## 5 Discussion  
The paper was aimed at analyzing the bike-sharing service in the small urban town of Zilina, Slovakia. There is only one operator for service provision, ARRIVA Slovakia, a. s. with the sponsor Kia Slovakia Foundation. Data provided by the company mentioned was processed in the analysis of the current situation with bike-sharing service in the chosen municipality. The analysis itself consisted mainly of spatial analysis using the QGIS program and then by sociological survey. User needs can be inferred based on responses from the submitted questionnaire. Clarification is needed regarding the method of spatial analysis. In this study, QGIS was used to create Euclidean buffer zones with a fixed radius of 400 m around bike stations. While this approach allows for a quick visual estimation of accessibility, it oversimplifies real-world travel behavior. True isochrone analysis should be based on network-based travel time along pedestrian-accessible streets. This simplification was applied due to limitations in network data and computational capacity, but it likely overestimates the effective service area and should be interpreted accordingly. The average daily ride time decreased from year to year as shown in Figure 3 from the results, which was probably caused by changing tariffs between seasons. With the shorter free ride time, the average time of one rental also decreased. Between seasons 2021-2023, it oscillated at the same level and slightly increased. We can consider the bike sharing service in Zilina municipality as effective (the value of the average is between 4 and 8). Considering responses in question Q2, the users of bike-sharing service in Zilina consider mostly the price of the service, or free ride time (296 responses). Moreover, the network of the bike sharing stations covers more than 10 km\({}^{2}\), which is the minimum area needed for starting the service considering the described isochrone of availability of 400 m. There is not commonly agreed-upon determination of catchment area; in [57] the 500 m catchment area was used, or in [79] the walk distance was suggested from 400 m to 800 m. Spatial analysis by isochrones of availability was chosen as a universal tool to examine the recent situation. The Isochrone map contains the circles of availability, which serve as a passive accessibility measure visualizing time. This measure was considered more important to travelers than distance [80]. The reachability of bike-sharing stations was second, often answered in the questionnaire survey in question Q2, with 206 responses. Individuals' decision to use the bike-sharing systems also depends on the availability of bicycles or the distance of stations [81; 82], which requires a dense network of stations to increase interest in this service. Respondents could express their opinion in Q3 if the bike-sharing station's location is sufficient, and 37% considered it sufficient. In comparison with similar large European cities in Table 4, the expansion with new stations is appropriate in the Zilina municipality. Bicycle infrastructure development has an impact on using the bicycle, and with available bike-sharing service, can attract new interested parties, maybe less experienced cyclists [39]. The quality of the cycling infrastructure was also an important factor in question Q2 from the sociological survey (206 responses) and reflects safer and more effective cycling in the city. The cyclist infrastructure in Zilina is not continuous, as shown in Figure 1A, 48% of respondents considered the quality below the average in question Q1. As the authors show in [83], the success of introducing the bike-sharing system is not aimed at the quantity of infrastructure but its proper integration into the urban fabric. The spatial analysis showed shortcomings and new opportunities for the improvement of the service.