The practice of cycling has been following our civilization for over a century. In recent decades, the so-called developed or developing countries have come to consider the cycling mode in their public policies, especially in urban mobility plans. In recent decades, the application of urban mobility policies by bicycles has gained prominence in the Brazilian scenario, especially in Rio de Janeiro. The history of Rio s bicycle lanes began in 1991, when the first bicycle lanes were built from a program for the redevelopment of the city s waterfront known as the Rio Orla. The program built 23 km of cycle paths intended primarily for leisure. From 1993, after the United Nations Conference on Environment and Development - ECO92, based in the city of Rio de Janeiro, the Municipal Secretariat of Environment of the Rio de Janeiro City Hall was created. In 2010, the city incorporated the Rio - Urban Capital of Bicycle Mobility project into the Urban Mobility Plan - PMU as a transportation alternative and as a modal element for short distances and for the purpose of integrating Bus Rapid Transport - BRT systems. trains and subway. In 2008, the Rio de Janeiro city cycling plan had the goal of expanding its 150 km network in 2009 to 450 km by the end of 2016. However, a cycling infrastructure is not only sustained by its length, but a set of socio-spatial criteria is required for its effectiveness. The Ministry of Cities, in its Bicycle Mobility Plan in Cities (Ministério das Cidades, 2007), states that linking with different transport systems is a key factor for bicycles to be adopted by the population while traveling and that urban infrastructure in cities must adapt to this mode. The observation of the use of bicycles in large cities, with varied and constantly changing technologies and organizations, was the starting point of the research that used a bibliographic review in search of concepts and methods of evaluation of the service level and the quality of the bicycle lanes and cycle tracks. There are several bicycle lane settings, depending on their applications. Similarly, the concepts of service level and the qualitative evaluation applied to these infrastructures also vary. For this research, these concepts follow those of large metropolises around the world with characteristics of planned cities and contribute to a new concept, built here, called Viable Bicycle Path Index (VBI). Once the new concept is defined, it is now feasible to develop a model capable of aggregating relevant information for the assessment of bicycle paths. Therefore, after surveying studies on national and international bicycle-related indexes, Brazilian technical standards and norms and urban elements necessary for the formation of a viable bicycle path, this research presents a methodological design with several elements (dependent and independent variables) that represent the landscape around bicycle paths in neighborhoods of the city capital.