
This task will be led by LARSYS/IST-ID, which have already significant work in assessing transportation environmental impacts [15-17]. CERIS/IST-ID will collaborate in the second
part of this task (TAM for STREETS4ALL), resorting to its experience of developing interviews and focus group activities [7]. Furthermore, all faculties will work on this task, being
necessary 25.99 people*month. Two international papers will be published. Results will be disseminated to non-academic audiences through newsletters and social media and
presented in the final Workshop.
Deliverables:
two international journal papers to submit by the end of this task
a non-academic summary in Portuguese and English, to be freely distributed.
**Membros da equipa de investigação nesta tarefa**
Members of the research team in this task
**Designação da tarefa**
Task denomination
```
Data de início
Start date
```
```
Data de fim
End date
```
```
Duração
Duration
```
**Pessoas * mês**
Person * months
Coordination and dissemination 01-01-2022 31-12-2024 36 25,
**Descrição da tarefa e Resultados Esperados**
Task description and Expected results
Task 7 will run throughout the 36 months of the project. We will set-up and maintain a dedicated website (live on month 3) and social media accounts (Linkedin, Facebook,
Instagram, Twitter, and ResearchGate). We will write seven newsletters that we will send to members and selected stakeholders after each task and after the final workshop.
Concurrently, we will feed the social media pages, in which not only will we post the contents of the newsletters but also share all relevant information regarding urban and mobility
planning solutions that propose innovative uses of the public space.
We will organize one national Seminar (month 11) to present and discuss the results of tasks 1 and 2 (Concept definition and City Mapping of STREETS4ALL potential) and raise
awareness of our conceptual proposal to Portuguese urban and transport planners and decision-makers. A second national seminar will be organized in month 26 to present and
discuss the results of tasks 3, 4, and 5 (impacts of STREETS4ALL solutions on accessibility and mobility indicators). Both Seminars will be online and broadcasted on social media
(e.g., Facebook, Youtube) to reach a broader audience.
We will reserve the last four months to finalize the research project. We will organize a final international workshop (coincident with the 3rd Seminar) after completing task 6 (month
34), in which the entire project will be presented and discussed with other international researchers, stakeholders, and students. If possible, the workshop will occur in one of
Lisbon’s municipality venues. The workshop will be online as well and broadcasted on social media. We will invite international keynote speakers who are international references of
urban and mobility planning (e.g., Kelly Clifton, Susan Handy, Fernando Nunes da Silva) and can participate remotely. With these events, we will gain knowledge on similar research
developed elsewhere, compare it with our results, and strengthen our research network for future research on the topic.
Annual reports will be sent to FCT. The final research report will be finalized during these last four months.
Finally, a dedicated public repository will be created, probably in GitHub, in which all scripts, coding, and other tools developed throughout the project will be deposited. Open access
will be granted to all these materials. These tools will also be mirrored to our website, in which additional dissemination material will be available, such as manuals and tutorials
available to download for free. All data collected will be made available on request to other researchers, provided that GDPR allows for it. Always, data will be made available only
after being anonymized and with a strict confidentiality agreement signed.
The PI (CERIS) will lead this task, and all members will participate by writing small texts to be included in the newsletter and the website and participating in all our events.
**Membros da equipa de investigação nesta tarefa**
Members of the research team in this task
```
3.2.4. Calendarização e Gestão do Projeto
3.2.4. Project Timeline and Management
```
```
3.2.4.a Descrição da Estrutura de Gestão
3.2.4.a Description of the Management Structure
Coordination structure
The PI and Co-Pi will be responsible for the project:
```
- scientific coordination,
- progress supervision and completion of tasks and milestones,
- methodological changes decision-making, and
- approval of the project outputs.
The PI will be the central coordinator of the project, who can be replaced by the Co-PI when he is absent or when the task under development is related to the Co-PI’s research
topic. Tasks will be executed mainly by students, with the Ph.D. researcher’s close participation who will coordinate each task. The Ph.D. student and one BI grant holder will be
responsible for coordinating field tasks for data collection, such as video shoots, interviews, and focus group activities.
```
Management framework
In order to evaluate, manage and discuss the progress of the project, the team will have:
1 kick-off meeting where the project’s proposal will be reviewed and programmed in detail;
a general meeting with the entire team (2 hours) at the beginning of each task where we review the objectives, detail the task into sub-tasks, and define monitoring indicators (total
of 5 meetings);
fortnightly 1-hour face-to-face meetings at IST (or remote, in the case of lockdowns) and remotely with UC, to monitor the overall progress of undergoing tasks (around 60 meetings
in total);
weekly 20 minutes stand-up meetings (or remote, in the case of lockdowns) between the members involved in specific tasks (around 120 meetings in total, although not involving
every member).
These meetings and corresponding workload are essential to establish short-term monthly deliverables and ensure better control and productivity of the project with a tight timeline.
Besides regular contacts by email, we will use team management tools (Trello and Google Drive) to ensure that researchers can track and share the work with other group members
and, eventually, modify and comment on shared documents. Also, these tools facilitate the assignment of tasks specifically for each member.
```
```
Financial management
The project will last 36 months. We will deliver 3 yearly financial reports to FCT. IST (the host institution) will centralize the financial management under the PI’S responsibility. The
budget management will be developed based on a protocol signed between the partners, taking into account the activities to undertake in each institution. The technical and financial
report for FCT will be elaborated on during the last year by all project members.
3.2.4.b Lista de Milestones
3.2.4.b Milestone List
Data
Date
```
```
Designação da milestone
Milestone denomination
30-09-2022 Testbed sites’ selection
Descrição
Description
The expected result will be to select 3 testbed sites from the possibilities mapped in Task 2. We will select the case-studies with our partners, the city of Lisbon and Siemens. This
achievement is a milestone as all other tasks are dependent on the conclusion of Task 2.
```
```
3.2.4.c Cronograma
3.2.4.c Timeline
Ficheiro tipificado como “Cronograma,” no 9. Ficheiros Anexos, desta Visão Global (caso exista).
File with “Timeline” type at 9. Attachments (if exists).
```
```
3.3. Referências Bibliográficas
3.3. Bibliographic References
```
```
Nº de Ordem
Order No.
```
```
Referência
Reference
```
```
Ano
Year
```
```
Publicação
Publication
```
```
1 1 2019
European Environment Agency (EEA), "EMEP/EEA air pollutant emission inventory
guidebook 2019: Technical guidance to prepare national emission inventories," 2019.
```
```
2 2 2008
```
```
A. J. da M. Seco, A. J. P. Antunes, A. H. P. Costa, and A. M. B. Silva, "Princípios Básicos de
Organização de redes viárias," 2008.
```
### 3 3 2009
```
A. Antunes, B. Oded, J. Bigotte, and D. Krass, "A Location Model for Urban Hierarchy
Planning with Population Dynamics," Environ. Plan. A Econ. Sp., vol. 41, no. 4, pp. 996–
1016, 2009.
```
### 4 4 2005
```
B. Santos, A. Antunes, and E. Miller, "Solving an Accessibility-Maximization Road
Network Design Model: A Comparison of Heuristics," Adv. OR AI Methods Transp., pp.
692–697, 2005.
```
### 5 5 2010
```
B. F. Santos, A. P. Antunes, and E. J. Miller, "Interurban road network planning model
with accessibility and robustness objectives," Transp. Plan. Technol., vol. 33, no. 3, pp.
297–313, 2010.
```
### 6 6 2020
```
A. Ibraeva, G. H. de A. Correia, C. Silva, and A. P. Antunes, "Transit-oriented
development: A review of research achievements and challenges," Transp. Res. Part A
Policy Pract., vol. 132, pp. 110–130, 2020.
```
### 7 7 2017
```
F. Moura, P. Cambra, and A. B. Gonçalves, "Measuring walkability for distinct pedestrian
groups with a participatory assessment method: A case study in Lisbon," Landsc. Urban
Plan., vol. 157, pp. 282–296, 2017.
```
### 8 8 2019
```
R. Félix, F. Moura, and K. J. Clifton, "Maturing urban cycling: Comparing barriers and
motivators to bicycle of cyclists and non- cyclists in Lisbon, Portugal," J. Transp. Heal.,
vol. 15, no. August, pp. 100628, 2019.
```
### 9 9 2016
```
O. Petrik, F. Moura, and J. De Abreu E Silva, "Measuring uncertainty in discrete choice
travel demand forecasting models," Transp. Plan. Technol., vol. 39, no. 2, pp. 218–237,
2016.
```
10 10 2019
```
F. Moura and R. Félix, "Externalidades socioeconómicas do sistema de bicicletas públicas
partilhadas ( GIRA ) na cidade de Lisboa - Parte II -," Lisbon, 2019.
```
### 11 11 2020
```
R. Félix, P. Cambra, and F. Moura, "Build it and give ’em bikes, and they will come: The
effects of cycling infrastructure and bike-sharing system in Lisbon," Case Stud. Transp.
Policy. Volume 8, Issue 2, June 2020, Pages 672-
```
### 12 12 2020
```
P. Cambra and F. Moura, "How does walkability change relate to walking behavior
change? Effects of a street improvement in pedestrian volumes and walking experience,"
J. Transp. Heal., vol. 16, p. 100797, 2020.
```
### 13 13 2018
```
B. Condessa, A. Morais de Sá, J. Almeida, and J. A. Ferreira, "Land readjustment in
Portugal: Theoretically attractive but eternally postponed in practice," in Instruments of
Land Policy, Routledge, 2018, pp. 146–163.
```
14 14 2015
```
B. Condessa, A. Morais de Sá, P. Cambra, and J. A. Ferreira, "Land readjustment in
Portugal: the case of Sines," Town Plan. Rev., vol. 86, no. 4, 2015.
```
### 15 15 2015
```
P. Baptista, A. Pina, G. Duarte, C. Rolim, G. Pereira, and C. Silva, "From on-road trial
evaluation of electric and conventional bicycles to comparison with other urban transport
modes: Case study in the city of Lisbon, Portugal," Energy Convers. Manag., vol. 92, pp.
10–18, 2015.
```
### 16 16 2012
```
P. C. Baptista, I. L. Azevedo, and T. L. Farias, "ICT solutions in transportation systems:
estimating the benefits and environmental impacts in the Lisbon Area" in Social and
Behavioral Sciences, 2012, vol. 54, pp. 716–725.
```
### 17 17 2015
```
G. Duarte, G. Gonçalves, P. Baptista, and T. Farias, "Establishing bonds between vehicle
certification data and real-world vehicle fuel consumption – A Vehicle Specific Power
approach," Energy Convers. Manag., vol. 92, pp. 251–265, 2015.
```
18 18 2016
**S. Gössling et al., "Urban Space Distribution and Sustainable Transport Urban Space
Distribution and Sustainable Transport," Transp. Rev., vol. 36, no. 5, pp. 659–679, 2016.**
### 19 19 2011
```
European Commission, White paper on transport: Roadmap to a single European
transport area - towards a competitive and resource-efficient transport system. Brussels,
2011.
```
20 20 2014
**I. H. Jones, "Road space allocation: The intersection of transport planning, governance
and infrastructure," RMIT University, 2014.**
### 21 21 2014
```
A. Karndacharuk, D. J. Wilson, and R. Dunn, "A Review of the Evolution of Shared
(Street) Space Concepts in Urban Environments," Transp. Rev., vol. 34, no. 2, pp. 190–
220, 2014.
```
22 22 2018
```
N. Hui, S. Saxe, M. Roorda, P. Hess, and E. J. Miller, "Measuring the completeness of
complete streets," Transp. Rev., vol. 38, no. 1, pp. 73–95, 2018.
```
23 23 2011
**D. Burden and T. Litman, “America needs complete streets,” ITE J. (Institute Transp.
Eng., vol. 81, no. 4, pp. 36–43, 2011.**
24 24 2008
```
D. Banister, “The sustainable mobility paradigm,” Transp. Policy, vol. 15, no. 2, pp. 73–
80, Mar. 2008.
```
25 25 2019
**C. Ratti, “Carlo Ratti Associati,” The Dynamic Street, 2019. [Online].
https://carloratti.com/project/the-dynamic-street/' [Accessed: 22-Aug-2019].**
26 26 2017
```
Umbrellium, “Make Roads Safer, more Responsive and Dynamic,” 2017. [Online].
Available: https://umbrellium.co.uk/case-studies/south-london-starling-cv/.
```
27 27 1989
**Davis, F. D., "Perceived usefulness, perceived ease of use, and user acceptance of
information technology," MIS quarterly, pp. 319-340, 1989.**
### 28 28 2014
```
Mendes Lopes, M., Moura, F. and Martinez, L.M., 2014. A rule-based approach for
determining the plausible universe of Electric Vehicle buyers in the Lisbon Metropolitan
Area. Transportation Research Part A, vol. 59, pp-22-36, 2014.
```
### 29 29 2016
```
Redmon, J., Divvala, S., Girshick, R. and Farhadi, A., 2016. You only look once: Unified,
real-time object detection. In Proceedings of the IEEE conference on computer vision and
pattern recognition (pp. 779-788).
```
### 30 30 2017
```
Zhang, S., Wu, G., Costeira, J.P. and Moura, J.M., 2017. Fcn-rlstm: Deep spatio-temporal
neural networks for vehicle counting in city cameras. In Proceedings of the IEEE
international conference on computer vision (pp. 3667-3676).
```
**3.4. Publicações Anteriores
3.4. Past Publications**
**Nº de Ordem**
Order No.
```
Referência
Reference
```
```
Ano
Year
```
```
Publicação
Publication
```
### 1 17 2017
```
F. Moura, P. Cambra, and A. B. Gonçalves, "Measuring walkability for distinct pedestrian
groups with a participatory assessment method: A case study in Lisbon," Landsc. Urban
Plan., vol. 157, pp. 282–296, 2017.
```
### 2 5 2010
```
B. F. Santos, A. P. Antunes, and E. J. Miller, "Interurban road network planning model
with accessibility and robustness objectives," Transp. Plan. Technol., vol. 33, no. 3, pp.
297–313, 2010.
```
### 3 6 2020
```
A. Ibraeva, G. H. de A. Correia, C. Silva, and A. P. Antunes, "Transit-oriented
development: A review of research achievements and challenges," Transp. Res. Part A
Policy Pract., vol. 132, pp. 110–130, 2020.
```
### 4 12 2020
```
P. Cambra and F. Moura, "How does walkability change relate to walking behavior
change? Effects of a street improvement in pedestrian volumes and walking experience,"
J. Transp. Heal., vol. 16, p. 100797, 2020.
```
### 5 17 2015
```
G. Duarte, G. Gonçalves, P. Baptista, and T. Farias, "Establishing bonds between vehicle
certification data and real-world vehicle fuel consumption – A Vehicle Specific Power
approach," Energy Convers. Manag., vol. 92, pp. 251–265, 2015.
```
**4. Equipa de investigação**
4. Research team
```
4.1 Lista de membros
4.1. Members list
```
**Nome**
Name
```
Função
Role
```
```
Grau
Degree
```
```
Custos (€)
Costs (€)
```
```
% de dedicação
% of commitment
```
```
CV nuclear
Core CV CV
```
Filipe Moura Inv. Responsável - 0,00 (^50) **✓** CIÊNCIAVITAE
António Antunes Co-investigador Responsável - 0,00 (^25) **✓** CIÊNCIAVITAE
Ana Sá Investigador - 0,00 (^15) **☓** CIÊNCIAVITAE
Manuel Marques Investigador - 0,00 (^15) **✓** CIÊNCIAVITAE
Patrícia Baptista Investigador - 0,00 15 **✓** CIÊNCIAVITAE
Paulo Cambra Investigador - 0,00 15 **☓** CIÊNCIAVITAE
Rosa Felix Investigador - 0,00 15 **☓** CIÊNCIAVITAE
_(O curriculum vitae de cada membro da equipa está disponível clicando no nome correspondente)
(Curriculum vitae for each research team member is available by clicking on the corresponding name)_
**Total: 7
4.2. Lista de membros a contratar durante a execução do projeto**
4.2. Members list to hire during project"s execution
**Membro da equipa**
Team member
**Função**
Role
**Duração**
Duration
**%tempo**
%time
Bolsa 1 Bolseiro 36 100
Bolsa 2 Bolseiro 36 100
Bolsa 3 Bolseiro 12 100
Bolsa 4 Bolseiro 12 100
Bolsa 6 Bolseiro 12 100
Bolsa 7 Bolseiro 12 100
**Total: 6**
**5. Outros projetos**
5. Other projects –
```
5.1. Projetos financiados
5.1. Funded projects
```
**Referência**
Reference
```
Título
Title
```
**Estado**
Status
**PARSUK20** Em curso
**PTDC/GES-TRA/3353/2020** Em curso
_(Os detalhes de cada projetos estão disponíveis clicando na referência correspondente)
(Details for each project are available by clicking on the corresponding reference)_
**Total: 2**
```
5.2. Candidaturas similares
5.2. Similar applications
```
_(Sem Candidaturas Similares)
(No Similar applications)_
**6. Indicadores previstos**
6. Expected indicators –
```
Indicadores de realização previstos para o projeto
Expected output indicators
```
**Descrição**
Description^20212022202320242025 **Total
A - Publicações**
Publications
Livros
Books^00000^0
Artigos em revistas internacionais
Papers in international journals^01230^6
Artigos em revistas nacionais
Papers in national journals
### 0 0 0 0 0 0
**B - Comunicações**
Communications
Comunicações em encontros científicos internacionais
Communications in international meetings
### 0 3 3 6 0 12
Comunicações em encontros científicos nacionais
Communications in national meetings^00000^0
**C - Relatórios**
Reports
### 0 1 1 1 0 3
**D - Organização de seminários e conferências**
Organization of seminars and conferences^01120^4
**E - Formação avançada**
Advanced training
Teses de Doutoramento
PhD theses^00020^2
Teses de Mestrado
Master theses
### 0 1 1 2 0 4
Outras
Others^00000^0
**F - Modelos**
Models^00210^3
**G - Aplicações computacionais**
0 1 1 0 0 **2**
Software
**H - Instalações piloto**
Pilot plants^00000^0
**I - Protótipos laboratoriais**
Prototypes
### 0 0 0 0 0 0
**J - Patentes**
Patents^00000^0
**L - Outros**
Other
0 0 0 0 0 **0**
0 0 0 0 0 **0**
0 0 0 0 0 **0**
```
Acções de divulgação da actividade científica
Scientific activity spreading actions
```
We aim to disseminate results to academia, practitioners, and the general public. Accordingly,
different communication strategies and tools are used.
For all audiences:
Website;
Interviews to media;
Social media regular posts;
Lisbon’s municipality will also help disseminate the project outputs to residents, urban
planners, companies, and local authorities.
For practitioners:
Quarterly newsletters;
Technical guidelines;
Workshops and Seminar in collaboration with the Municipality of Lisbon;
For the academia:
Open-access papers in selected journals;
Conference papers in relevant international conferences.
A dedicated webpage will be created in our lab’s site (ushift.tecnico.ulisboa.pt, as from month
2), such as dedicated social media accounts (ResearchGate, Linkedin, Instagram, and
Twitter).The webpage will include an interactive map where we will upload all collected data
and outputs of the project to be visualized by a general audience.
The 6 papers (of which 5 will be open-access) will be submitted to Q1 journals according to
Clarivate’s rankings in Transportation and Urban Studies.
We aim to submit four papers per year to the most relevant international conferences related to
transport sciences, including the European Work Group of Transportation (EWGT), World
Society for Transport and Land Use Research (WSTLUR), Association of European Schools of
Planning (AESOP) and Transportation Research Board (TRB).
Besides, the research team will compile the results and propose guidelines for implementing
STREETS4ALL concept to promote post-project dissemination. These guidelines will contain
the methodological background for practical implementation in deciding where, when, and how
STREETS4ALL solutions should be implemented.
Over the project, the research team will organize 3 annual remote workshops to discuss
preliminary results with our partners and invited stakeholders. At the end of the project, we will
organize a final seminar in Lisbon to present final results for the public and private
stakeholders and academia.
A public repository will be created, where all code scripts, algorithms, models, and other tools
of the project will be available for reproducibility (e.g., in Github). Open access will be granted
to all materials. Also, these tools will be published on our website, where additional
dissemination materials will be available. All data collected will be made available on request to
other researchers. Data will be made available only after being anonymized and with a strict
confidentiality agreement signed.
**7. Orçamento**
7. Budget
```
Instituição Proponente
Principal Contractor
Associação do Instituto Superior Técnico para a Investigação e o Desenvolvimento
```
```
Descrição
Description^20212022202320242025 Total
Recursos Humanos
Human resources 0,00 21.369,68 21.369,68 21.369,68 0,00 64.109,
Missões
Missions 0,00 0,00 0,00 0,00 0,00 0,
Subcontratos
Subcontract 0,00 0,00 0,00 0,00 0,00 0,
Registo de patentes
Patent registration 0,00 0,00 0,00 0,00 0,00 0,
Demonstração, Promoção e Divulgação
Demonstration, Promotion and Publication
```
### 0,00 8.000,00 10.000,00 14.000,00 0,00 32.000,
```
Adaptação de edifícios e instalações
Adaptation of buildings and facilities 0,00 0,00 0,00 0,00 0,00 0,
Aquisição de Bens e Serviços
Service procurement and acquisitions 0,00 0,00 10.760,00 0,00 0,00 10.760,
Gastos gerais
Overheads 0,00 9.092,42 10.532,42 8.842,42 0,00 28.467,
TOTAL DESPESAS CORRENTES
TOTAL CURRENT EXPENSES 0,00 38.462,10 52.662,10 44.212,10 0,00 135.336,
Instrumentos e equipamento científico e técnico
Instruments and scientific and technical equipment
```
### 0,00 7.000,00 0,00 0,00 0,00 7.000,
```
Total 0,00 45.462,10 52.662,10 44.212,10 0,00 142.336,
```
```
Instituições Participantes
Participating Institutions
Universidade de Coimbra
```
```
Descrição
Description^20212022202320242025 Total
Recursos Humanos
Human resources
```
### 0,00 14.674,64 14.804,88 14.936,43 0,00 44.415,
```
Missões
Missions 0,00 0,00 0,00 0,00 0,00 0,
Subcontratos
Subcontract
```
### 0,00 0,00 0,00 0,00 0,00 0,
```
Registo de patentes
Patent registration 0,00 0,00 0,00 0,00 0,00 0,
Demonstração, Promoção e Divulgação
Demonstration, Promotion and Publication 0,00 1.450,18 1.450,18 3.095,67 0,00 5.996,
Adaptação de edifícios e instalações
Adaptation of buildings and facilities 0,00 0,00 0,00 0,00 0,00 0,
Aquisição de Bens e Serviços
Service procurement and acquisitions 0,00 0,00 0,00 0,00 0,00 0,
Gastos gerais
Overheads
```
### 0,00 4.534,14 4.063,77 4.508,03 0,00 13.105,
### TOTAL DESPESAS CORRENTES
### TOTAL CURRENT EXPENSES 0,00 20.658,96 20.318,83 22.540,13 0,00 63.517,
```
Instrumentos e equipamento científico e técnico
Instruments and scientific and technical equipment
```
### 0,00 2.011,72 0,00 0,00 0,00 2.011,
```
Total 0,00 22.670,68 20.318,83 22.540,13 0,00 65.529,
```
```
Orçamento Global
Global budget
Descrição
Description
2021 2022 2023 2024 2025 Total
```
```
Recursos Humanos
Human resources 0,00 36.044,32 36.174,56 36.306,11 0,00 108.524,
Missões
Missions 0,00 0,00 0,00 0,00 0,00 0,
Subcontratos
Subcontract 0,00 0,00 0,00 0,00 0,00 0,
Registo de patentes
Patent registration 0,00 0,00 0,00 0,00 0,00 0,
Demonstração, Promoção e Divulgação
Demonstration, Promotion and Publication
```
### 0,00 9.450,18 11.450,18 17.095,67 0,00 37.996,
```
Adaptação de edifícios e instalações
Adaptation of buildings and facilities 0,00 0,00 0,00 0,00 0,00 0,
Aquisição de Bens e Serviços
Service procurement and acquisitions
```
### 0,00 0,00 10.760,00 0,00 0,00 10.760,
```
Gastos gerais
Overheads 0,00 13.626,56 14.596,19 13.350,45 0,00 41.573,
TOTAL DESPESAS CORRENTES
TOTAL CURRENT EXPENSES 0,00 59.121,06 72.980,93 66.752,23 0,00 198.854,
Instrumentos e equipamento científico e técnico
Instruments and scientific and technical equipment 0,00 9.011,72 0,00 0,00 0,00 9.011,
Total 0,00 68.132,78 72.980,93 66.752,23 0,00 207.865,
```
```
Plano de financiamento
Finance plan
```
**Descrição**
Description^20212022202320242025 **Total**
Financiamento solicitado à FCT
Requested funding 0,00 68.132,78 72.980,93 66.752,23 0,00 **207.865,**
Financiamento próprio
Own funding 0,00 0,00 0,00 0,00 0,00 **0,**
Outro financiamento público
Other public-sector funding 0,00 0,00 0,00 0,00 0,00 **0,**
Outro financiamento privado
Other private funding
### 0,00 0,00 0,00 0,00 0,00 0,
**Total do Projecto**
Total of the project **0,00 68.132,78 72.980,93 66.752,23 0,00 207.865,**
**8. Justificação do orçamento**
8. Budget rationale
```
8.1. Justificação dos recursos humanos
8.1. Human resources rationale
```
```
Tipo
Type
```
```
Nº de pessoas
No. of persons
```
```
Duração (em meses)
Duration (in months)
```
```
Custo envolvido (€) (calculado)
Total cost (€) (estimated)
```
```
Outros custos (€)
Other costs (€)
36 38.687,04 5.728,
Justificação do financiamento solicitado
Rationale for requested funding
The Ph.D. candidate will research at CITTA/UC under CoPI and PI supervision. The student will be involved in all tasks of the project.
The candidate must be experienced in optimization and simulation techniques. He or she will be responsible for drafting and writing scientific papers and making oral presentations in
conferences. We’ll privilege candidates with published conference or journal papers in the area of transportation.
He or she will coordinate the writing of newsletters and press releases with the PI and CO-PI.
The other costs involved refer to social security and insurance costs.
```
```
Tipo
Type
```
```
Nº de pessoas
No. of persons
Duração (em meses)
Duration (in months)
```
```
Custo envolvido (€) (calculado)
Total cost (€) (estimated)
```
```
Outros custos (€)
Other costs (€)
36 29.015,28 6.480,
Justificação do financiamento solicitado
Rationale for requested funding
Grant holder at CERIS/IST-ID, under the direct PI’s supervision and Ana Sá. The grantee will work on all tasks and contribute to writing journal and conference papers.
The grantee must be experienced in microssimulation and econometric modeling. We’ll privilege candidates with published conference or journal papers in the area of transportation.
He or she will help write the newsletters and press releases. He or she will coordinate social networks’ feeding for the continuous dissemination of work progress and achievements.
The other costs involved refer to social security and insurance costs.
Tipo
Type
```
```
Nº de pessoas
No. of persons
Duração (em meses)
Duration (in months)
```
```
Custo envolvido (€) (calculado)
Total cost (€) (estimated)
```
```
Outros custos (€)
Other costs (€)
12 14.980,32 6.480,
Justificação do financiamento solicitado
Rationale for requested funding
The 3 grantees (MSc. Stud.) will work at CERIS/IST-ID. The high workforce required for data collection and treatment (task 3), and microsimulation (task 4) implies additional
resources. They will also participate in Task 2 contributing to the development of the Multi-Criteria Assessment procedure and required interviews.
We will search for MSc in Civil Engineering or Transportation planning with some knowledge of data science, geographic information systems (GIS) and econometric modeling. We
will generate 3 MSc thesis.
The other costs refer to social security and insurance costs.
```
```
Tipo
Type
```
```
Nº de pessoas
No. of persons
Duração (em meses)
Duration (in months)
```
```
Custo envolvido (€) (calculado)
Total cost (€) (estimated)
```
```
Outros custos (€)
Other costs (€)
12 4.993,44 2.160,
Justificação do financiamento solicitado
Rationale for requested funding
This grant holder (an Msc. Student) will work at LARSYS/IST-ID. He or she will work on Task 5 and Task 6, evaluating the STREETS4ALL testbed solutions and calculating energy,
environmental, health, and safety performance indicators. This individual will be an MSc in Civil engineering or Environmental Engineering. We will generate a master thesis with his
or her participation.
The other costs involved refer to social security and insurance costs.
```
```
8.2. Justificação de missões
8.2. Missions rationale
```
_(Vazio)
(Void)_
```
8.3. Justificação de aquisição de bens e serviços
8.3. Service procurement and acquisitions
```
```
Tipo
Type
```
```
Custo (€)
Cost (€)
Field traffic counting, complementary data collection and street intercept interviews 10.760,
Justificação do financiamento solicitado
Rationale for requested funding
In Task 3, we will do traffic counting to validate the AI image processing and objects’ detection, collect additional information not captured with video detection, and survey street
users’ potential acceptance and behavior change due to STREETS4ALL solutions. For traffic counting, we will need, in each site, five 2-hour periods of observation involving six
persons, during four days of a standard week, at the cost of 8€/hour (5760€). We will do 500 intercept interviews with walkers (5000€ at 10€/interview). Interviewers will collect
required complementary information.
```
```
8.4. Justificação do Equipamento
8.4. Equipment rationale
```
```
8.4.1. Equipamento já disponível para a execução do projecto
8.4.1 Available equipment
```
```
Tipo de equipamento
Equipment type
```
```
Ano
Year
Workstation PC (Intel iCore 7) 2016
```
```
Tipo de equipamento
Equipment type
```
```
Ano
Year
Desktop PC (iCore5) 2014
8.4.2. Discriminação do equipamento a adquirir
8.4.2. New equipment requested
```
```
Tipo de equipamento
Equipment type
```
```
Custo (€)
Cost (€)
```
```
Laptop PC iCore7 5.000,
Justificação do financiamento solicitado
Rationale for requested funding
One laptop iCore7 will be used by the researcher (Bolsa 2) at CERIS/IST-ID since high-performance processors are required for big data
processing and for microsimulation.
One laptop, iCore 7 will be purchased to replace the older Desktop PC for PI of the project, requiring high-performance processors for
microsimulation.
Tipo de equipamento
Equipment type
```
```
Custo (€)
Cost (€)
Laptop PC iCore5 2.011,
Justificação do financiamento solicitado
Rationale for requested funding
One laptop iCore5 (~2000€) will be used by the researcher (Bolsa 1) at CITTA/UC since high-performance processors are required for
big data processing and for microsimulation.
```
```
Tipo de equipamento
Equipment type
```
```
Custo (€)
Cost (€)
Portable Outdoor Video Shooting set 2.000,
Justificação do financiamento solicitado
Rationale for requested funding
We will purchase 4 portable sets (each costing 500€) for video shooting and street activity data collection. Each portable setup is
composed of:
```
- a single-board computer, like Raspberry pi 4,
- a pi camera module, a battery (that extends typical autonomy of standard raspberry pi),
- a 32Gb microSD card,
- an assembly kit to install the set in an outdoor environment, and
- a Movidius NCS specifically designed to process the stream of images with very recent deep learning architectures.
```
8.5. Justificação de registo de patentes
8.5. Patent registration
```
_(Vazio)
(Void)_
```
8.6. Justificação de adaptação de edifícios e instalações
8.6. Adaptation of buildings and facilities
```
_(Vazio)
(Void)_
```
8.7. Justificação Subcontratos
8.7. Subcontract
```
_(Vazio)
(Void)_
```
8.8. Justificação Demonstração, Promoção e Divulgação
8.8. Demonstration, Promotion and Publication
```
```
Tipo
Type
```
```
Custo (€)
Cost (€)
Organisation of a Workshop 4.000,
Justificação do financiamento solicitado
Rationale for requested funding
The research team will organize a final workshop at the end of the project to disseminate the results to academia, practitioners, and the general public. The workshop will be open to
all interested parties. Our partners (Lisbon ́s municipality and Siemens) will participate and other institutions related to the transportation systems.
The municipality will provide the venue for the workshop, which reduces the overall cost of the workshop.
Tipo
Type
```
```
Custo (€)
Cost (€)
International Conferences and Seminars participation 23.996,
Justificação do financiamento solicitado
Rationale for requested funding
We are planning a total of 12 presentations at International Conferences in Europe and abroad. Estimated value: ~2000€/each
CERIS/IST-ID: 6 conference presentations (2 per year) - 12000€
CITTA/UC: 3 conference presentations (1 per year) - 6000€
LARSYS/IST_ID: 3 conference presentations (1 per year) - 6000€
Tipo
Type
```
```
Custo (€)
Cost (€)
Open-access ISI journal papers 10.000,
Justificação do financiamento solicitado
Rationale for requested funding
We will publish 5 ISI journal papers with open access. Journals will be selected (e.g., Journal of Transport and Land Use), but numerous first quartile journals are not open access.
From the 6 predicted papers, we assume that 5 will require payment for open access, at around 2000€ each.
```
**9. Ficheiros Anexos**
9. Attachments –
Nome
Name
```
Tipo
Type
```
```
Tamanho
Size
```
**SIEMENS_Support_Letter_projeto_FCT_STREETS4ALL_S.pdf**
```
Outros
Others 152KB
```
**Streets4all_CML_Support_Letter.pdf**
```
Outros
Others 595KB
```
**Timeline_STREETS4ALL_2021.pdf**
Cronograma
Timeline 262KB
10-03-2021 03:19:
- Fundação para a Ciência e a Tecnologia ©
F. Moura and R. Félix, “Externalidades socioeconómicas do sistema de bicicletas públicas partilhadas ( GIRA ) na cidade de Lisboa - Parte II -,” Lisbon, 2019.↩︎