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Award Abstract # 2133309

SCC-CIVIC-FA Track A: CiBiC NSF Org:

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UNIVERSITY OF CALIFORNIA, LOS ANGELES

Initial Amendment Date:

September 16, 2021

Latest Amendment Date:

October 18, 2021

Award Number:

2133309

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Standard Grant Linda Bushnell

lbushnel@nsf.gov (703)292-8950

CNS Division Of Computer and Network Systems

CSE Direct For Computer & Info Scie & Enginr October 1, 2021 September 30, 2022 (Estimated)

Total Intended Award Amount:

$999,770.00

Total Awarded Amount to Date:

$999,770.00

Funds Obligated to Date:

FY 2021 = $999,770.00 Carlos Wagmister (Principal Investigator) fabian@ucla.edu

History of Investigator:

Awardee Sponsored Research Office:

Sponsor Congressional District:

Primary Place of Performance:

Primary Place of Performance

Congressional District:

Anastasia Loukaitou-Sideris (Co-Principal Investigator)

Jeffrey Burke (Co-Principal Investigator)

Corey Tucker (Co-Principal Investigator)

Eli Kaufman (Co-Principal Investigator)

University of California-Los Angeles

10889 Wilshire Boulevard

LOS ANGELES

CA US 90095-1406

(310)794-0102 33 University of California-Los Angeles

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33

DUNS ID:

092530369

Parent DUNS ID:

071549000

NSF Program(s): Primary Program Source:

040100 NSF RESEARCH & RELATED ACTIVIT

Program Reference Code(s):

042Z

Program Element Code(s):

V202

Award Agency Code:

4900

Fund Agency Code:

4900

Assistance Listing Number(s):

47.070

ABSTRACT

CiBiC (Civic Bicycle Commuting) addresses the spatial mismatch gap by increasing the number of people who are willing to bike to work, using a community-driven group bicycling system. We propose that biking will increase transportation satisfaction, lower transportation costs, and increase flexibility to respond to employment and housing opportunities, while our unique technosocial, cyberphysical approach will enhance recruitment and retention, foster community engagement, and inform future plans for physical bicycling infrastructure. The research is situated in Los Angeles, California, within a pilot study area whose residents are predominantly lower income people of color. It brings together community organizations that support them with bicycling advocates to help design and execute the approach in partnership with university and industry collaborators, a model that will improve engagement within the project and applicability beyond it.

CiBiC will design and deploy a cloud-supported mobile app that engages communities in organizing demand-aware bike "flows", or group commuting corridors. It aims to generate emergent bike-to-work communities of practice that commute together, pair less skilled riders with more experienced ones, and can incorporate eBikes to enhance inclusion. Flows are planned around enjoyment and "bikability" as well as efficiency and connectivity to public transportation. Riders will use the CiBiC app to join these flows in small groups to increase safety and facilitate adoption.

Participating bicycle commuters are further invited to co-create the system itself through a participatory data-driven public art component that provides visualization of flows and the activity of pods and riders within them. This promotes participation of community members that will influence both this project and future system designs. The participatory public artwork will be displayed in public spaces, such as transit hubs and community centers, providing entry points for engagement and stimulating collective reflection, evaluation, and co-design. CiBiC combines the day-to-day support of a smartphone app with novel, data-driven create expression to enhance feelings of collective identity, inclusion and ownership and sustain its ridership. Its route planning emphasizes a broader range of metrics than trip efficiency, providing additional degrees of freedom for route planning that could have lasting impact on mapping and navigation tools. With its exploration of potential machine learning support for emergence and tuning of new flows in new locations based on local transportation demand, CiBiC aims to maximize future scalability, transferability, and impact.

This award reflects NSF's statutory mission and has been deemed worthy of support through evaluation using the Foundation's intellectual merit and broader impacts review criteria.

Please report errors in award information by writing to: awardsearch@nsf.gov.

National Science Foundation, 2415 Eisenhower Avenue, Alexandria, Virginia 22314, USA Tel: (703) 292-5111, FIRS: (800) 877-8339 | TDD: (800) 281-8749

CNS-2133309 SCC-CIVIC-FA Track A: CiBiC: Enabling Bike-to-Work Communities of Practice via Co-creative Cyberphysical Systems Principal Investigator: Fabian Wagmister Public Facing Abstract CiBiC (Civic Bicycle Commuting) addresses the spatial mismatch gap by increasing the number of people who are willing to bike to work, using a community-driven group bicycling system. We propose that biking will increase transportation satisfaction, lower transportation costs, and increase flexibility to respond to employment and housing opportunities, while our unique technosocial, cyberphysical approach will enhance recruitment and retention, foster community engagement, and inform future plans for physical bicycling infrastructure. The research is situated in Los Angeles, California, within a pilot study area whose residents are predominantly lower income people of color. It brings together community organizations that support them with bicycling advocates to help design and execute the approach in partnership with university and industry collaborators, a model that will improve engagement within the project and applicability beyond it.

CiBiC will design and deploy a cloud-supported mobile app that engages communities in organizing demand-aware bike "flows", or group commuting corridors. It aims to generate emergent bike-to-work communities of practice that commute together, pair less skilled riders with more experienced ones, and can incorporate eBikes to enhance inclusion. Flows are planned around enjoyment and "bikability" as well as efficiency and connectivity to public transportation. Riders will use the CiBiC app to join these flows in small groups to increase safety and facilitate adoption. Participating bicycle commuters are further invited to co-create the system itself through a participatory data-driven public art component that provides visualization of flows and the activity of pods and riders within them. This promotes participation of community members that will influence both this project and future system designs. The participatory public artwork will be displayed in public spaces, such as transit hubs and community centers, providing entry points for engagement and stimulating collective reflection, evaluation, and codesign. CiBiC combines the day-to-day support of a smartphone app with novel, data-driven create expression to enhance feelings of collective identity, inclusion and ownership and sustain its ridership.

Its route planning emphasizes a broader range of metrics than trip efficiency, providing additional degrees of freedom for route planning that could have lasting impact on mapping and navigation tools.

With its exploration of potential machine learning support for emergence and tuning of new flows in new locations based on local transportation demand, CiBiC aims to maximize future scalability, transferability, and impact.

CiBiC: Enabling Bike-to-Work Communities of Practice via Co-creative Cyberphysical Systems Chinatown, Lincoln Heights, Solano Canyon, William Mead Homes; Los Angeles, CA NSF Award ID: 2044034 PI: Fabian Wagmister, University of California, Los Angeles Research Partners

Civic Partners

UCLA REMAP, UCLA Luskin School of Public Affairs, RideAmigos, SudoMagic, Center for Andvanced Hindsight (Duke University)

Los Angeles County Bicycle Coalition (LACBC), LARSPP Los Angeles River State Parks Partners (LARSSP), Los Angeles County Metropolitan Transit Authority (LA Metro) Impact Project Challenge Engage a coalition of community organizations and over 200 Develop a low-cost, inclusive technosocial framework for residents to develop three co-created commuting bicycle collective bicycle commuting that targets the spatial flows (shared routes) and multiple supported riding pods mismatch by increasing job and housing options and (scheduled groupings). augmenting public transportation reach (catchment).

Demonstrate and promote the viability of neighborhood wide Address the real and perceived barriers to bike bike commuting for low-income and POC communities. commuting through a human infrastructure approach.

73% of likely participants surveyed (N=255) use cars to commute <5 miles.

81% of those surveyed (N=682) expressed interest in commuting by bicycle.

Research + Practice Questions ● Does a collective approach to bicycle commuting increase the range of job and housing opportunities? ● Does the proposed supported group riding enable and sustain new bike commuters? ● Does the CiBiC technosocial framework promote the emergence of a bike commuting community of practice? ● Are group-oriented incentives effective to promote commuting oriented collaboration? ● Does participatory public art encourage and support the emergence of community co-created bicycle flows?

Stage 1 Accomplishments ● Our team engaged in extensive dialogue with research and civic partners that resulted in a strong, community-driven co-authoring strategy and detailed design of the CiBiC sociotechnical framework. ● In collaboration with community organizations, we gathered over 800 survey responses to better understand the needs, capacities, and interests of the study area’s residents. ● Gathered and mapped information on residents’ commuting corridors as initial guidance of bike flow designs.

Stage 2 Priorities

Launch cloud-support ed mobile app for collective bike commuting

Operate 3 bike flows w/5 stable pods (rider groups) each

Involve 200+ Community participants from diverse, underserved areas in LA.

Launch a distributed, data driven public artwork for the CiBiC bike-to-work community of practice

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Changing the future of bike commuting through art

By Andrew Checchia, LA Downtown News Contributing Writer Apr 20, 2021

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A landmark digital media initiative will simultaneously connect commuters, create safe routes around the city, and allow everyone to contribute to a work of public art.

Submitted photo

Cars define Los Angeles. The spaghetti highways, the luxury cars, the infamous traffic — automotive transport is the default way for people to navigate the sprawling metropolis centered around LA. Still, even with nearly 6 million registered vehicles in LA County alone, not everyone gets around on four wheels. Millions commute by the bus and train networks every year, especially on the subway Downtown. But Fabian Wagmister, a multimedia digital artist and UCLA professor who founded the first digital media lab at a film school, wants to promote a simpler kind of transport: biking.

“About 10 years ago, I lived Downtown and I started commuting to UCLA by bike. When I started commuting by bike, it really changed my life,” said Wagmister. “It gave me a cognizance of the city. It made me realize I did not know Los Angeles. The Los Angeles you get to know from a car or even public transport is kind of a decontextualized fiction.”

Wagmister’s love of bicycling — which he said changed his relationship with his body and his mental and physical health — inspired him to use his bike as more than just a means to get where he was going. Years ago, he looked to the artistic possibilities of his wheels and gears. That inspired numerous multimedia projects, including exhibitions in Ecuador and Wagmister’s native Argentina.

“I started making the bicycle my main tool for expression,” said Wagmister. “The bike became my brush, and the city became my canvas. Because I’m a digital media artist, I started outfitting my bike with sensors. It was first a personal transformation, then a transformation as an artist.”

Outside of his love of bicycling, Wagmister’s artistic career led him down a multidisciplinary professional path where he brought teams together to combine fine arts (from film and visuals to digital media) with both STEM

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fields and the social sciences (namely engineering, computer science, sociology and urban planning).

Together with partner Jeff Burke, a dean at UCLA’s School of Theater, Film and Television, he directs the Center of Research in Engineering, Media and Performance (REMAP), which uses each of those disciplines to spearhead a diverse array of creative projects, including the recently National Science Foundation-backed initiative for “Civic Bicycle Commuting.”

“All of this — this bicycling life, this passion — led to this idea of a collective bike commuting system that is both a transportation solution for low-income people and a public art creation,” said Wagmister. “(It’ll be) almost like a bikepool. Like carpooling but bikepooling.”

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The basic idea for the initiative, also called CiBiC, was to embrace the health and environmental benefits of bike commuting while curbing new cyclists’ safety concerns about riding alone in a city built for cars.

Wagmister and the team of Burke, Anastasia Loukaitou-Sideris (a dean at UCLA’s Luskin School of Public Affairs) and Eli Kaufman (the executive director of the Los Angeles County Bicycle Coalition) got together to

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work on a landmark digital media initiative that will simultaneously connect commuters, create safe routes

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around the city, and allow everyone to contribute to a work of public art.

@DowntownNews

“Promoting creativity in people is one of the most revolutionary ideas you can have. When you awaken creativity in people, they apply it to everything else in their life. There’s this social force when people are creative together,” Wagmister said. “I believe that people who realize they’re creating this collective mural together, it will motivate people to participate. The idea is that these interactive, digital murals will be in Union Station or a community center so that people will see it in real time.”

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The project will survey communities and use algorithmic tracking data to plan optimal bike “flows” throughout the city. Once these routes are established, new commuters will be put into groups led by veteran riders who will lead them along the routes. These pods will take commuters to their destinations, sacrificing a little efficiency for the sake of comfort as they go to work.

Once enough data is collected and riders are moving throughout the city, Wagmister plans to create an experimental artwork he calls an “interpretive cartography.” Riders will alter the artwork in real time as they commute, hopefully helping them feel like they’re contributing to an ever-evolving creative project. They can then view the art on the CiBiC app that will be associated with the project or the proposed public installations in places like Union Station.

“The PREV

important thing — and that’s where the great challenge is — is it has to be a great piece of art. (Bike

NEXT

commuters) have to say, ‘Wow! We made that,’” said Wagmister on the still-developing artistic output.

As Wagmister and the team work out the design details, they plan to prototype three 10-mile flow corridors by April 2022. They are surveying four Downtown neighborhoods near Union Station: Chinatown, Solano Canyon, Lincoln Heights and the William Mead Housing Project. Eventually, the project will include hundreds of routes across the city, allowing commuters from distant ends of Los Angeles to reach jobs without a drop of gas.

“We do think actually that our project is so timely with the pandemic,” Wagmister said “We think that (CiBiC) gives people a lot of self-efficacy, autonomy. It empowers people. You’re not dependent on your car, on gas.

It gives people in communities a sense of resiliency. The most important part in the end is getting people on bicycles as part of their daily life. I know what it’s done to me. It’s a very empowering and enjoyable experience. The bike as a daily facilitator of a better life.”

Ideally, that empowerment will attract commuters who never would have thought to bike to work, even with robust city planning or infrastructure. And with their changes in routine, despite the deeply ingrained car culture in Los Angeles, they could help the city move one step closer to a sustainable future.

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Bike commuting project designed by UCLA team earns $1 million award CiBiC initiative, which will create digital art in real time, advances in NSF competition

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A project called CiBiC, for Civic Bicycle Commuting, is intended to make commuting by bike safer and more accessible.

Jonathan Van Dyke | September 22, 2021 A UCLA project intended to make cycling to work safer and more accessible — in part by using digital art and the spirit of community — has earned a $1 million award in a competition backed by the National Science Foundation and the Department of Energy.

The prize will allow UCLA researchers to begin a one-year pilot program that they hope will help establish the plan as a lasting part of the Los Angeles commuting landscape.

The Civic Bicycle Commuting team, or CiBiC, was one of 17 groups chosen to receive awards of up to $1 million in the NSF’s Civic Innovation Challenge — and one of just six in the competition’s mobility track, which invited plans to improve urban transit while considering disparities between housing affordability and jobs.

CiBiC will take aim at the daily commute in Los Angeles by creating bicycle “flows” that produce real-time digital art exhibitions throughout the city. The planners are creating a smartphone app that would not only organize riders into groups, but also would encourage inexperienced cyclists to participate by suggesting routes that are optimized for enjoyability and safety over efficiency or speed, and would enable all participants to share their experiences.

“Our team is honored by this investment on our interdisciplinary, community-driven, artbased solution to the challenges of commuting in Los Angeles, making our city more sustainable and a better place to live,” said Fabian Wagmister, the project’s principal investigator and the founding director of the UCLA Center for Research in Engineering, Media and Performance, known as UCLA REMAP. “We look forward to collaborating with our community partners and taking this from concept to reality.”

In addition to Wagmister, CiBiC is co-led by Jeff Burke, co-director of REMAP and a UCLA professor in-residence of theater, and Anastasia Loukaitou-Sideris, a distinguished professor

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of urban planning at the UCLA Luskin School of Public Affairs. Their mission was to create a ready-to-implement project that would address local sustainability challenges while minding inequality gaps. The project also is aligned with the goals of the UCLA Sustainable LA Grand Challenge,

a campuswide initiative to help transform Los Angeles into the world’s most

sustainable megacity by 2050.

During CiBiC’s pilot phase, it will focus on working with communities in Northeast Downtown Los Angeles that are most in need of better bicycling transportation options, including Chinatown, Solano Canyon, Lincoln Heights, Cypress Park and the William Mead Homes.

The project leaders intend to gather input from community members as they finalize plans for the pilot phase.

CiBiC’s community partners include Los Angeles Metro, the Los Angeles County Bicycle Coalition and Los Angeles River State Park Partners; the team also is working with industry partners RideAmigos, Sorkhabi and SudoMagic, and Duke University’s Center for Advanced Hindsight.

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STAGE 2 AWARDS Jump to Mobility Track Projects Jump to Resilience Track Projects Stage 2 Press Release

The National Science Foundation, in partnership with the U.S. Department of Energy and the U.S. Department of Homeland Security, has announced the 17 Civic Innovation Challenge Stage 2 awards. Each of these teams are receiving up to $1 million to implement their research-based pilot projects over a one year period. Projects address one of two community-identified tracks: Communities and Mobility, or Resilience to Natural Disaster. Find the list of Stage 1 Awardees here .

Hover over a project site to see information about the team.

Click to learn more about the project.

Stage 1 Outputs:

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Mobility Track: Offering Better Mobility Options to Solve the Spatial Mismatch Between Housing Affordability and Jobs

Click on a project title for a brief description of planned activities and for an individual link to the NSF award abstract.

The full list of NSF awards abstracts can be found here.

Check back on this page to see teams’ Stage 2 Content.

 Atlanta, GA – Piloting On-Demand Multimodal Transit in Atlanta (NSF Award ID: 2133342)

Pascal Van Hentenryck, Georgia Tech  Austin, TX – Co-Creating a Community Hub for Smart Mobility: A University-GovernmentNonprofit Partnership (NSF Award ID: 2133302)

Junfeng Jiao, University of Texas at Austin  Fort Smith, AR – (SMILIES) A community-based framework to develop Shared MicromobIlity for affordabLe-accessIblE housing (NSF Award ID: 2133379)

Suman Mitra, University of Arkansas  Kansas City, KS – Connecting Underrepresented Youths with Employment Opportunities (NSF Award ID: 2133384)

Alexandra Kondyli, University of Kansas  Los Angeles, CA – Enabling Safe, Community-wide Bike-to-Work Strategies via Participatory Sensing (NSF Award ID: 2133309)

Fabian Wagmister, University of California, Los Angeles

University of California, Los Angeles REMAP, the Los Angeles County Bicycle Coalition, and neighborhood organizations will work to reimagine bicycle commuting in Los Angeles by enabling, supporting, and celebrating community bike-to-work flows. Prioritizing transportation satisfaction and safety over efficiency, the project will integrate ride data and riders’ input to generate digital media exhibitions of the emerging collective mobility identity. The use of participatory mobile technologies will allow assembling and guiding groups of bicyclists and encourage lasting cycling communities of practice and city-wide attention to economical, healthy, and sustainable approaches to commuting. Read the abstract on nsf.gov.

1-Page Project Overview Project Video Team Interview 1 and Team Interview 2 Check back for Stage 2 content.

 Milwaukee, WI – User-Centered Mobility Solutions (UCMS): A New Vision to Connect Jobs and the Labor Force (NSF Award ID: 2133337)

Lingqian Hu, University of Wisconsin Milwaukee

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This material is based upon work supported by the National Science Foundation under Grant No. 1931690. Any opinions, findings, and conclusions or

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recommendations expressed in this material are those of the author(s) and do not necessarily reflect the views of the National Science Foundation.

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The neighborhood of Georgian Acres in Austin, Texas, is surrounded by highways and high-speed roadways that cut off its nearly 9,000 residents from easily traveling in or out of the neighborhood. Public transportation is critical to reaching jobs and educational

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opportunities in other areas of Austin, but options are limited and often too expensive for the residents, who are mostly identified as having low- and moderate-incomes.

The residents of Georgian Acres are trapped in a transit desert – an area with poor public transportation and possibly poor biking, sidewalks or road infrastructure. These transit deserts are found in urban areas throughout the U.S. and often impact low-income neighborhoods of color and can have negative effects on the health, job prospects and economic mobility of the population.

Click on map to see an interactive map created by the University of Texas of transit deserts throughout the country.

Credit: The Urban Information Lab - The University of Texas at Austin

Community Hub for Smart Mobility

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1. Co-Creating a Community Hub for Smart Mobility In Stage 1, Jiao's team, in collaboration with the Austin Transportation Department and the nonprofit Jail to Jobs organization, performed a community engagement campaign – 23 different activities – to understand their needs and then co-design and develop the proposed center of activity, or "hub." The hub will provide residents access to alternative transportation options – shared bikes, e-scooters and a neighborhood circulator – and also offer free Wi-Fi and other community services.

The hub is intended to address the immediate transportation needs of the residents and provide additional data that guides future policy decisions made by the city. Jiao and his team believe this project will help researchers and policymakers understand and address long existing transportation inequities and aging urban infrastructure problems throughout the US.

UCMS is developing methods to connect the urban-based labor force to jobs in suburban Milwaukee.

Credit: University of Wisconsin-Milwaukee

Partial map of Los Angeles indicating where a UCLA project would create bicycle “flows”.

Credit: UCLA

5. Civic Bicycle Commuting, or CiBiC This UCLA-led project is alleviating some of the challenges of commuting in Los Angeles by making cycling to work safer and more accessible — while also creating digital art.

Many of the residents the project engaged with said they were interested in commuting by bicycle if they felt it were safer.

"The first hurdle is the mythology of the danger of the bicycle – that moving in a city is dangerous," said Fabian Wagmister, a professor at UCLA. "We strongly believe data shows that the risks are minimal. … Actually, research supports you will live longer and live better."

The school is working with the Los Angeles County Bicycle Coalition and neighborhood organizations to launch a community-driven mobile app to enable and support collective bike commuting involving more than 200 participants from underserved communities in northeast downtown Los Angeles. The app enables experienced riders to highlight their commute and pairs them with non-experienced riders to create groups. At the same time, the project integrates data from the rides to generate digital media exhibitions of the groups.

6. Connecting Underrepresented Youths with Employment Opportunities Out-of-school-time, or OST, opportunities help youths develop skills they will need to become part of the workforce of the future. In metro areas like Kansas City, there is often substantial distance between residential areas, jobs and OST opportunities.

Underrepresented youth face major challenges due to limited transportation options.

A team led by the University of Kansas will build and test an integrated mobile application to help these youths find and access these opportunities. "The inspiration came from the community and community partners," said Alexandra Kondyli, a professor at the University of Kansas. "The Kansas City Public Library had done a lot of work on this topic and found first, the youth don't know what is out there for them, and second, there is an access and transportation barrier because parents have to work and can't drive them.

This is really an equity issue."

The team already has identified approved transportation options and developed a mockup of a mobile application that provides awareness and access to OST opportunities. Now they are working with transportation providers on a full version of the application that is being used by up to 300 underrepresented youth across two counties in the Kansas City metro area.

Seeking nation-wide impact Through these fast-paced projects, the Civic Innovation Challenge program is empowering local communities to solve the challenge of equity in the mobility space and increase access to work, education and public service for all.

"What is compelling is how strongly NSF is supporting and creating co-creation," said Wagmister. "It's a very difficult and complex process, but it's clear that the intention is to give us money and time to do this but also find a way to help us do this."

About the Author

Jason Bates Senior Technical Writer/Editor Jason is a Senior Technical Writer/Editor in the Office of Legislative and Public Affairs, National Science Foundation/FedWriters

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News Release 21-016

Civic Innovation Challenge awards support community-based solutions to mobility and disaster resilience

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Civic Awardees Map Credit and Larger Version

September 21, 2021

In partnership with the U.S. Department of Homeland Security and the U.S. Department of Energy, the U.S. National Science Foundation is announcing $15.9 million in awards to teams comprising civic partners such as local, state, and tribal officials and non-profit and community leaders to conduct and evaluate ready-to-implement pilot projects that address community-identified challenges.

Gaps in equality and natural disasters can have a widespread impact, but the effects are seen and felt most sharply at the community level, when neighbors are the ones suffering. The Civic Innovation Challenge is designed to find community-based solutions to these challenges and make them sustainable, scalable and transferrable to other communities – from large to small and from rural to urban – across the US. Stage 1 of the Civic Innovation Challenge awarded planning grants to 52 teams across 30 states as well as tribal regions, Puerto Rico and Washington, D.C. to refine concepts for projects designed to address use-inspired issues in their communities.

In Stage 2, 17 of those teams have been selected for awards of up to $1 million to conduct and evaluate ready-to-implement pilot projects in a 12-month timeframe. Teams will also collaborate across the entire program, sharing approaches and positioning projects to have wider impact.

“We applaud the efforts of all the teams who worked tirelessly to build partnerships between researchers and community stakeholders,” said NSF Director Sethuraman Panchanathan. “We are excited to see the teams selected for the next phase begin their pilot projects and plant seeds of innovation across the country. This program demonstrates the value of research-community partnerships in rapidly translating cutting-edge science into community-based innovation and we look forward to seeing its positive impact across urban and rural communities.”

The Civic Innovation Challenge is comprised of two tracks. Track A, funded by NSF and DOE, focuses on communities and mobility, specifically offering better mobility options to solve the spatial mismatch between affordable housing and jobs, as well as access to services like food and childcare. Six selected projects will seek to develop community hubs for smart mobility, pilot on-demand multimodal transit, build new platforms to connect youth with employment opportunities, and more.

The awards for Track A and their Stage 2 goals are listed below: Connecting Underrepresented Youths with Employment Opportunities, led by the University of Kansas Center for Research, Inc., will build and test an integrated mobile application to help underrepresented youth find and access out-of-school-time learning opportunities.

Piloting On-Demand Multimodal Transit in Atlanta, led by the Georgia Tech Research Corporation, will synchronize on-demand shuttle services with Metropolitan Atlanta Rapid Transit Authority services and real-time feeds, and deploy these services in targeted transit deserts.

Co-Creating a Community Hub for Smart Mobility, led by The University of Texas at Austin, will work with the nonprofit Jail to Jobs, local community members and civic partners to create a hub that provides first/last mile mobility options to reduce commute times, decrease costs and understand the social and economic impacts of these disparities.

User-Centered Mobility Solutions: A New Vision to Connect Jobs and the Labor Force, led by the University of Wisconsin Milwaukee, will test and compare two models – labor force-centered and employer-centered – for overcoming financial and institutional barriers for regional mobility services.

Civic Bicycle Commuting, or CiBiC, led by the University of California, Los Angeles Center for Research in Engineering, Media and Performance will launch a unique community-driven mobile app and participatory media cartography to enable and support collective bike commuting involving more than 200 participants from underserved communities in northeast downtown Los Angeles.

A community-based framework to develop Shared MicromobIlity for affordabLe-accessIblE housing, or SMILIES, led by the University of Arkansas, will work with the community to design

and deploy services in high-priority neighborhoods in Fort Smith, Arkansas. The project will estimate the impact of shared micromobility services on household travel and costs, job access, and more.

“The teams selected for Stage 2 of the competition have brought forward bold and exciting ideas for the mobility and resilience tracks in this Challenge to help connect local communities to their work, school, healthcare and other public services,” said Acting Assistant Secretary for Energy Efficiency and Renewable Energy Kelly Speakes-Backman. “The Department of Energy is honored to support these projects that will pilot equitable and accessible mobility solutions to mitigate the impacts of natural disasters and improve the quality of life for our communities.”

Track B, funded by NSF and DHS, focuses on resilience to natural disasters in the context of equipping communities for greater preparedness to and response after disasters such as floods, hurricanes and wildfires. Eleven selected projects will develop artificial intelligence-based decision support tools for food distribution during disasters, improve the post-flood financial resiliency of low-income households, address the resilience divide in rural communities through rural resilience hubs, just to name a few.

The awards for Track B are: Artificial-Intelligence-based Decision Support for Equitable and Resilient Food Distribution during Pandemics and Extreme Weather Events, led by the University of Houston, will develop and evaluate solutions such as a predictive tool for infrastructure vulnerability and a decisionmaking tool for determining food distribution hub locations and food allocations.

Community-Centric Pre-Disaster Mitigation with Unmanned Aerial and Marine Systems, led by the Texas A&M University Institute for a Disaster Resilient Texas, will train and mentor at-risk high school students in three urban and rural school districts to collect and analyze aerial and underwater imagery for vulnerable areas identified by emergency management.

Hoomalu Halelea - Community-led Innovation for Integrated Flood Resilience, led by the University of Hawai'i, will add weather stations to fill in monitoring gaps and operate workshops, training and field trips to enhance resilience to increased flood risk in coastal watersheds.

Unification for Underground Resilience Measures, led by New York University, will work with utility companies, city agencies and consultants to design a roadmap for city-level implementation of a subsurface data model and assemble two pilot data sets to prepare study sites against natural disasters.

Visualizing Resilience: BIPOC Youth Advocacy through Mapmaking, led by Georgia Tech, will deliver the Youth Advocacy for Resilience Disasters curriculum with the Map Spot for joint creation of large-format maps to support youth in advocating for infrastructure projects in their communities.

Helping Rural Counties to Enhance Flooding and Coastal Disaster Resilience and Adaptation, led by Michigan Technological University, will work with two counties in Upper Michigan to develop methods that use remote sensing data and citizen scientists to address data gaps and improve flood hazard modeling.

Low-Cost Efficient Wireless Intelligent Sensors for Greater Preparedness and Resilience to Post-Wildfire Flooding in Native American Communities, led by The University of New Mexico, will deploy more than 100 sensors and make the data available through an online portal, and will incorporate training modules into education curriculums.

Rural Resiliency Hubs: An Integrated, Community-Centered Approach to Addressing the Resiliency Divide through Rural Public Libraries, led by a multi-disciplinary Florida State University team, will pilot a community-based design process for tailored resiliency hub sites in rural public libraries and facilitated by rural public librarians. Each hub design will reflect the input and priorities of local citizens, county officials, civic organizations, and additional community stakeholders.

CaReDeX: Enabling Disaster Resilience in Aging Communities via a Secure Data Exchange, led by the University of California, Irvine, will aim to enhance the resilience of older adults in disasters through the creation of a pilot edge data exchange platform that allows real-time exchange of critical care information between caregivers at senior housing facilities and authorized responders.

Convergence, Inventory, Matching, and Assignment to Optimize Post-event Housing Repair for Displaced Vulnerable Populations, led by Old Dominion University, will field a platform for use by nonprofit organizations. The platform will increase efficiency in matching supply of converging donated material and volunteer labor with the repair needs of displaced households.

Inclusive Insurance: Improving the Post-Flood Financial Resiliency of Low- and ModerateIncome Households, led by the Wharton Risk Center at the University of Pennsylvania, will harness innovative insurance pilots to better protect lower-income households from escalating flood risk.

“Teams funded in Stage 2 will play a vital role in developing novel resilience strategies and solutions to the escalating threat of natural disasters facing vulnerable communities across the country,” said David J. Alexander, Senior Science Advisor for Resilience, DHS Science and Technology Directorate. “As climate change accelerates the frequency and intensity of natural disasters, DHS is proud to support the efforts of this program to enhance the nation's resiliency.”

The focus areas of projects in Track A and Track B were developed with input from communities across the country who participated in an Ideas Festival in 2019, together with researchers, federal agencies, and other organizations. Anyone wishing to contribute to idea sourcing for a possible future round of the Civic Innovation Challenge can register at https://nsfcivicinnovation.org/ideas-festival/ to join a two-week Ideas Fest, which begins on October 5, 2021.

To learn more about the CIVIC Innovation Challenge, visit https://nsfcivicinnovation.org/.

-NSF-

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AUGUST 18, 2021 BY NINA GINSBERG

Art, Apps, UCLA & the Civic Bicycle Commuting (BiCiC) project

Image: Fabian Wagmister

I first came across this story while scouring the internet for communityfocused, bike-related, arts-based projects. This project caught my eye as it was initiated by a group of senior UCLA academics and I like the innovative use of technology to get more people engaged with bicycle commuting. Projects like this are inspiring not only in the end product, (more people on bikes), but also in the process (engaging arts-based participation in new and creative ways) and in bringing together a range of people (professors, artists, riders, and community members) who are passionate about bikes, sustainability, transport, healthy communities to create a more positive future for all. Below is an article published earlier this year in Transfer Magazine explaining the project in detail.

I love the idea of senior academics and professors being passionate about biking. Here’s to (hoping for) more projects (and academics) like this! Enjoy! NG.

Image: Los Angeles County Bicycle Coalition

For many Los Angeles residents, the daily commute is frustrating. A project by three UCLA faculty members aims to change that — especially for those who ride to work on two wheels — by creating bicycle “flows” that produce real-time digital art exhibitions throughout the city.

One of the project’s goals is to make cycling to work feel as accessible and safe as other modes of travel, so the professors envision groups, or flows, of cyclists that would be organized by a smartphone app. The app would encourage reluctant or inexperienced cyclists to participate by pointing them toward those flows, suggest routes that are optimized for enjoyability and safety over efficiency or speed, and enable participants to share their experiences.

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Those experiences, in the form of text, photos, videos and other creative submissions, would feed directly into digital murals throughout Los Angeles. The murals would be located in community spaces and transportation hubs around the city — including, for example, a large interactive display at the Los Angeles State Historic Park, adjacent to Chinatown — elevating biking to work to a collective creative experience.

“We envision the cooperative bike flows as a type of performative media artwork that is shared live with all of Los Angeles in public spaces and on the internet,” said Fabian Wagmister, the project’s principal investigator and the founding director of the UCLA Center for Research in Engineering, Media and Performance, known as UCLA REMAP. “By inviting communities to think about bicycle riding as a way to express themselves in the urban landscape, we can strengthen commuters’ ownership of the system and offer a deeper level of engagement in the future of the city.”

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The project, called Civic Bicycle Commuting, or CiBiC, is co-led by Jeff Burke, co-director of REMAP and a UCLA professor-in-residence of theater, and Anastasia Loukaitou-Sideris, a distinguished professor of

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April 16, 2021 6:55 p.m.

While commuting is generally considered a hassle in Los Angeles, CiBiC aims to encourage people to commute by bicycle through engineering and art.

Civil Bicycle Commuting, a project also known as CiBiC, is in its rst stage of research aiming to provide low-income neighborhoods with a more environmentally ustainable mode of transportation. Through custom software called CiBiC Flow and Participatory Geographic Information Systems, the project will create bike “flows" that will be transformed into murals in communities around downtown LA and allow riders to safely commute in groups. Fabian Wagmister, the founding director of the Center for Research in Engineering, Media and Performance and principal investigator of this project, said CiBiC’s design will also actively involve the communities it affects.

“When you feel you’re part of the creation of something, you have ownership, you feel it is yours,” Wagmister said. “Both the bicycle ows – these common bike paths that we’re going to create – and the artwork is actually going to be authored by the communities.”

A previous bicycle-driven digital media project by Fabian Wagmister. CiBiC will generate similar digital murals throughout Los Angeles. (Courtesy of Fabian Wagmister)

The National Science Foundation Grant funded the rst stage of research, which he said is focused on community outreach in four lower-income LA neighborhoods to address spatial mismatch – an issue where underprivileged individuals cannot choose where they live and work. The research and surveys are used to gauge interest in sustainable commuting, determining how to make the project as inclusive as possible – whether that be teaching disadvantaged individuals how to ride a bike or obtaining bicycles for those who cannot afford them. By having groups of riders follow well-established bike ows, Wagmister said he hopes to eliminate the streets as a threatening environment for communities of color and women.

“The project’s task is not only to create a technology but also create a community system that people feel is for them,” Wagmister said.

In terms of data collection, he said the technology itself is made to be a user-friendly app that can record GPS data, pictures of the ride and color codes that indicate how riders felt about their commute to work that day. He said the data is then collected and translated into both digital media and public art pieces to inspire more people in the community to join.

Jeff Burke, the vice chair of the School of Theater, Film and Television and CiBiC coprincipal investigator, said his main role is to determine what technology is needed to collect commuter data and turn it into art for their research proposal. Burke said his goal is to create a software platform that is sustainable and can be scaled in the long-term to support more riders. The basis for the technology is participatory sensing, which he said is the idea that individuals should be involved with making choices regarding what data the devices collect.

“I think the end goals are practical in the sense that the technology would be widely usable, e cient and affordable,” Burke said. “You could imagine over time coming up with a better and better system to automatically create and shape these ows that help novice and advanced riders.

To streamline the process, he said the riders will be creating their desired ows, or pathways, and the technology will interpret the riders’ needs and the available routes. The cyclists will not only dictate the creation of the technology but also will be active participants in the creation of artwork.

“Participation in a creative system of some form and sharing your perspectives, your creative

expression, and being a part of something is critical to the project and one of the incentives for people to participate,” Burke said.

Another researcher and associate dean of the Luskin School of Public Affairs and professor of urban planning, Anastasia Loukaitou-Sideris said she is using her research on community engagement and transportation to identify the needs and values of different user groups for this project. She is currently focused on identifying LA’s vulnerable groups – including women, people without housing and ethnic neighborhoods – to see how CiBiC can most effectively reach these communities. Working in tandem with local organizations like the Chinatown Business Improvement District and the Los Angeles County Bicycle Coalition, she said she is obtaining preliminary data on the needs of the communities in order to create a more effective pilot program in stage two where they test the app.

Loukaitou-Sideris said in the long term, she hopes CiBiC will build a bicycle infrastructure in low-income neighborhoods through employer partnerships to improve the process of commuting. Creating a community of bikers will build safety and protection for vulnerable populations through social capital – the ties that hold together a community when individuals interact and help one another, she said.

Wagmister similarly emphasizes the importance of reinforcing these community bonds and changing the way Los Angelenos view their commute to work. Currently, commuting in Los Angeles can be a very isolating process, but he said CiBiC aims to create a communal way of thinking about transportation.

“Our hope ultimately is to demonstrate to this community that bicycling – when it’s done collectively – can be safe, and a fun, ful lling way of going to work,” Wagmister said.

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https://grandchallenges.ucla.edu/happenings/2021/03/31/sustainable-la-grand-challenge-partners-on-ucla-proposal-using-artand-technology-to-increase-bike-commuting-in-los-angeles/ (link)

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Sustainable LA Grand Challenge partners on UCLA proposal using art and technology to increase bike commuting in Los Angeles March 31, 2021

For many Los Angeles residents, the daily commute is frustrating. A project by three UCLA faculty members aims to change that — especially for those who ride to work on two wheels — by creating bicycle “flows” that produce real-time digital art exhibitions throughout the city.

One of the project’s goals is to make cycling to work feel as accessible and safe as other modes of travel, so the professors envision groups, or flows, of cyclists that would be organized by a smartphone app. The app would encourage reluctant or inexperienced cyclists to participate by pointing them toward those flows, suggest routes that are optimized for enjoyability and safety over efficiency or speed, and enable participants to share their experiences.

Image Source: Los Angeles County Bicycle Coalition

Those experiences, in the form of text, photos, videos and other creative submissions, would feed directly into digital murals throughout Los Angeles. The murals would be located in community spaces and transportation hubs around the city — including, for example, a large interactive display at the Los Angeles State Historic Park, adjacent to Chinatown — elevating biking to work to a collective creative experience.

The project already is gaining some traction: In February, the initiative received $50,000 in funding from the Civic Innovation Challenge, which is funded by the National Science Foundation in partnership with the U.S. Department of Energy and the U.S. Department of Homeland Security. CiBiC is now in contention for an additional grant of up to $1 million, which the researchers would use to create a prototype of the project. The Sustainable LA Grand Challenge has been partnering on the project.

Read more in UCLA Newsroom.

Project team: Fabian Wagmister, founding director, UCLA REMAP, professor, School of Theater, Film and Television Jeff Burke, co-director, UCLA REMAP, professor-in-residence of theater Anastasia Loukaitou-Sideris, distinguished professor of urban planning, Lusking School of Public Affairs

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Project by UCLA faculty envisions collaborative bicycle “flows” that generate digital exhibitions

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Courtesy of Los Angeles County Bicycle Coalition UCLA professor Fabian Wagmister says the project could help “strengthen commuters’ ownership of the system and offer a deeper level of engagement in the future of the city.”

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Jonathan Van Dyke March 23, 2021 For many Los Angeles residents, the daily commute is frustrating. A project by three UCLA faculty members aims to change that — especially for those who ride to work on two wheels — by creating bicycle “flows” that produce real-time digital art exhibitions throughout the city.

One of the project’s goals is to make cycling to work feel as accessible and safe as other modes of travel, so the professors envision groups, or flows, of cyclists that would be organized by a smartphone app. The app would encourage reluctant or inexperienced cyclists to participate by pointing them toward those flows, suggest routes that are optimized for enjoyability and safety over efficiency or speed, and enable participants to share their experiences.

Those experiences, in the form of text, photos, videos and other creative submissions, would feed directly into digital murals throughout Los Angeles. The murals would be located in community spaces and transportation hubs around the city — including, for example, a large interactive display at the Los Angeles State Historic Park, adjacent to Chinatown — elevating biking to work to a collective creative experience.

“We envision the cooperative bike flows as a type of performative media artwork that is shared live with all of Los Angeles in public spaces and on the internet,” said Fabian Wagmister, the project’s principal investigator and the founding director of the UCLA Center for Research in Engineering, Media and Performance, known as UCLA REMAP. “By inviting communities to think about bicycle riding as a way to express themselves in the urban landscape, we can strengthen commuters’ ownership of the system and offer a deeper level of engagement in the future of the city.”

The project, called Civic Bicycle Commuting, or CiBiC, is co-led by Jeff Burke, co-director of REMAP and a UCLA professor in-residence of theater, and Anastasia Loukaitou-Sideris, a distinguished professor of urban planning at the UCLA Luskin School of Public Affairs.

The project already is gaining some traction: In February, the initiative received $50,000 in funding from the Civic Innovation Challenge, which is funded by the National Science Foundation in partnership with the U.S. Department of Energy and the U.S. Department of Homeland Security. CiBiC is now in contention for an additional grant of up to $1 million, which the researchers would use to create a prototype of the project.

CiBiC’s art-led approach makes it somewhat of an anomaly among most of the competitors in its category, “communities and mobility” — most of the other proposals have origins in the STEM fields and social sciences.

To ensure the project incorporates the diverse experiences and needs of Los Angeles commuters, the researchers are soliciting input from Los Angeles neighborhood groups.

Loukaitou-Sideris said the team will especially seek participation from low-income residents of Chinatown, Solano Canyon, Dogtown and Lincoln Heights.

“We want to hear from community groups and residents and understand how we can create something that is tailored to their needs,” she said.

The researchers also are collaborating with Eli Akira Kaufman, executive director of the Los Angeles County Bicycle Coalition, who said the project could demonstrate how transformative bicycle culture could be in Los Angeles if bicyclists could help create infrastructure that reflected their needs.

“Instead of allowing the built environment to dictate the culture of bicycling in Los Angeles, we need to uplift the culture of bicycling to make sure the built environment is defined by the social infrastructure and the people who use it,” he said.

Aggregated data from the app could also eventually be used to influence Los Angeles’ long-term infrastructure planning.

And Wagmister said the project stands to both reflect and amplify the city’s creative spirit: “We want to create an alternative transportation system in Los Angeles, one that values our collective creative capacity to transform the city for all.”

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Courtesy of Fabian Wagmister “Practicas de Periferia,” a previous installation by Fabian Wagmister in Buenos Aires. The new project proposed by Wagmister and colleagues would generate similar digital murals throughout Los Angeles.

Media Contact Jonathan Van Dyke

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CiBiC: Enabling Bike-to-Work Communities of Practice via Co-creative Cyberphysical Systems Vision for a Research-Centered Pilot Project Our project addresses the spatial mismatch gap by increasing the number of people who are willing to bike to work, using a community-driven group bicycling system. We propose that biking will increase transportation satisfaction, lower transportation costs, and increase flexibility to respond to employment and housing opportunities, while our unique technosocial, cyberphysical approach will enhance recruitment and retention, foster community engagement and support around bike commuting, and inform future plans for physical infrastructure. The work is a collaboration among the UCLA Center for Research in Engineering, Media and Performance (REMAP) and Luskin School of Public Affairs; community partners the Los Angeles County Bicycle Coalition (LACBC) and the Los Angeles State River State Park Partners (LARSPP); industry partners RideAmigos and SudoMagic; the Los Angeles County Metropolitan Transportation Authority (LA Metro) and the Duke University Center for Advanced Hindsight.

Together, will design and deploy CiBiC (Civic Bicycle Commuting), a system that engages communities in organizing demand-aware bike flows, or group commuting corridors. Our vision is to support emergent bike-to-work communities of practice (B2WCP) that commute together, pair less skilled riders with more experienced ones, and can incorporate eBikes to enhance inclusion. Riders use CiBiC through a smartphone app that helps them join these flows in pods (small groups) to increase safety and support. They are also invited to co-create the system through participation in designing a data-driven public art component that provides visualization of the flows and the activity of pods and riders within them. This provides an entry point for feedback on the data gathered and CiBiC itself, stimulating collective reflection, evaluation, and co-design. Combining the day-to-day support of a smartphone app with novel, data-driven expression will enhance feelings of collective identity, inclusion and ownership and sustain the groups brought together. Our approach is informed by the team’s blend of community, university, and industry experience in transportation, participatory sensing, community engagement, social activism, and collective creativity.

Transportation Stress in Los Angeles In both the Active Transportation Strategic Plan of 2016 and Sustainability Strategic Plan of 2020, LA Metro articulated the need for developing robust bicycling transportation options. This Stage 2 project addresses this need for the low-income and underserved communities in Northeast Downtown Los Angeles, including Chinatown, Solano Canyon, Lincoln Heights, Cypress Park, and the William Mead Homes. Members of our team have worked with these neighborhoods for over 15 years, including for a Stage 1 planning grant in which surveys of nearly seven hundred residents showed significant interest in group bike commuting. (We discuss survey results later in this section, and these neighborhoods’ specific needs and demographics in the Civic Engagement section.) Generally, transportation stress emerging from factors such as spatial mismatch is significant across L.A., which a recent study ranked as having the highest commute-related worker stress levels in the nation (Robert Half 2017). Transit-dependent lower income communities of color, like those in the neighborhoods we are working with, are disproportionately impacted.

They often have to endure long trips and multiple transfers. Transit riders experience an average wait time at stops of 17 minutes per trip, while about 50% of riders have to wait for over 20 minutes per trip. Over 42% of transit riders have to make two or more transfers each way, and 21% have to walk over half a mile to access their transportation mode. Such factors make commuting by public transit in LA among the most time-consuming in the nation, taking an average of 55 minutes in each direction (Moovit 2020), 24 minutes longer than the average LA commute. The high cost of automobiles—an average of $100 per month ($312 per month if parking is included) per working person in a household nationally means that, for households with multiple workers, like many in our study area, commuting by car is either not viable or financially stressful. Despite the costs, 73% of the most likely CiBiC participants (in our study area, commute under ten miles, N=255) in a residential survey conducted in Stage 1 still drive for commutes of less than five miles.

Evidence Supporting Bicycle Commuting Cost and stress can be reduced, and commute satisfaction and self-efficacy increased, by offering alternatives to cars and public transit, which also reduces traffic congestion and air pollution. We focus on bicycling because of its potential for cross-cutting reduction of effects of the spatial mismatch gap in the project’s neighborhoods. Evidence suggests that “cyclists are more satisfied with their commute than those using other modes” (Echiburú, Hurtubia, and Muñoz 2021) and generally have higher levels of transportation satisfaction (Avila-Palencia et al. 2017; Singleton 2018; Smith 2017; Wild and Woodward 2019). Switching to a bike for one’s commute “provides a noticeable boost to most people’s psychological wellbeing” (Wild and Woodward 2019)” and other mental health 1

benefits (Avila-Palencia 2018). Additionally, a recent study concluded that bicycling to work is a time-effective weight loss and weight management solution, producing the same benefits as a 5-day a week gym exercise regimen.

(Quist et al., 2017). Bicycle commuting has been strongly linked to other significant benefits in reducing the risks of cardiovascular disease, cancer, and mortality (Shaw et al. 2020; Celis-Morales 2017).

It also directly addresses spatial mismatch. Adoption of bicycling is often motivated by its plasticity to individuals spatio-temporal conditions and needs, as it offers “door-to-door capacity” and scheduling flexibility (Keijer and Rietveld 2000) that can be applied not just to commuting but access to other goods and services, including fresh food and healthcare. eBikes can make this flexibility accessible to those who may not be comfortable on a regular bike. Bikers can leverage the density of the urban circulation grid without facing the automobile traffic or long waits for public transport (P. Rietveld 2001; Keijer and Rietveld 2000). For short and medium distances (our focus), the bicycle provides the flexibility and autonomy of personal vehicle commuting, but at a significantly lower cost, making it a preferable alternative for lower-income communities (van Mil et al. 2020; Akar and Clifton 2009).

Most people in the study neighborhoods are severely cost-burdened, spending more than 50% of their incomes on housing. They also spend significantly on automobile travel, if they can afford it. So reducing vehicle miles traveled (VMTs) by car will target the transportation part of the housing-transportation imbalance by lowering transportation costs. Furthermore, the bicycle has been proven to increase the catchment area of public transportation services, expanding considerably the available bus and rail option bike-and-ride hybrid alternatives (Souza et al. 2017; Advani and Tiwari 2006; Balya and Kumar 2016; Piet Rietveld 2000). Such alternatives can make public transportation more efficient and attractive by reducing the number of necessary transfers. Cities like LA have invested considerable resources in hybrid bicycle and public transportation solutions, but they focus primarily on carrying bikes on buses and light rail, not on the connectivity provided by the bikes themselves. (Ravensbergen et al. 2018) For example, technology-supported group bike commuting can expand the concept of “first-mile/last-mile” connectivity. While unsupported hybrid bicycle / public transit programs usually estimate a catchment area of between one and two miles (Hagelin 2005; Hochmair 2015), our approach could extend the ingress and egress legs of participants' bike-and-ride commute, expanding the available public transit network and increasing their housing and job options.

Addressing Barriers to Biking to Work Despite these benefits, a mix of practical challenges, social constructs and perceived realities around transportation in LA create strong mental and behavioral barriers to the adoption of bicycling, even among those who would gain a significant benefit and might have a desire to do so. In particular, the fears associated with riding a bicycle in the city and uncertainty about taking on the challenge of riding on one’s own represent the strongest impediments, despite evidences that the benefits of cycling strongly outweigh the risks (Gotschi, Garrad, and Giles-Corti 2015). In addition to perception, our study area lacks enhanced bicycle infrastructure. A 2017 study of data from the US D.O.T. Household Travel Survey (NHTS) concluded that lack of appropriate infrastructure remains a major impediment to the practice of bicycle commuting. (Porter et al. 2020). Infrastructure deficiency is most prevalent in low-income neighborhoods. Minority communities, residents of color, and those in low-income brackets report higher levels of obstacles to bicycle transportation. For example, in a study in Philadelphia, Chicago, and Brooklyn, 22% of people in low-income communities identified social harassment as a major barrier to bicycling. (McNeil et al. 2017) Our approach builds on the evidence that coordinated group biking can increase rider safety (Mendoza 2017; National Center for Safe Routes to School 2017) even as longer-term projects seek to improve the bike-friendliness of transit infrastructure. CiBiC aims to generate “safety in numbers” through pods and change perception of what routes are appropriate to ride with its human infrastructure of flow, thus addressing barriers to expanded, flexible and fulfilling spatial relationships between home and work enabled by bike commuting (Jacobsen 2003; McNeil et al.

2017) . By promoting and supporting B2WCP that are invested in inclusion and equity, we believe flows can mitigate hostile social environments when faced by bike commuters. Our lead community partner, LACBC, believes strongly that the community-based, innovative support afforded by CiBiC could be a transformative and replicable model for increasing bike commuting throughout L.A., especially in communities where it could have the most impact. They believe that over time, bicyclists become members of the communities they ride through, increasing engagement with local businesses, broadening critical “weak social ties” (Granovetter 1977) and strengthening the city’s social fabric.

Long-term Impact on Infrastructure, Resilience and Jobs Data from community-based human infrastructure like CiBiC can guide the design of physical infrastructure. In her influential study about equitable bike planning, Adonia Lugo concludes “human infrastructure in the form of group rides, social networks of activists, and the presence of bike commuters during rush hour encourages cycling”

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(Lugo 2013) We believe that this technologically-supported human transportation infrastructure, bringing together the aspirations, experiential knowledge, and collaborative joint capacities of groups, can generate bike-to-work communities of practice that address many of the barriers to bicycling in the city and substantially alleviate the impact of spatial mismatch and transportation injustice. The recent pandemic has clearly demonstrated the need for flexible demand-aware transportation systems that can effectively provide access to jobs in times of crisis. Our system’s social and technical approach offers a high level of individual and collective self-efficacy that empowers communities to, if necessary, rapidly re-configure their commuting flows. Finally, studies of higher bicycling traffic generated by urban bike lanes have concluded that more bicycling results in the substantial creation of local, lower-skill jobs (Blondiau, van zeebroeck, and Haubold 2016) that could directly impact a cause of spatial mismatch itself. For example, a study

by Portland State University’s Transportation Research and Education Center found notable increases in retail and food service jobs when comparing corridors with recently created bike lanes to the nearby control areas in Minneapolis and Seattle. (Liu and Shi 2020) Given the short time frame and small scale of our pilot, we do not expect to be able to study these effects, but they provide a strong argument for sustained exploration.

How it Works: The CiBiC System CiBiC is a technosocial, cyberphysical system illustrated Definitions conceptually in Figure 1. Riders are recruited to participate Flow. Movement of bike commuters (riders) along a through community organizations that have an interest in demand-aware common route selected to bring many promoting bicycling commuting for reasons such as health, riders together. This pilot will have 3 Flows. economics, sustainability, quality of life, and social justice. Our Pod. Group of riders moving together along a flow team will work with those organizations to understand the at a certain time of day. (A “bikepool”.) commuting needs of their constituencies. For Stage 2, we will Pod Leader. Stable participant of a given pod, who, design three flows of about 10 miles each, targeting about a for example, coordinates joining and leaving of the total of 200 riders. Flows will be designed by the team, assisted pod’s riders along the Flow. by automated analysis of trip needs, to serve as many people Flow Mentor. Expert rider, who develops the route from the study area as possible on comfortable, engaging and for a Flow and adapts it over time. safe routes. We expect the data and experience will help the CiBiC app. Cloud-supported smartphone app team further automate a system to support emergent flows in supporting rider with route, incentive, and pod info. the future. Community riders who wish to join one of the flows Enables journaling and data collection. will then opt-in through the CiBiC smartphone app, which B2WCP. Bike-to-work Community of Practice. will guide them first to a flow, based on the start and end Bike Day. Community training and co-creation locations of their commute, and then to one of five pods event at a central site. (scheduled bikepools) within that flow, which would be the Interpretive Cartography Artwork. Co-created most convenient for their departure and arrival needs. Riders distributed digital art system visualizing participation. will be encouraged but not required to ride daily. Each pod will Incentive. Financial or merchandise incentive have a leader from the community, trained by a Flow Mentor, provided via a behaviorally-informed algorithm. who will be trained and managed by LACBC. New riders can opt to paired by the app with a veteran rider for a chaperoned door-to-flow-to-door experience on their first few rides.

The CiBiC app will guide the riders to their pod for each direction of their commute, so that they can ride together with other riders. It will also allow riders to track their progress over time, offer incentives for participation and enable them to journal about their experience, building a B2WCP. This participatory sensing data from new and regular riders will inform the team in periodically tuning each Flow’s route and timing to best meet the needs of its riders—a feature we expect to be supported by machine learning in the future. Pod Leaders and Flow Mentors will have dashboards that provide summary information on rider experience, helping them to guide group participants towards identifying as members of a community of practice at various scales. Multimedia time-location data, journal entries, and other information from riders in the Flow will feed a distributed interpretive cartography artwork that represents realtime and retrospective participation and can be shown at community sites and special events. This participatory public artwork will focus on visualizing and communicating the communal effort and its resulting impact on transportation satisfaction. Like the Flows themselves, the artwork’s system will be co-created with the riders and other community members in early design and training events. These training events will familiarize riders with the technology, introduce them to Pod Leaders and Flow Mentors, and provide practical opportunities for bike checks and repairs.

To further motivate and facilitate activation and retention of participants the project team is collaborating with the Travel Reward Research Pilot (TRRP) program of Los Angeles County Metropolitan Transportation Authority (LA Metro) and Duke University. Through this collaboration, CiBiC will implement behaviorally-informed incentives. The project is particularly interested in developing an incentive approach that focuses on collective effort

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and participation in the B2WCP. The incentives program will be integrated into the CiBiC smartphone app to promote community-building collaboration behaviors between experienced bike commuters and neighborhood participants.

Figure 1. Civic Bicycle Commuting (CiBiC) summary diagram – a technosocial, cyberphysical system.

Support for Bike-to-Work Communities of Practice (B2WCPs) The CiBiC system supports biking to work as a social and communal process that invites individuals to participate in local communities of practice (Lave and Wenger 1991). We are inspired to counter isolationist notions of the commute, common in automobile-centric cities like L.A. Evidence suggests that the existence of an accessible community of practice, which facilitates adoption of group identity, has a significant positive impact in initiating and sustaining bicycle commuting (Lois, Moriano, and Rondinella 2015). CiBiC’s approach encourages the development of these B2WCP by supporting four relationships critical to new cyclists: with the bicycle, the community, the urban space, and the workspace (Calwell and Boyer 2018), as brought together in a collective process of “becoming a bicyclist” within their pod and flow. We combine technological support with community-led training and a co-design process described further in the Civic Engagement section. Components include the following: •

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Automatic route documentation and demand-aware trip planning, including bikepool management by a tailored cloud-supported mobile app by RideAmigos, as well as gathering of GPS traces and multimedia (photo, audio, bike sensor, if available) documentation of bike routes and the surrounding environment, inspired by research in participatory sensing by Co-PI Burke and others, in which individuals and communities are involved in creating, sharing, and using sensor data about their lives. (Burke et al. 2006).

PhotoVoice-inspired facilitated digital journaling and participatory artwork that involves riders in journaling about and evaluating the biking experience. PhotoVoice is a participatory health promotion approach in which people create photodocumentation of their health and work realities to influence policy change and express their situations (C. C. Wang and Redwood-Jones 2001; C. Wang, Burris, and Xiang 1996). Our approach aims to engage with experiential and affective aspects of the ride itself. A notable and unique contribution to the satisfaction of bike rides is increased and diversified sensory stimulation; people who ride bicycles to work often describe their choice as making them “feel better.” (Wild and Woodward 2019).

Evolving interpretive cartography of the emerging bike-to-work flows and pods available on the web that combines mapping and visualization, and is shareable within community spaces such as galleries, churches, transit stations, community halls. They will promote co-creation, support emerging B2WCP identities, reinforce participation, and serve as a collective advocacy tool for long term bike-to-work infrastructure.

Public feed of de-identified safety and satisfaction incidents. Studies of bicycle safety in Los Angeles have shown a serious underreporting of bicycle crashes in SWITRS, California’s traffic collision database, (Loukaitou-

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Sideris et al. 2014). LACBC has encouraged the LA Department of Transportation (DOT) to properly resource bicycling and pedestrian counts and crash data. We plan to provide privacy-preserving data exports that involve the community in sharing data that make LA a safer, healthier, more equitable and sustainable place to navigate.

Critical to our approach is the use of creative expression and self-documentation to enhance feelings of identity and sustain the small groups brought together by this system, which is discussed in more detail below. Formation and sustainability of collective identity are key factors in the construction of a community of practice and, we believe, will lead to the willingness to balance personal efficiency with group satisfaction. Beyond satisfaction, we hope over time to support riders in coming to see cycling to work as a pleasurable activity in itself (Gatersleben and Uzzell 2007; Willis, Manaugh, and El-Geneidy 2013). To support the emergence of collective identity within a B2WCP and individual integration into it, we will draw from past work by PI Wagmister in creating visualizations of the lived city based on the participation of emergent groups. By initiating and sustaining ad hoc group rides, supported by basic training provided through organizations such as LACBC and mentored by experienced bike commuters we hope to provide a safe context for experiencing the positive aspects of bicycling, where “the simultaneous exploratory, sensual, inquisitive, intentional and habit-forming aspects of bicycling are brought into a transactional process that can result in becoming a bicycle commuter” (Lee 2015).

Team The UCLA REMAP-led team includes the Los Angeles County Bicycle Coalition (LACBC) and the Los Angeles River State Park Partners (LARSPP) as the lead community partners. The technology will be designed, implemented and deployed in a university-industry collaboration between RideAmigos, SudoMagic, and UCLA REMAP. Our collaborators on incentive design and support are the Los Angeles County Metropolitan Transit Authority (LA Metro) and the Duke University Center for Advanced Hindsight. The management plan provides additional details on how we will work together; here we introduce the partners in more detail.

This project emerges from ongoing community engagement. A committed bike commuter, new media artist, and community advocate, PI Fabian Wagmister has lived and worked within the study area for over fifteen years, and participated in numerous community projects as the area underwent significant transformation of its public and private spaces through investment by California State Parks, the city and county, and various local businesses. During this effort, he founded the Interpretive Media Laboratory (IMLab) within the Center for Research in Engineering, Media and Performance (REMAP), a joint effort of the UCLA School of Theater, Film and Television (TFT) and Samueli School of Engineering co-directed by Wagmister and Co-PI Jeff Burke. IMLab is a partnership between REMAP and California State Parks that aims to conceive and prototype innovative approaches to interpretive technology for urban spaces. It pioneered the notion of considering the Los Angeles State Historic Park (LASHP), the first urban state park in California, as a “living laboratory” for university-community partnership in 2006. LASHP is a significant 32-acre site within the project’s study area that will provide a site for bike training, outdoor meetings, and community events.

Wagmister has already undertaken a series of technology-supported bicycling projects in Los Angeles, Ecuador and Argentina, including Laboratorio PedaLúdico, commissioned by the City of Buenos Aires for its Youth Biennal, which included a week of curated group rides in the city in which bikers’ paths generated a real-time visualization artwork in a large-scale exhibition. (See Figure 6.) Co-PI Burke collaborated on the technologies for these projects, which integrate exploratory riding with participatory sensing to create innovative cultural artworks expressing the transformative potential of bike mobility. Co-PI Loukaitou-Sideris, a faculty research program lead for Transportation and Communities at the UCLA Institute of Transportation Studies (ITS), is an expert on issues of community engagement and planning for mobility, particularly for vulnerable populations, such as low-income, immigrant communities. Some of her published work involves studies about traffic safety and active transportation modes. She is very familiar with the study area and has collaborated with the California State Parks and Recreation Commission in a community engagement project in the study area with the aim of increasing the diversity of users at LASHP. Her research explores transit-oriented communities, transportation and urban design, linkages between mobility and gentrification, active transportation, pedestrian and bicycle planning, complete streets, and livable streets.

The lead community partner, LACBC, is a previous collaborator with IMLab. It is a non-profit organization that works to make Los Angeles a healthy, safe and fun place to ride a bike and has focused on supporting the mobility needs of low-income Angelenos, families, and people of color through programs like Bike Match, providing access to free bikes, Operation Firefly (Operacíon Luciérnaga) to distribute bike lights, and Bikes Mean Business to support local businesses. Through advocacy, education, and organizing, LACBC works with its members, volunteers, and population as a whole to improve the built environment in Los Angeles, so that people walking and biking can safely navigate their communities. Co-PI Eli Akira Kaufman, Executive Director of LACBC, is a member of the Mayor’s City of Los Angeles Bicycle Advisory Committee and was selected to serve on Mayor Garcetti’s Zero Emissions Area 5

(ZEA) Equity Leaders Task Force. During the planning grant, Kaufman and Kevin Shin (Senior Personnel), Senior Director, Policy and Partnerships for LACBC, facilitated the team’s dialogue with LA Metro Office of Extraordinary Innovation (OEI) that evolved into the collaboration described herein.

LARSPP will be the connective nexus between CiBiC team and the people that live and work in the study area of Chinatown, Solano Canyon, Lincoln Heights, Cypress Park and the William Mead Homes. It is a cooperative association, dedicated to supporting the area around three California State Parks in the project’s study area, which has been instrumental in activating the community programming activities at LASHP, which itself emerged as the city’s first urban state park from the social activism of surrounding neighborhoods. LARSPP is committed to the transportation infrastructure and habits of local residents and has led significant community efforts to improve pedestrian mobility in the area. It has developed an important collaborative network with community organizations in the area and will work directly with organizations such as the Anahuak Youth Soccer Association, the Chinatown Community for Equitable Development, Southeast Asian Community Alliance, Clockshop, and the William C. Velasquez Institute. It will design and administer subcontracts for outreach, recruitment and co-creation activities.

LARSPP’s access agreement with LASHP will be used to organize the project’s Bike Days that begin and end at the Park’s central location. Founder and board director Andy Vought (Senior Personnel) has acted as project lead during the proposal phase. For the Stage 2 pilot, Vought will transition to advising on strategy, while day-to-day leadership for the project will be passed to LARSPP’s new executive director, once hired.

To develop the CiBiC system, the project has two technology implementation partners. RideAmigos provides leading transportation demand management systems to large employers, universities, and government agencies. They will develop the mobile application, associated cloud support, and application programming interfaces (APIs) for the bike flow system. Co-PI Corey Tucker holds masters degrees in transportation and public policy from MIT; since joining the company in 2016, Tucker has guided the incorporation of behavioral science and transportation demand management practices into RideAmigos products through innovative research projects and collaboration with teams from cities and universities across the country. SudoMagic, a software development and design studio focusing on immersive experiences, will develop and integrate the distributed interpretive cartography artwork, as well as provide the associated journaling component of the mobile application. Designers Zoe Sandoval (Senior Personnel) and Matthew Ragan (Senior Personnel) have a range of international experience in developing large scale, immersive exhibits for organizations such as Madison Square Garden Ventures. Both have worked with REMAP before. Project management for integration, deployment and testing will be led by UCLA REMAP and, to support the fast pace of the project, executed by Sorkhabi International, who has provided bespoke multimedia systems for clients including the Seattle Art Museum, Verizon, Burj Khalifa, Nike, and Google.

For Pod Leader and rider incentives during the Stage 2 pilot and to consider long-term sustainability opportunities, the team will work with the Los Angeles County Metropolitan Transportation Authority (LA Metro), which operates the second-largest public transportation system in the country. As a collaborator with this project, LA Metro intends to provide rider incentives through its Federal Transit Administration-supported Travel Rewards Research Project (TRRP), overseen by Avital Shavit, Senior Manager in the Office of Extraordinary Innovation. The design of incentive structures and messaging, as well as associated study methods will be guided by the Duke University Center for Advanced Hindsight, a key partner in the TRRP program. Their collaboration with CiBiC will be managed by Lyndsay Gavin, MPH, staff behavioral researcher with CAH, and is described further in the Civic Engagement section. LA Metro and Duke participation is supported through TRRP. An advisory board will meet virtually with the team and key collaborators three times over the course of the project to provide feedback on the strategies for community engagement, application rollout, and sustainability / continuation of the project. Confirmed members of the committee include Kevin Krizek, Professor, University of Colorado Boulder and Senior Advisor to the Under Secretary for Economic Growth, Environment, and Equity, U.S. Department of State; Paul Ong, Research Professor and Director of the Center for Neighborhood Knowledge, UCLA Luskin School of Public Affairs; Romel Pascual, Executive Director of CicLAvia (a non-profit whose projects include open streets biking events experienced by 1.8 million people) and City of Los Angeles Commissioner for Recreation and Parks; Ryan Snyder, Senior Sustainability and Innovation Manager, California Department of Transportation (Caltrans); and Anne Bray, co-founder and director of LA Freewaves, a respected nonprofit arts organization working at the intersection of community, public space and media art in Los Angeles since 1989.

Results from Planning Grant The project team received a Stage 1 planning grant whose activities have informed the Stage 2 plan. Through community surveys, we increased our understanding of interest, barriers, and potential participation in proposed pilots.

We also expanded the team, refined the vision, further developed the CiBiC system design, and adjusted the civic engagement process based on evidence in the literature as well as the expanded team’s experience and ideas.

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Community & Bicyclist Surveys We conducted three surveys in early 2021: 1) A survey of commuting and bicycling habits of people who work and live in our study area of Chinatown, Cypress Park, Solano Canyon, Lincoln Heights, the William Mead Homes, and other neighborhoods of Northeast Downtown Los Angeles (N=686) was conducted in Chinese, English, and Spanish with the help of organizations such as the Anahuak Youth Soccer Association, the Chinatown Business Improvement District, and LARSPP. LACBC conducted 2) a survey of bike commuters in Los Angeles to gauge the potential interest in serving as Flow Mentors or Pod Leaders for the B2WCP and to gather data about their experiences as commuters in LA (N=220) and 3) a more general survey of bicyclists across Los Angeles to assess broader interest in group bicycle commuting Figure 2. Study area, shown in orange, overlaid with among those already riding (N=222). To recruit participants in commute demand trajectories gathered in the Stage 1 the last two surveys, LACBC reached out to its network of survey. riders through mailing lists, social media, and direct relationships with other community groups. All survey responders were incentivized through gift cards for answering the survey. The high level of participation, despite the short duration of Stage 1 and the difficulties introduced by the pandemic, demonstrates the team’s connectivity with the community and the community interest.

In the survey of the study area about 57% of respondents live or work there. Most other respondents live or work in adjacent neighborhoods. About 46% of all respondents indicated they have considered commuting by bike.

This number rises to 58% for those in the study area with household incomes below $50k. Over 96% of respondents had a smartphone, a baseline requirement. About 56% of those in the study area (and 51% of all respondents) would commute by bicycle if there was a safe and practical way to do so with others, with another 27% saying that they might do so. This suggests a significant number of potential riders for CiBiC. The most likely participants, 255 people who live in the area and commute under ten miles, were 86% people of color and 53% identified as female. The majority of respondents indicated they felt riding with others would be safer: 62% in the study area responded yes and 28% maybe. About 78% of respondents in the study area answered yes or maybe to whether riding with an experienced bicyclist would help them start bicycle commuting. These responses suggest our pod- and mentorbased approach is responsive to a practical barrier in this community.

Along with avoiding traffic, affordability was confirmed as a top priority of respondents who expressed interest in bicycle commuting. Almost a fifth in the lowest income bracket of the survey (under $20k/year annual income) use a personal vehicle for commutes under five miles. To our team, this was unexpectedly high, as it suggests a disproportionate expense to benefit ratio. In the Stage 2 pilot, we will explore how CiBiC can recruit and support such residents. About 30% were already interested in commuting by bike for enjoyment and fun, supporting our incorporation of transportation satisfaction as an objective. The primary reasons that residents in the study area said prevented them from commuting by bike included safety concerns (43%) and lack of bicycle lanes (29%), supporting CiBiC’s group riding approach. Poor street conditions were seen consistently as an impediment by residents (37%), bicyclists (34%), and bike commuters (59%), suggest that they are an important variable to incorporate into demanddriven Flow selection and design. At the same time, 21% of residents indicated that a hostile social environment is among the leading reasons that would prevent them from riding. This suggests that while our group riding approach can provide support for women and people of color who are often subject to hostile and discriminatory behaviors, we will need to carefully design the group settings and incorporate training that avoids replicating these situations within the pods. In our bicycle commuters survey, there was alignment with the residents on the main safety concerns, specifically that the lack of bicycle infrastructure and hostile social environment are significant challenges. We also learned that amongst those surveyed, 65% indicated that riding with other bicyclists would be safer than riding alone, but 96% still commute alone.

The second survey of bicycle commuters provided preliminary support for the use of Flow Mentors and Pod Leaders. About half of the respondents bike to work multiple times a week, almost a third do it every day. About 54% indicated five or more years of bike commuting experience and another 25% had two to five years. Critically, over half of the respondents of this (admittedly self-selected) group answered yes and 44% maybe when asked whether they would help others become part of a group bike-commuting project and almost all said yes or maybe to whether they would spare a bit of their own commuting efficiency to increase group safety and enjoyment.

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To gather data about our approach of a human-created commuting corridor that is central to CiBiC’s concept of a bike flow, the study area survey asked residents to indicate their home and work neighborhoods. Direct trajectories (“as the bike flies”) are mapped in Figure 2 to show general direction of commutes. Preliminary analyses of the data, like this one, support our belief that a small number of Flows can be used for the pilot, especially when considering bike-to-ride options for those with longer commutes.

Test Rides Limited by the pandemic, LACBC conducted two small test rides with bikers of varying experience levels, recruited through its network, to increase their understanding of the bike commuting practices and preferences of community members. One ride was for novice commuters and one for experienced commuters who bike to work regularly. Each ride consisted of between five and eight participants, and was supported by at least one LACBC staff member and two to three experienced riders with the type of experience that would prepare them to be a Flow Mentor. The rides were coordinated using the smartphone app RideWithGPS and were eight miles in length with a mid-point stop to allow for the qualitative interview/feedback session. The route of the ride was chosen based on the home and work location of the participants. Conducting these rides has informed the team’s approach.

Research Questions As discussed above, our project hypothesizes that CiBiC’s community-focused, technosocial approach to encouraging bike-to-work communities of practice can help address spatial mismatch in several ways. Our Stage 2 pilot aims to involve at least 200 riders from the Northeast Downtown LA study area described above to explore these hypotheses and gaps in knowledge. (We discuss data collection methodology in the “Civic Engagement” section below.)

Impact on Spatial Mismatch 1. Does participation increase transportation satisfaction? In what ways? Are there factors that are reduced?

2. What are the differences in transportation costs for participants before and after the intervention?

3. Do participants have more flexibility to seek employment or living opportunities than before?

4. What benefits and limitations do participants perceive from participation in demand-aware community bike flows in comparison to their previous way of getting to work?

5. How effective are community bike flows in encouraging hybrid commutes (e.g., bicycle-transit) and extending first-last mile connections? Do they expand the available public transportation options?

6. Are there any other ways that participation alleviates negative transportation impacts of spatial mismatch?

Co-Creation Process 7. How does community participation in the design process impact technology and design choices in a bike commuting application and the interpretive cartography artwork?

8. What types of pre-existing ties in the community among commuters could be leveraged beyond participation in a community group (e.g., same groups waiting for public transit at the same times)?

9. What factors in the system are most important to self-identification within a community of practice?

10. What participatory sensing data and expressions of demand from the system do stakeholders believe could inform physical infrastructure change as a continued expression of co-creation?

Recruitment and Adherence 11. What components or factors (e.g., participatory design, mentorship structure, smartphone app, interpretive cartography artwork) are most important to recruitment and adherence to participation?

12. How do recruitment and adherence vary across sociodemographic factors and observable factors such as comfort level with riding?

13. Did the riders’ sense of self-efficacy increase as they continued to participate?

Behaviorally-Informed Incentives 14. How do behaviorally-informed interventions (such as message framing, user interface choices, incentives, social norms, etc.) encourage bike flow program recruitment?

15. How do behaviorally-informed interventions impact participation and retention in community bike flows?

How does their impact differ when delivered at the individual versus group level?

16. How does the effectiveness of behavioral interventions differ across observable and sociodemographic characteristics of participants? How does it vary for Pod Leaders versus regular riders?

Intellectual Merit CiBiC is a novel community-university-industry collaboration that advances the state-of-the-art in demand-aware mobility options for commuters. It addresses spatial mismatch through an evidence-based approach supporting new bike commuters with a cloud-enabled smartphone app that enables them to ride with others in community-organized

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corridors, or flows. It generates human transportation infrastructure to address deficiencies in physical infrastructure and common barriers to adoption of bike commuting. Behaviorally-based incentives are studied along with inherent benefits as motivations for recruitment and adherence. Riders are engaged in co-creation of the technosocial system through participatory design and participatory sensing methodologies organized around a distributed, communitybased digital artwork that incorporates visualization of the flows and riders’ multimedia journaling. The pilot will be created for Northeast Downtown Los Angeles, an area consisting predominantly of low-income people of color, whose transportation concerns are representative of challenges in the region, which has some of the country’s most stressful commuting situations. Knowledge generated will inform the vision of a scalable system that supports emergent biketo-work communities of practice throughout the region and can be transferred to other cities. The project aims to develop tools and practices that empower community organizations to autonomously and collectively generate a bikebased transportation solution that addresses spatial mismatch, increases self-efficacy with respect to transportation, lowers environmental impact, reduces congestion, and helps people adapt to job and housing opportunities.

Civic Engagement: Enabling Emergent Bicycling Communities of Practice We will work with the Northeast Downtown Los Angeles neighborhoods of Chinatown, Solano Canyon, Lincoln Heights, Cypress Park, and the William Mead Homes. The population is diverse and predominantly low-income, including significant percentages of Latinx and Asian residents. The area has a median household income of approximately $23,000 and a proportionately large percentage (for LA County) of households earning under $20,000 a year. Members of these communities rely heavily on public transit and/or spend significant portions of their incomes on cars. About 41% of those surveyed in the planning grant have a bike to ride. For those who wish to participate but do not have one, we have twenty bicycles already on hand and the ability to get more on loan (PI Wagmister obtained over 200 bicycles for Bike Bike, a recent international biking event.) To increase inclusion, we will pilot the use of eBikes, which have been shown to increase cycling opportunities for women, people with limited physical conditioning and those over 40 years old. (Rérat 2021). LACBC has cultivated relationships with a number of eBike companies such as Himiway Bikes, which has provided them with a small fleet of All Terrain Electric Fat Bikes in Los Angeles. LACBC’s demonstration fleet is meant to be used for bicycle encouragement activities such as CiBiC. We expect to be able to offer at least two eBikes dedicated to riding in this pilot and scale up in the future. To enhance inclusiveness, the project will also offer targeted bike riding instruction by LACBC. At the project’s peak, we aim to involve about two hundred riders across three flows, with five pods in each flow, supported by a network of Flow Mentors and Pod Leaders. To establish these, we will work with a network of community organizations recruited by LARSPP and experienced bike commuting League Cycling Instructors (LCIs) engaged by LACBC. We will reach out to several times the targeted number of riders through a series of community events—e.g., Bike Days—hosted at the centrally located Los Angeles State Historic Park (LASHP). Additional regular Flow Tutorials will be led by the mentors to cover bicycle safety, basic bike maintenance, and discuss refinement of individual flow routes. We envision a co-creation process that begins with kick-off listening meetings hosted by the participating organizations. These will enable fine-tuning of the project framework based on community input. They will lead to participatory design sessions that develop the routes and refine the software approach within the limits of our timeline. “Lo-fi” prototype rides, the hands-on equivalent of paper prototypes, will be conducted over the first four months, starting with the project team and expanding to mentors and leaders. In parallel, the team will undertake extensive communication and interest-gathering efforts. We will develop detailed documentation of commute start/end information for potential participants to hand-design flows supporting the maximum number of riders. Alpha and beta testing rides that begin to use the CiBiC app (see Figure 3) with small numbers of early adopters from each neighborhood will occur in months 5 and 6. The rides will start to incorporate financial and merchandise incentive structures designed by the Duke University team. During months 7-10, we will allow open registration via the downloadable CiBiC app for two waves of up to one hundred riders each. Throughout the study period, we will run community engagement events to introduce new riders to the system and enable current riders to share their participation with others using the interpretive cartography artwork. They will be encouraged to use the journaling features (Figure 4) that gather data and generate the artwork (Figure 5). A summary schedule is presented in Table 1. Following it is a discussion of the points of interaction with the community and their motivation.

Table 1. Project schedule.

Mo. Engagement / Training Launch coalition. Convene a cocreation meeting for community 1 fine tuning of the project framework.

Start identifying Flow Mentors.

System Design / Deployment Contracting; start design / development process. Paper design of incentives program and ride flow management.

Project / Evaluation & Planning Hire student team and begin project; plan advisory board meeting. Clarify integration with incentives that are available from LA Metro.

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2

3

4

5

6

7

8 9 10

11 12

Broad Outreach Submit for IRB approval for surveys. First Bike Day at LASHP. Lo-fi prototype rides internal to team.

Participatory design meeting. Prep for first set of community rides. Start recruiting Pod Leaders.

Prep materials; lo-fi test rides with mentors, leaders and team, participatory design activities.

Pilot Testing Alpha test rides across 1 Flow with 2-3 pods, gather feedback; finalize routes. Sample rides on all routes.

Beta test rides on 1-2 selected Flows and 2-3 pods, gather feedback.

Finalize and train all Pod Leaders.

Public Launch Launch first wave of riders on 3 flows with up to 5 pods. Provide training events; system running.

Add second wave of riders, door-todoor chaperoning option, and second set of training results.

Run flows and community events.

Expansion of number of riders.

Run flows and community events.

Wrap Up Activities Run flows and final community events, start wrap-up activities.

Wrap-up and/or handover activities.

Design “minimum viable product” (MVP) for mobile, cloud elements influenced by participatory design.

Build MVP for mobile/cloud; participatory design MVP of artwork.

Adjust details using survey results.

Build MVPs. Incorporate route and pod design information for alpha.

Integrate incentive mechanisms.

Support alpha rides on MVP. Test / revise MVP across mobile/cloud integration. Build artwork MVP. Final QA and data gathering during test rides; integrate artwork system.

Allow for open registration within quantity limits. Launch MVP hypercare. Prep next release.

Trials of second release / update for all components. Hypercare for first release.

Release second revision. Hypercare for second release.

Run and QA; test data export.

Run and QA; prep for data export / handover.

Ramp down cloud services; data export; wrap-up or handover.

Begin project messaging campaign across all stakeholders, through coalition of community orgs.

First advisory board meeting – design and outreach focus. Refine incentive and flow designs.

Select routes; finalize incentive mechanisms; finalize distributed participatory artwork locations.

Start sustainability conversations and tech transfer process.

Set up public artwork systems.

Finalize and launch recruitment.

Engage city/county in launch.

Second advisory board meeting – engagement and sustainability focus.

Launch public artwork system.

Preliminary evaluation of data from first months of operation, incorporated into continuation plan.

Finalize tech transfer / sustainability plan, incorporate preliminary data.

Third advisory board meeting – present/discuss sustainability plan.

Start final steps of tech transfer / sustainability plan.

Wrap-up and/or handover activities via bridge funding or new entity.

Participation and Co-Creation Rider participation operates at three levels: 1) joining and optionally co-designing the CiBiC system; 2) being recruited into the shared route of a Flow; and 3) day-to-day riding in a Pod using the CiBiC smartphone app, selected based on scheduling needs. To achieve a critical mass of riders, we will develop and sustain all three levels of participation. Our approach to “closing the loop” combines smartphone app support with a mesh of collaborative relationships, channels of communication, knowledge-sharing activities and mentorship to activate and sustain riders. Several of these leverage the distributed participatory artwork described in more detail below. Motivated by evidence outlined above, CiBiC emphasizes collective transportation satisfaction, common Figure 3. RideAmigos’ Pave, which will be adapted to become the good, and transportation justice in order to CiBiC app. develop strong senses of group identity, commitment, and ownership.

Bicycle commuting is sometimes seen as an option only for privileged groups. To combat this, we involve two different types of organizations and constituencies that are usually disconnected in most cities: 1) community

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organizations focused on low-income underserved populations, connected through LARSPP and 2) bicycling advocacy and bicyclists service organizations, connected through LACBC. The project brings together the practical knowledge of the experienced but often solo bicycle commuters with the pressing needs of communities highly impacted by spatial mismatch. LARSPP will work with neighborhood organizations to form a community steering committee that guides the project in understanding the needs and possibilities of their constituencies. The committee will work with the research team to undertake the envisioned set of co-creation activities with those who live and work in the neighborhood. LACBC will recruit Flow Mentors from the biking community and train Pod Leaders from the study area neighborhoods, who will contribute their bicycle commuting knowledge and experience. These leaders support new riders at the different scales of the system. As part of the longer-term vision, as flows and pods reach maturity and stability, these leaders would move on to facilitate new ones to scale up the system and increase the number of options available. Our planning grant surveys of bicyclists and residents suggest a high level of interest in this type of vision for transportation options helping to address spatial mismatch.

Community Creativity and Interpretive Cartography A participatory public art layer, threaded through all stages and activities of the project, is conceived as a touchpoint and tool for the engagement and the co-creation process. It uses flow data and multimedia journal entries to feed a community codesigned interpretive cartography artwork that shares the emergence and evolution of bike-towork communities of practice. It is conceived as a distributed digital system that can be shared at a variety of locations in the participating Figure 4. Concept designs for the journaling component integrated neighborhoods. One instance will be at the Los into the CiBiC app, which will feed the exhibit system.

Angeles Stage Historic Park, which is a culturally meaningful, centrally located meeting node. We budget for at least two other portable systems to exhibit the participatory artwork at relevant community gathering spaces, as well as plan to make it available on the Web. Codesign and experience of the work will augment individuals’ sense of membership in B2WCP and serve as a reflexive tool for dialogue about the community’s transportation future as a whole.

For the engagement of community organizations and individual riders, we aim to leverage how participatory art activity can support shared group identity (Duncum 2000; Jones 1988; Bublitz et al. 2019). The act of making a collaborative public artwork together helps the people of a neighborhood discover common objectives and cooperate to solve shared problems. By visualizing the impact and relationships of individuals, pods, and flows, the interpretive cartography will promote the interpersonal and collective responsibility (Biddle 2014; Bublitz et al. 2019) needed to sustain participation. It will promote a notion of communal problem-solving and an appreciation for working together toward a collective solution (Wenger 2011).

Within each rider’s CiBiC app, a participatory sensing approach is used to engage riders with their data during both collection and visualization. Location traces are visible in the app and annotated by both pre- and post-ride surveys and optional, simple live journaling at stops, which will be used to quickly assess affective experience of individual riders using such factors as safety, enjoyment, togetherness, with a focus on subjective well-being (Diener and Suh 1997 and many others). Longitudinal data on commute satisfaction (e.g., expressed on a Likert scale), and multilingual keywords describing the ride, (e.g., intense, playful, tedious, tiring, energizing, liberating, stressful, worrying) will be shared with the individual riders through both the app and the interpretive cartographic system.

Periodic contextual evaluation surveys will be provided to gather feedback on economic, health, environmental, selfefficacy, and other factors that feed directly into the co-created artwork.

There is significant evidence regarding the positive outcomes of participatory art, such as CiBiC’s collectively experienced interpretive cartography artwork, in community improvement initiatives. Participatory art projects can focus community members on transformative social processes and help to prioritize common good and collective well-being (Purcell 2009; Clennon et al. 2019). Projects that bring community members together to engage in public art co-creation have resulted in concrete economic, social, health, and educational benefits (Newman and Stephens 2003) as well as reductions in crime, activation of local business activity, generation of new jobs, and higher educational achievement (Markusen and Gadwa 2010; Stern and Seifert 2017; Bublitz et al. 2019). Participatory community art is a form of transformative social action that, when successfully implemented, can produce higher levels of life satisfaction in a neighborhood.

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While we are not aware of previous studies that have targeted active transportation through collective creative activity, we believe that our approach provides a vital mode of participation in addressing spatial mismatch. We aim to ground the consideration of spatiotemporal factors by basing the digital artwork’s approach in data-driven cartography. Participatory approaches to mapping have been shown to be a useful tool for understanding social challenges, collective action, and community advocacy in diverse contexts (Kretzmann 1993; Pearce and Louis 2008; Kim 2015). Many approaches include GPS traces, such as those that will be available in CiBiC with privacy-preserving techniques used to protect individual home and work location information (Elwood and Cope 2009; Kim 2015).

Combining the identity-building benefits of collective creative expression with the reflexive capacity of mapping will support participants' self-evaluation and agency within the bike-to-work system. Riders will be able to understand how individual choices and group membership impact the growth of the system and its effect in the transportation options of the community at various levels. Mapping will support riders and the broader community to envision the evolution of the system and the long-term impacts it could have, serving as a community advocacy tool for bike-towork infrastructure (Wood 2010; Taylor and Hall 2013) and promoting participation in active transportation planning.

By exploring solutions not addressed by existing physical infrastructure through mapping and riding, the project promotes thinking and action, respectively, around the concepts of spatial justice and the right to the city (Soja 2010; Lefebvre, Kofman, and Lebas 1996; Taylor and Hall 2013) which are essential to developing sustainable, humancentered solutions to spatial mismatch.

Behaviorally-informed Incentives and Messaging Integrated with the participatory approach are opportunities for incentives from civic partners or local employers that complement the community groups’ motivations, which will help address the challenge of recruitment and retention. As introduced above, LA Metro's Travel Rewards Research Project, in partnership with Duke University's Center for Advanced Hindsight (CAH), will collaborate with the project team to study the return on investment for specific incentives and messaging designed to support commuters' transportation behavior change to incorporate bike-to-work and bike-and-ride Figure 5. Concept image for the interpretive cartography artwork. options. CAH will work with the project team to integrate behaviorally-informed experimental designs that vary important factors in individual rider incentives and outreach messages, while keeping consistent within the project’s community-engaged, participatory approach. The team will investigate individual and group incentives that aim to improve recruitment and retention, e.g., exploring dyad-linked incentives, where two participants receive a reward based on both enacting the desired behavior together, which might be extended to the pod / community-of-practice level. (Babcock et al. 2011; White, Dow, and Rungruanghiranya 2013) In addition to studying different strategies, such as flat vs. gradient payments vs. a lottery of gifts, the team will explore how variations in messaging strategy and recruitment affect participation—e.g., framing messaging around different benefits, including environmental, financial, flexibility, social, health, and quality of life. While randomized controlled trials are often considered a “gold standard” in experimental design, their execution in real-world, community-based settings can present challenges. Two challenges the team may face include the ability to isolate a control group and addressing equity concerns in terms of incentives earned by riders. Our intention is to find mitigating approaches, for example, the team can use a stepped-wedge rollout of incentives where those initially assigned to a control group (no monetary incentives) are later rolled into a “treatment” group (receiving incentives through the Metro program), so that all participants are able to access incentives during some part of the study period.

Evaluation Plan Evaluation of the research questions identified earlier will take advantage of the CiBiC system’s inherent collection of a rich set of quantitative and qualitative data gathered through the engagement approaches described above. Early in the project, the community participatory design process will provide an opportunity for formative assessment of potential riders’ motivations and opinions. It will also inform iterative adjustment of our approach. Methods and types of data will be informed by what was learned from conducting the Stage 1 surveys. The community process will gather data about spatial mismatch, bicycle commuting, barriers to the emergence of B2WCP, and the impact of the

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intervention’s various components. These will be used to guide the project’s evolving design as well as support final evaluation. For riders, Pod Leaders, and Flow Mentors, the day-to-day journaling function of the mobile application will be used to collect longitudinal data on affective experience of the rides that can be cross-referenced with the participant counts, time-location GPS traces and other ride telemetry for individuals and their pods that are gathered automatically. Pod Leaders and Flow Mentors will be asked to provide input on group dynamics, affect, and ride logistics on a regular basis. To inform the understanding of recruitment and activation, data will be gathered on what leads individuals to sign up for a flow – e.g., self-reported data on how they learned about the program and why they chose to opt in, as well as automated data-gathering, such as using a different link or QR code for different recruitment mechanisms such as a mailer, email, or in-person sign-up. We will conduct automated exit surveys and, where possible, exit interviews to gather data about retention.

Within our community-based process, which focuses heavily on ongoing engagement and dialogue, it is challenging to fully randomize the interventions and create appropriate control groups, as described above.

Nonetheless, we will look for opportunities to do so, particularly around outreach mechanisms and incentive mechanisms (varying the approach but not necessarily the total incentive package). Co-PI Anastasia LoukaitouSideris will guide study design and data analysis with the Duke team providing input on the evaluation of incentives and design of behaviorally-informed components. The regular journaling will be complemented by special surveys that provide pre-intervention, post-intervention, and periodic requests for more information beyond the largely affective data gathered from the ride journaling itself. During the intervention, the Bike Days at LASHP will be used to create more open-ended listening sessions that gather information from riders and non-riders alike, and the more practically-focused Flow Tutorials sessions will promote informal discussion with smaller groups who are already riding. Significantly, the project’s participatory sensing approach, in which the data gathered is made visible to the participants through the co-created interpretive cartography artwork, will allow for discussion with participants about their own data (and that of their own pod / community of practice), appropriate mechanisms for evaluation from their perspective, and questions that should be asked. One significant set of conversations that we anticipate taking place is around what incentives appealed or didn't appeal to them, how they might change the structure of rewards, and the impact of monetary or gift incentives vs. participation in a community of practice on their decisions to keep riding.

The approach to evaluation will be informed by both “top down” and “bottom up” perspectives. The project’s advisory board as well as LA Metro, which has extensive experience in assessing the success of new transportation interventions, will provide input on the approach. At the same time, throughout the process, we will involve the community partners in an assessment of the project from their perspectives. They will help the project to leverage the extensive network of trainers, mentors, leaders and facilitators that will be assembled to support the riders. LACBC will provide structured reporting at regular intervals on issues and successes, including the variations across demographics and home/work locations. LARSPP and the individual community organizations it is working with will provide feedback on the project’s methodologies. These will inform adjustments in the process, especially during the alpha and beta test phases, as well as overall evaluation of the intervention. With an eye to future scalability, we also plan to evaluate how data collected from riders and prospective riders can be used to transition the system from handcurated Flows to machine-assisted and eventually automatically generated Flows that are tuned by the evolving needs of individual riders. The RideAmigos team and Co-PI Burke will work on analysis of the data for opportunities to train machine learning models that could support emergent Flows in a future stage. If resources and time within Stage 2 allow, machine-identified Flows will be visualized and discussed with riders to explore this future approach.

Scalability, Sustainability, and Transferability For our project, “full implementation” means expansion to support riders throughout LA County, working with community organizations, employers, and individuals to create Flows based on their needs. We aim to automate support for the emergence of new Flows based on commuter demand, using machine learning to fine-tune routes over time, based on rider route needs and self-reported ride experience. (The data being collected during this Stage 2 pilot will be used to train preliminary models, as discussed in the previous section.) A key long-term goal is to provide support for emergent Flows based on commute needs throughout LA, increasing CiBiC’s scale, plasticity, and inclusivity. The next steps to move on to full implementation are to 1) evaluate the pilot as discussed in the previous section and make adjustments to the approach and platform; 2) assess demand throughout LA County through continued conversations with LA Metro and direct outreach by the team; 3) enhance the scalability of the technological platform and the organizational framework based on our experience; 4) create an entity (discussed below) to pursue scaling up of the approach in Los Angeles and its eventual use in other regions.

The focus of a new entity would be to efficiently operate the various cyberphysical elements of the CiBiC system beyond the period of NSF support and increase the overall impact. Specifically, we plan to work with the UCLA

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Technology Development Group (TDG) and other units on the UCLA campus that support technology transfer to explore the creation of a California Benefit Corporation that would have non-profit facets (operation of the system in Los Angeles) and for-profit components (development of a system and/or service that can be resold or launched in other regions). Within this approach, the academic team of this Stage 2 project would become advisory and continue to focus on research relating to the approach, while a new organization would scale the work in collaboration with LACBC, RideAmigos, SudoMagic, Duke, LA Metro, and organizations working in a similar capacity to LARSPP. Relative to many infrastructure investments, our approach is attractive, as it relatively low cost, and does not require a physical intervention in the urban environment. Flow Mentors are expected to be able to move on to start another Flow, once one is established, leaving pod leader and rider incentives, along with incremental technology costs, as the main recurring costs. As the program grows, more technological support would be needed to manage the network of mentors and participants, which would be incorporated into the app platform and prepare it for use in other regions. We intend to work closely with the advisory board and TDG to further develop our model by the mid-point of the project, as soon as we have started “beta test” rides that can inform the approach. We have a strong implementation team that includes highly credible civic, community, and research partners. We also have both a strong near-term plan to expand curated flows throughout LA County and a longer, data-driven approach to scaling suitable for other regions. We believe this will be attractive to civic, philanthropic, and venture funders in the Los Angeles area. We will work with the advisory board and our team to identify “bridge funding” that will enable the Flows created during the NSF-funded period to continue to be operated for their riders while a new entity is formed.

Additionally, once the project is complete, the data will be used by LA Metro, CAH, and the team to inform employers, cities, and Transportation Management Associations (TMAs) in Los Angeles County about the most successful methods to change commute behavior. A template will be created that explains the approach, shows the results and provides a guide to help community organizations, employers, cities or TMAs wishing to implement similar programs for their commuters—potentially with support from the new entity described above. Within LA County, there will also be a mini grant program available to help provide funding to cities and TMAs who implement the programs, such as from Metro’s Travel Rewards Research Project, which may assist with expansion / continuation.

Management Plan The team will organize the CiBiC Stage 2 pilot into four workstreams: 1) community engagement of riders, led by LARSPP and overseen by PI Wagmister and including the cocreative process that will shape the interpretive cartography and overall aesthetic direction; 2) curation of Flows and training of Flow Mentors and Pod Leaders, led by LACBC and overseen by Co-PI Kaufman; 3) system development and deployment, including the app, public artwork, and repository, implemented by RideAmigos, SudoMagic, and UCLA, overseen by Co-PIs Burke and Tucker and project Figure 6. Laboratorio PedaLúdico interactive managed by Sorkhabi International; and 4) evaluation and visualization, by Wagmister with Burke and REMAP. planning, including survey and journaling design, executed

by UCLA and overseen by Co-PI Loukaitou-Sideris with input on study design from CAH and LA Metro. Preparation of the proposal has helped us to develop common terminology and understanding of the evidence behind the approaches being taken, which will be carried into the execution of the project. Data sharing will be addressed as discussed in the Data Management plan with the university-communityindustry PI team making governance decisions in consultation with UCLA’s IRB and participant input organized by the community organization steering committee.

A timeline of key milestones and tasks is given in the detailed schedule of Table 1 above (with workstreams #1 and #2 combined in the first column). To prepare this proposal, the project team worked together across institutional and organizational boundaries during the planning grant phase, organized instead by workstreams. In the Stage 2 project, we will bring everyone together on a more regular basis as well. The team is able to meet regularly. Typically, individual workstreams will have weekly virtual meetings with the relevant PI, with a virtual meeting of all workstream leads and PIs every two weeks, with the pace of additional stand-up / ad hoc meetings increasing ahead of deployment. We will use a standard set of collaboration tools that most of our team is already familiar with to manage and share project progress: Slack for messaging, Box for file sharing, Smartsheets and/or Asana for project management including tracking of both progress and key risks, and Github for shared code. This lightweight layer of common tools will promote collaborative ways of working while not adding too much management burden.

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The Team section earlier in the proposal provides high-level descriptions of the roles played by the PIs and organizations in the project. It also describes the important role of LA Metro as a civic partner. Notably, LACBC and LARSPP will play critical roles in the project’s community engagement. LACBC will be a hands-on partner in every activity that has to do with biking. They will provide critical logistical support for the rides and recruit the experienced bike commuters key to the emergence of the B2WCP. LARSPP will organize and facilitate all community events directly and through subcontracted neighborhood organizations, including large events such as Bike Day at LASHP as well as planning meetings and opportunities to explore the distributed digital artwork. The interaction between these organizations and the technology team will be facilitated by Sorkhabi, who will coordinate alpha and beta test app releases and quality assurance (QA) exercises that bring together all of the various components and team members, supplementing the direct technical support available from RideAmigos, SudoMagic, and REMAP.

Broader Impacts CiBiC addresses mobility challenges via human infrastructure (the bike “flow”) supported by a technosocial system, as an alternative or precursor to physical infrastructure that is often inflexible, expensive and time-consuming to build.

Thus, the approach can be applied more quickly and broadly to mitigate the spatial mismatch gap than other interventions for active transportation, such as dedicated bike lanes. With its exploration of eventual machine learning support for emergence and tuning of new flows in new locations based on the transportation demand of new groups of people, the project aims to maximize future scalability and impact. The data-driven art components promote a participation model with community members that will influence future system designs to include new types of technical accommodations for co-creation. This approach promotes discussion around data-driven aspects of the project that engage the underrepresented communities in the project area with STEM methodologies. By emphasizing a broader range of metrics than trip efficiency, the project provides additional degrees of freedom for route planning that could have lasting impact on mapping and navigation tools. All of the work is situated within a pilot study area whose residents are predominantly lower income people of color, and brings together community organizations that support them with bicycling advocates to help design and execute the approach in partnership with university and industry collaborators, a model that will improve engagement within the project and applicability beyond it.

Results from Prior NSF Support Wagmister is PI, with Burke and Loukaitou-Sideris Co-PIs on “SCC-CIVIC-PG Track A: Enabling Safe, Communitywide Bike-to-Work Strategies via Participatory Sensing” (CNS-2044034, 2021, $49k), described in the section above, “Results from Planning Grant”. Intellectual Merit: This university-community collaboration planned the approach to be followed during Stage 2 to address barriers to bicycling to work via an ecosystem of cloud-supported smartphone tools and outreach activities. It aimed to balance route efficiency with other important factors and used surveys and community meetings to gather the background data needed on bicycling habits, commute patterns, smartphone availability and use, and community identity. Broader Impacts: This project explored the various aspects and components of designing of a participatory sensing system and a digital co-created artwork to support ad hoc riding groups to increase safety and community identity, targeting the challenges faced by diverse populations across the country, and beyond, especially in cities dominated by automobile transit. Previously, Co-PI Burke was area lead for participatory sensing and on the research executive committee of the NSF Center for Embedded Networked Sensing (CENS) from 2006-2012 (CNS-0120778 and others). More recently, he is Co-PI on the “ICN-Enabled Secure Edge Networking with Augmented Reality (ICE-AR)” project funded within the Intel/NSF ICN-WEN program, currently underway (CNS-1719403, 2017-2020, $1.7M total funding). Intellectual Merit: ICE-AR seeks to develop a new wireless network architecture for novel mobile applications to address limitations of current networks. Relevant results so far include novel augmented and mixed reality mobile applications. Broader Impacts: In addition to advancing the state of the art for real-time augmented reality over NDN networking and providing new software tools to the community, ICE-AR research has generated cross-disciplinary impacts in emerging multimedia applications that influence the designs in this project. Burke is also Co-PI on a number of future networking research proposals including “FIA: Collaborative Research: Named Data Networking” (CNS-1040868, 2010-2014, $2.3M), “FIA-NP: Collaborative Research: Named Data Networking Next Phase” (CNS-1345318, 5/2014–4/2017, $2.25M), and “CINEW: Collaborative: Building the Core NDN Infrastructure to Advance Information-Centric Networking Research” (CNS1629922, 9/2016–8/2019, $999K). Intellectual Merit: NDN enables applications to communicate directly using content names and incorporates fundamental security building blocks directly at the architecture’s core by requiring all content to be cryptographically signed. Outcomes include network forwarders, libraries, simulator, emulator, routing protocols, and a five-continent testbed. Broader Impacts: The NDN infrastructure is widely used by the networking research community, and has enabled new research directions for mobile applications like this one.

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Burke, J.A., D. Estrin, M. Hansen, A. Parker, N. Ramanathan, S. Reddy, and M.B. Srivastava. 2006. Participatory Sensing. World Sensor Web Workshop.

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16

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18

ROUTE ONE POD

FLOW (PODS ON ROUTE)

UCLA REMAP AWS DBs + Lambda Microservices Deployed with CodePipeline Firebase from Pedaludico Do we need a test website?

RideAmigos

Test Rider Input STRAVA / GPX Data by HTTP?

[How to separate?] one for dev and one for prod this column is essentially append-​only If we want to cache derived data we do in this set of databases

Functions: Onboarding / Offboarding Riding - Route guidance (external) Leading pod Chaperoning Call Journaling Call Survey Summary of ride Incentive agreement Incentive payment Non-​functions: Matching riders to flows (manual?)

λ

Other Ride Data Connectors

Custom Incentives

Generate endpoint geometry and remove home/work

Trip Record, Engagement Data incl. Journaling DYNAMO (Aurora?)

λ

Receive RideAmigos Data (distinct dev/prod endpoints)

Generate snapped geotrace Google Roads

RideAmigos Dashboard

λ Exhibit-​specific triggered processing

Privacy-​Preserving

Exhibit Data Subset Aurora+DYNAMO+S3

SNS Notification

Administered

by SudoMagic in REMAP's acct

Shim for Web Compat

MapBox (TBD)

Survey Data (Project record) DYNAMO (some update-​in-​place)

Web interface endpoint

λ

RideAmigos Internal APIs

Direct queries Spatiotemporal queries, for example (stateless)

λ Image Moderation Rekognition

Poll SurveyMonkey

PAVE MOBILE APP RideAmigos

λ

Ride Data Export for Flow Planning

Exhibit Log / Status / Media caps Aurora+DYNAMO+S3

Touch Services

No PII per se, but home/work locations and pod / trip data

User ID, Context

Support for Flow Planning

SurveyMonkey Mobile Survey (UCLA)

What tools / data access for flow planning?

JOURNALING WEB APP (SudoMagic)

QR Code captured by installation camera

What do we need to see?

λ Exhibit Subset

Moderation incl. Comprehend

Receive Journal Data (distinct dev/prod endpoints)

Web Dashboard (Internal)

Exhibit systems have read access to only this data (could be update-​in-​place?)

Rider data

GIS tool

Mapping Tool

Billing

filtering / subsetting (not deriving new data)

λ PII and Profanity λ

Pod assignment

Logging

Rider Media (JPG, PNG to start) S3

λ

Flow geometry

Logging Connectors

Ride Data w/Location Trace (+ other GIS data) Aurora (PostGIS)

λ

λ

System Configuration Instance records, block words, etc.

DYNAMO

Users / Pods / Flows / Recruitment / Incentives (Project record) DYNAMO

Home/work address geocoding?

AWS Location Services?

λ

Need to resolve how to separate dev and production

Examples of JSONpath support for querying JSON in PostGres: https://aws.amaz on.com/blogs/database/po stgresql-​12-​a-​deep-​dive-​ into-​some-​new-​ functionality/

Building GeoJSON in PostGIS: https://gis.stackex change.com/questions/112 057/sql-​query-​to-​have-​a-​ complete-​geojson-​feature-​ from-​ postgis/191446#191446

INTERACTIVE CARTOGRAPHY EXHIBITS

Are these location specific?

WEB MAP

RideAmigos: "The big question that has come up for us, and that I'd like to dig into a bit tomorrow is around the question of

Metropia has developed and maintains a suite of software and related mobile app solutions that support different mobility operations such as demand-​ responsive transit systems (DRTS), rides-​hare, and hailing solutions.

routing and crowd-​sourcing information about the routes. Given our work with OTP as well as other service providers for routing this seems to be the biggest lift and doing this in an automated, self-​ correcting way may be hard to achieve in the project timeline. I have some thoughts on how we could still provide some work and value towards that goal, but any insight you could offer to the importance of that feature to the overall goals of the project would be helpful.

Check on incentive integration with LA Metro

www.metropia.com

Traffic Congestion Management | Metropia Inc

Check on incentive integration with LA Metro

Metropia’s technology platforms and consulting services give our clients unprecedented influence over traveler behavior, solutions to traffic congestion management, and control of the systems they manage.

www.sudomagic…

"New Constraints" Satisfaction Efficiency Safety Expertise Consistency Demographics * Cultural / social lens on the above

"Existing solution" Demand-​aware transportation management used in carpool planning.

To start a ride, provide: - Start, End - Time - Deviation?

SudoMagic

??

??

Software project management: REMAP / Elburz Sorkhabi

What's a pod??

Need user journeys

rideamigos.com

RideAmigos | Commuter Management & Ridesharing Solutions Discover smarter commuter solutions for your organization and community with RideAmigos. Our effective platform and programs feature trusted-network rideshare matching, incentives for sustainable commuting, and automated trip tracking, all with advanced…

Need mobile web app developer

jb

Intellectual needs: What are we building?

How can we demonstrate we can build it?

What are the phases?

References/citations per module/element Literature search on each element

How to account here for variations in rider demographics?

Journaling component

Need examples sites / use cases

Not riding yet

Novice Riders

Start riding

Sharing rides

Help riding

????

Who are the initial target populations?

Returning riders

Keep riding

??

??

Community Support for Behavior Change

Bike access / availability.

Vendors + manufacturers

What is the scale that the team can support in terms of how to manage?

Self-​Evaluation / Analytics

Need indicators from community

Community Partner network

Need evaluation PI / partner

????

www.metro.net

Office of Extraordinary Innovation Local Employers (or one) - offset by parking savings

Partners - Proposal Need (by week) 3/29 - Confirm partners / SOWs; start logistics 4/5 - Group meeting / brainstorm; get budget 4/12 - Initial text from each partner 4/19 - Letters, forms, final budget => OCGA

Flow Planner

Share ride needs & interests

Guide new riders

CiBiC

Evidence-based rules for commute satisfaction, safety, group availability.

Day-by-day support to start and sustain bike commuting.

Commute in today’s flows

Exhibit Generator

Journal your rides

Privacy-preserving digital archive

Scan a QR code to display your flows within any exhibit.

Launch a synchronous exhibit from any web browser.

Participatory Digital Exhibits Share your community of practice, city-wide

B2W Mobile App

Scan codes to add incentives (requires account)

Incentive Programs Gain city and employer incentives

Incentive program

Flow Organizer, (routes, schedules, incentives) Behavioral insights

Evidence-​based rules for commute satisfaction, safety, group availability.

Day-​by-​day support to start and sustain bike commuting.

Privacy-​preserving digital archive

User Journey

Share ride needs & interests

B2W Mobile App

Guide new riders

Commute in today's flows

Journal your rides

AWS

Interactive Cartography System

LOS ANGELES RIVER STATE PARK PARTNERS Neighborhood / Community Orgs

Synchronous exhibits driven by user interaction, ride metrics, and collective participation

Design iterations

NSF Grant | SCC-CIVIC-PG Track A

> CiBiC | Interactive Cartography Research Design iterations

NSF Grant | SCC-CIVIC-PG Track A

> CiBiC | Interactive Cartography Research Design iterations

NSF Grant | SCC-CIVIC-PG Track A

> CiBiC | Interactive Cartography References PedaLudico, mixed-media Maps

vimeo.com

PedaLúdico Observatorio PedaLúdico (muestra) This is "PedaLúdico - Observatorio PedaLúdico (muestra)" by cheLA on Vimeo, the home for high quality videos and the people who love them.

NSF Grant | SCC-CIVIC-PG Track A

1

> CiBiC | Interactive Cartography References Line topographies, landscapes and site-​specificity

NSF Grant | SCC-CIVIC-PG Track A

2

> CiBiC | Interactive Cartography References Bold colors, elevations and cutouts

NSF Grant | SCC-CIVIC-PG Track A

> CiBiC | Interactive Cartography References Personal data, memory trails and city-​scapes

NSF Grant | SCC-CIVIC-PG Track A

> CiBiC | Interactive Cartography References Graphic styles, playfulness, and movement

5

NSF Grant | SCC-CIVIC-PG Track A

> CiBiC | Interactive Cartography References Color stories, liveliness, and movement

NSF Grant | SCC-CIVIC-PG Track A

> CiBiC | Interactive Cartography References Data visualizations and movement

NSF Grant | SCC-CIVIC-PG Track A

INICIO

NOSOTROS

SOLUCIONES

EXPERIENCIAS

METODOLOGÍA

PERSPECTIVAS

NOVEDADES

ALIADOS

15 AÑOS

Difusión de RESULTADOS – Cultura_Ciencia – Co-innovación, Territorio y redes – Edición 2021

#ElPoderDeHacerJuntxs

Seguinos en     

El Laboratorio de Innovación Cultural y Cientí ca es una iniciativa diseñada e implementada por Fundación Williams y Potenciar, plataforma de Impacto Colectivo que busca identi car, conectar, acompañar y nanciar grupos de organizaciones de la cultura y de la ciencia que desean trabajar juntas.

Entre los espacios que ha consolidado el LAB está el Encuentro de Co Innovación y Redes colaborativas que se realiza desde el año 2018, convocando a grupos de organizaciones que trabajan o deseen trabajar en red a presentar propuestas de gestión asociada en el ámbito de la cultura y/o la ciencia.

Se seleccionaron 11 grupos que participaron activamente de una semana intensiva de ideación, donde recibieron sesiones online con pautas de trabajo y capacitaciones en formato de talleres sobre Innovación, Cultura y Territorio y Formulación de proyectos.

Como resultado, 7 proyectos recibieron un premio por $1.000.000 para la implementación de su proyecto y los otros 4 proyectos, un premio estímulo de

$250.000.

Finalizado el Encuentro de Co Innovación y Redes colaborativas_edición 2021 queremos dar a conocer a los equipos seleccionados y a los ganadores que trabajaron durante una [posse, -ntia] Latín contacto@potenciar.org.ar semana de co-working intensivo. Recibimos 56 ideas que se presentaron a la Convocatoria Cultura_Ciencia fueron seleccionados 11 proyectos que fueron co-diseñados con “Comunicar fuerza2021, o energía a una financiero. acompañamiento técnico cosa o incrementar la que yaytiene”.

“Aumentar el poder o la e ciencia

F eliucnitaacm s. a los equipos de las 10 provincias que participaron de esta iniciativa: de osoa”

#ElPoderDeHacerJuntxs Seguinos en:

Plataforma de Cultura y Ambiente – Ciudad de Buenos Aires y Córdoba (Cultura) Crear una plataforma que invita a las organizaciones del sector cultural a pensar y actuar con responsabilidad ambiental.

     Imágenes Novedades Inspiración Música

CONTACTO

CIBIC – Ciudad de Buenos Aires y Los Ángeles (Cultura y Ciencia) 

Diseño participativo, desarrollo tecnológico e implementación en paralelo entre Buenos Aires (Parque Patricios) y Los Ángeles de una aplicación móvil que no solamente gestione recorridos en bici y grupos de pertenencia sino que posibilite experiencias culturales colectivas y expresivas.

Sound Map – San Juan Promover la conciencia sobre la importancia del la ecología acústica y educación sonora como patrimonio cultural de la ciudad de San Juan, a partir de estrategias pedagógicas y de la creación colectiva de un soundmap público, que permita un aprendizaje analítico, simbólico, reconstructivo y profundizar en la re exión territorial.

Soñando en grande – Palpalá (Jujuy) Fundar el LABORATORIO DE EXPERIENCIAS ALTERNATIVAS DE LA IMAGEN DEL NOA en la ciudad de Palpalá, Jujuy, Argentina.

TIERRA – Amaicha del Valles y Los Zazos (Tucumán) y los Valles Calchaquíes (Salta, Tucumán y Catamarca) – Ciencia Crear el Observatorio de Construcción con Tierra en los Valles Calchaquíes como espacio de co-construcción permanente y de referencia regional en el que se propicie el encuentro, la discusión, la creación de conocimiento, la experimentación, se atienda las consultas de usuarios, se brinden certi caciones, y pueda ser itinerante y virtual en su alcance.

Arte Compostado – Villa Jardín (Partido de San Fernando, Buenos Aires) – Cultura “Arte compostado” crea con los urbanitas de un barrio especí co granjas de compostaje, que producen tierra a partir de basura. Con una experiencia de sensibilización artística sobre los usos de la basura, sus orígenes, su separación y su destino se convoca a los vecinos a un proceso de transformación de sus propios residuos sólidos a través de compostaje comunitario.

AULA NATURALEZA – Mar Chiquita (Provincia de Buenos Aires) – Cultura Nos proponemos realizar un registro documental audiovisual de narrativa multifocal que re eje el proceso de aprendizaje y participación colectiva durante la construcción de la primera Aula Biomimética del Partido de Mar Chiquita.

INNOVARED – Paraná (Entre ríos) – Ciencia

Crear y gestionar un espacio experimental de educación no formal -como nodo de las organizaciones promotoras vinculadas a la ciencia- donde los jóvenes tomen la iniciativa en el aprendizaje científico-tecnológico y puedan disfrutar con sus familias y amigos de lo que

Potenciar

¡Decinos hola!

les interese en estos campos de saberes; compartiendo eventos temáticos y participando en la propuesta de un circuito de turismo científico en el marco de una cultura contacto@potenciar.org.ar [posse, -ntia] Latín emprendedora conectada con la naturaleza.

“Comunicar fuerza o energía a una

ICOSAEDRO – Sierras Chicas, Unquillo y Río Ceb cosa o incrementar la que ya tiene”.

doba)

“Aumentar el poder o la eficiencia

Revalorizar de una cosa”.la cultura y ancestralidad del agua como elemento vital de nuestro Planeta uniendo Ciencia, Arte y Educación sembrando capacidades en la comunidad.

DOMOS RAFAEL – Rafaela (Santa Fé) © 2020 Potenciar. Todos los derechos reservados

#ElPoderDeHacerJuntxs Seguinos en:

     Imágenes Novedades Inspiración Música

Ideación de estructuras geodésicas como promotoras de diseños y construcciones colectivas



CARRILLO – Villa Soldati (Provincia de Buenos Aires) Armado comunitario de un entramado de espacios en diversos formatos, soportes y lenguajes, para la construcción de la memoria colectiva del barrio (museo al aire libre, fototeca, audioteca)

Compartir en 





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1 comentario Eduardo Raúl BURATTINI 29 SEPTIEMBRE, 2021 AT 10:22 PM

Felicitaciones a todos…!!!! Felicitaciones a Fundación Williams por su constante ayuda…!!!!

REPLY

DEJAR UNA RESPUESTA





Potenciar

¡Decinos hola!

#ElPoderDeHacerJuntxs

[posse, -ntia] Latín

contacto@potenciar.org.ar

Seguinos en:

“Comunicar fuerza o energía a una

Ciudad de Buenos Aires, Argentina.

cosa o incrementar la que ya tiene”.

“Aumentar el poder o la eficiencia de una cosa”.

© 2020 Potenciar. Todos los derechos reservados

     Imágenes Novedades Inspiración Música