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«daily urban cycling» is a unique type of cycling the bike as a means of worke/ transport, in professional use. Rethink the bike for the needs in 21th century, state of the art. Make the bike fit for daily urban cycling:

• Designed: human-centered, ergonomic, healthy, comfortable, pleasant, as profi-worktool, to industrial safety,
• fit for the city, tiny, small, handy, theftprotected (mech./ elecronic), lightwight
• fit for daily urban use: sturdy, weather resistant, reliable, easy to repair
• bringing top safety by the bike itself, radiating the feeling of safety
• Install an integrated elecronic system designed for bikesafety
• attractive design, Make cycling pleasant

Advantages:

• This bike makes cycling much safer and it radiates the feeling of safety
• Less space needed 30 -40%!!! per bike
• Riding in the city is stop and go, remain seeted while standing and restarting brings much relief
• Makes combined traffic (bike → car, bus railway) easy and pleasant
• Production can immediately start in Holland, without investement, all parts necessary are available on the market.

Our novel solution, Comprehensive Alerting Technology for Safety (CATS), implements a variety of sensors and controls to detect potential hazards. CATS then alerts the vehicle operator rider of such hazards so that they can take action to avoid a collision. Our solution identifies hazards like cars, pedestrians, and bikes. Our invention alerts the rider to hazards directly in the path of the e-scooter so that the rider can take quick action to avoid an accident. CATS uses off-the-shelf technology and can be integrated into any battery powered electric vehicle.

Active Safety systems are proven to be highly effective at reducing automobile accidents. Based on automotive technology, CATS is the “right sized” active safety system for micro-mobility.

By transforming two-direction bikelanes in Amsterdam in bikelanes with two separated lanes for slow and fast bikers will be achieved a better flow of all kinds of bikers and a greater safety for all participants in the travelling system in Amsterdam.

The best way to improve safety in mobility is by seeing events as processes. Using computer vision to analyse vast amounts of data from video, we can now see an entire new world of patterns and environmental factors that lead to events such as crashes. By identifying these patterns, we can clearly see where and how to intervene and prevent the events from happening. By modelling dangerous events such as two riders in the same place and time in vastly different speeds, we can identify all the factors most commonly leading to them and in which cases this situation in fact leads to crashes or near crashes. By looking at the analysis it becomes clear where the most effective and most efficient intervention points are. Once an intervention takes place, evaluation and iteration follows.

If vulnerable people on bikes (like the elderly, kids, or the inexperienced) crash at their speed, they won’t probably get a serious injury. But if “something” going faster impacts them, they could. As crashing with a bullet.

I wonder if we could use the technology called "automatic emergency braking" (not to stop, but) to slow down motor vehicles on the cycle paths.

To improve bicycle infrastructure, governments rely heavily on data to get insight into bicycle usage in their regions. Real time position “Floating Bike” data from devices like E-bike tracking devices can be used to visualize bicycle speeds and speed differences between bicycles across complete trajectories. Yunex Traffic introduces the “Micro Mobility Ecosystem”, an open cloud-based online community where cyclists are connected to intelligent traffic technology, partners can collaborate on new services for cyclists and insights are created for policymakers. Essentially, everything is built around the core transaction: access to intelligent traffic technology in exchange for the privacy-safe delivery of Floating Bike Data. Today, it is already possible for a E-bike to be ‘seen earlier’ by traffic lights when it’s connected to our cloud services. Through our partners we are working on new use-cases like priority for groups or navigation for disabled people. Together, we connect to cyclist travel data and give it back to the cyclist through our services!

Nowadays everybody has a smartphone. They tell us when it's going to rain, even where we are when we're lost. They have become an indispensable tool for any person and of course for any cyclist. The idea we propose is to extend the virtues of this tool, to provide the cyclist with more safety. Today the bike lane is shared with cargo bikes, motorcycles, and electric bikes, we are aware that we can not change the habits of their drivers or make them go slower, so our proposal is simple, alert vulnerable road users such as conventional cyclists and pedestrians. What we propose is as simple as being alerted when one of these users approaches us from behind with quick vibrations from our smartphone, and ideally from our smartwatch.

The advantages are not only for non-motorized citizens, as the app will provide benefits to those motorized users with points and benefits for making the city safer.

Our idea encourages faster cyclists to use main roads, leaving bike-paths to cyclists who need them. We believe that desired behaviour in traffic can only be achieved if infrastructure encourages road users to do so. We think that low speeds on bike paths can be achieved by a combination of speed limits, simple infra measures and communication.

Have you ever wondered why cyclists still feel unsafe, even in the best cycling city in the world? That might be due to the street and network design inherited from a past time that assumes a single, uniform user. If the Amsterdam region wants to “get over the hump" to grow as an inclusive and accessible city, it needs to accelerate towards a mindset based on a diversity of types of people cycling. We propose user-centered research targeted to better understand and plan for this diversity. The pilot research will focus on a specific area and lead to suggestions for a concrete intervention(s). It will utilize people-centered design methods and principles from an open toolkit through a design process that involves the users in every phase, from finding the smallest pain points to the major solutions that can boost the cycling experience. We think the solution lies in the simplest design elements that convey the right message to different users and help them behave sympathetically. Fortunately, by looking closely at different users and their needs, such a design is achievable.

Cycling is seen as THE solution for mobility problems. Car-space is transformed into cycling-space. But asphalt for cyclist is also asphalt. Where is the space for people? You wouldn’t want a highway in the Vondelpark, right? The Vondelpark is a real place for the people. But all this could disappear.

It all starts with awareness. Awareness how it feels to get overtaken too close. Awareness that cycling isn’t just functional. We create awareness with our “experience-your-trip experiment” in the Vondelpark. We will talki to Amsterdam cyclists and gather information about their preferences. We start by putting the people in the centre of attention and listen to what they think is nice and what should change. With this, we’ll design the real experiment!

During this experiment we transform parts of the Vondelpark into experiment zones. Here we monitor people’s reactions. We also make people experience the effects of other road users, for example by letting a cyclist pass them closely.

Finally we analyse the results and process these into design guidelines for cycling infrastructure. This way we contribute to a behavioural change ánd better cylepaths. With this information we are going to do an even better pilot somewhere in Amsterdam!

We propose a pilot to test a new road sign for a safe cycle path. With a picture of people on bikes the new sign shows that the cycle path is a safe place for vulnerable cyclists. We think it might do this better than the present sign for a bike path which only shows a bicycle, a thing. Pictures of people evoke the association with vulnerability, objects and letters do not.

Addressing only high speed cyclists to adjust their speed. This is done using speed detection (real-time data) and communication via a display. High-speed cyclists will adjust their speed because of the friendly request on the display. This will benefit the overall safety feeling on the cycle path.

Two lanes in spacious areas: the old one will be for e-scooters and e-bikes, and the new lane, at its it’s right, will be for bicycles and a wheelchairs. Limited speed for roundabouts, bridges and narrow streets. A join point before roundabouts with a slowing down zone and signs.

The speed differences on cycle paths and the number of fast bicycle are increasing due to the popularity of the e-bike. Speed reduction through legislation and enforcement is not sufficient. Another way is rewarding people for desired behaviour.

The Safe Cycling App (Veilig Fietsen App) rewards cyclists for limiting speeds on narrow busy cycle paths, encourages them to choose less busy routes and limits the speed of electric bicycles.

The app should be mandatory for delivery bikes and shared bikes. To promote private participation, the app should provide benefits and incentives.

Online delivery has increased tremendously the past years, and it shows no indication of slowing down. Because the delivery drivers are under time-pressure from multiple sides they are not incentivised to drive safely on the road. This idea consists of two parts, together covering all stakeholders of the issue; the delivery company, the delivery driver and the consumer. The first idea is the ‘default slow delivery’. In this idea the consumer is given the choice between a safe or a speedy delivery at the checkout. In this case the safe delivery option will require an extra fee to keep the income of the delivery driver the same. The consumer is nudged to chose the safe delivery option both by making this the default option and by showing a picture of a cycling accident with the speedy delivery option. The second idea is an app that allows citizens to report unsafe driving behaviour of delivery drivers. It is an simple app where only the delivery company, location and time have to be selected. At the end of the year the company with the relatively least complaints will win an award. Together, these ideas increase road safety on the Amsterdam bicycle lanes.

Having several new participants on the road – in particular those moving by bike - requires a new set of rules and behaviour. In 4 steps we would like to investigate, experiment and work out a visible tool that helps the change towards this new behaviour:

1. Observe and interview all types of participants on the road so we can fully understand how they see themselves and others on the road.
2. Visualize the different types of cyclists we found during our research and identify their characteristics.
3. Start an experiment where we behave as these different cyclists in reality. During this experiment we, as “actors”, will be wearing obvious outfits, so other cyclists can’t miss us. During the experiment we will ask others on the road what they think of our behaviour and the behaviour of themselves.
4. The output of the experiment will result in a tangible tool/product which we can give to cyclists. This tool/product has to create awareness and an understanding of each other.

The City of Amsterdam is facing the challenge of increasing cycling space. This demand comes not only from the growing traffic, but also due to the new types of vehicles using the infrastructure: bikes, heavy cargo e-bikes and even small electric cars claim the usage of the bicycle paths.

Standard street design indicates the enlargement of these paths and the traffic segregation, to increase safety. However, the narrow streets of Amsterdam and the difficulty of classifying these new types of bicycles makes it impossible to solve the puzzle. The Speed Split concept proposes a simple and universal design that reorganizes the street by indicating the appropriate speed and not the appropriate vehicle to be there. It divides the street in stripes of different suggested speeds. This creates a more shared space, guided by visual icons and materials that are already used ti steer behavior in Amsterdam. The proposal uses four core elements to provoke a safe behavior of street users: shared space, bricks' pavement, different colors ans speed controllers.

The Speed Split concept intends to break the current thinking logic behind street design and creates an universal design that can encourage sharing and interacting in transit.

Our campaign employs a human-to-human intervention on Amsterdam cycle paths, a visual campaign, and visual data analysis to promote better visual communication and negotiation between Amsterdam’s cyclists.

The first element consists of cycling ‘Coaches’ wearing distinct costumes, who circulate in cycling traffic. When they spot cycling that (potentially) puts others at risk, they cycle alongside the cyclist and explain what could be better. The coaches reward cyclists for their attention with a small, biodegradable gift.

The Coaches embody a message of ‘looking out for each other’, represented by a motif combining alert eyes with Amsterdam’s iconic St Andrew’s crosses. This message and these motifs form the basis of a visual campaign of messaging and icons that will be placed throughout the streetscape.

This campaign will be informed by data about near-miss incidents at key Amsterdam intersections, derived from a MicroTrafficTM analysis. The footage produced will also be used for Coach training and in social media content.

The campaign draws on the strengths of our company and behaviour change experts Shift to combine a no-tech intervention based on human contact and high-tech analysis, with a visual campaign that asks city cyclists to make eye contact, visually negotiate intersections, and check before overtaking.

Bike paths in Amsterdam are becoming increasingly crowded. This increase with e-bikes, flitsbezorgers, (recreational) cyclists (all with differences in cycling speeds) creates large crowds on the bike paths especially for the traffic lights at major intersections. This leads to dangerous traffic situations with sometimes serious accidents. High time to introduce Slow Bike Area with Led Signal signs. These are bicycle lanes where you can only drive 20km/hour. Led Signal signs are placed along the bike paths of these very busy bicycle arteries to draw cyclists attention to their speed. The cyclist will (if necessary) adjust his speed. Especially if the signal sign also suggests camera images are recorded. Traffic safety increases with 10%.

Amsterdam’s city center has the highest rates of bicycle incidents, its high density and narrow streets makes it the most challenging area of the region regarding mobility. The proposal focuses on three main strategies that will deal with speed, density and private vehicles in the city centre, which are the following:

Monitor and regulate speed of E-bikes, rental and delivery bicycles through E-tags/chips on the bike that would be linked to an app that monitors their cycling behaviour;

Restrict the presence of private vehicles on stages by making outskirts parking cheaper and more accessible to car owners, as well as offering better public transport deals associated with parking costs. Also, assigning parking spaces specifically to car sharing programs and banning car access on various streets progressively;

Reduce the high flow of bicycles, targeting tourists and freight bicycles. For that, a tax for bicycle rental would be implemented. In the case of freight bikes, through imposing timeframes for circulation.

The sum of these actions should be able to make Amsterdammers move fluidly, either cycling or walking, smoothly through the region’s core.

The concept RING, THANKS, GO! provides a solution for overtaking cyclists on narrow bike paths. Signs will be placed on narrow bike paths (i.e. about 2 meters wide), which shows fast cyclists where it is safe to overtake. Furthermore, it shows slow cyclists where they could be overtaken. Before overtaking, the fast cyclist rings the bike bell to let the slow cyclist know it is coming. This will prevent the slow cyclist from getting startled. While overtaking, the fast cyclist thanks the slow cyclist for the space that is provided. This behaviour makes it possible for the fast cyclist to maintain speed and for the slow cyclist to cycle carefree. In order to teach the desired behaviour to fast cyclists, a campaign will run. In addition to the signs on narrow bike paths, outdoor advertising will be placed and locally shot videos of cycling heroes will be distributed on social media. In the campaign, the fast cyclists are presented as the heroes of the bike path.

We want people to think about the cycle lane as they would think about visiting an art gallery or a library where you are guided towards a certain type of behaviour that is in-keeping with the venue and the visitors. We want to people to enjoy the cycle lane, to feel welcomed on the cycle lane, and to feel part of a community that shares the experience of the cycle lane.

We hope to achieve this by (i) informing people how busy the path is, or how many people they are sharing the space with, (ii) using gardening and planter boxes to make the cycle path a more sensory experience (sights, sounds, smell) so people enjoy the space and don’t just focus on going from A to B as quickly as possible, and (iii) install street art that helps people appreciate the width of the cycle path to promote safer overtaking.

The Ringer is a smart bike bell that visually warns you whenever you approach a potentially dangerous hotspot; from a busy crossing to a narrow bike lane and anything and everything in between. The Ringer can even automatically pause your music for you. Just ring it like any other bell to mark your current location as potentially dangerous. This way we can create the biggest real time data set of potential danger in the city together!

Why will it work?

• Visually warns you when potential danger is ahead
• Can pause your connected headphones
• Ring it to mark your location as potentially dangerous
• Create the biggest, anonymous, democratic data set of dangerous hotspots in the city together
• We can make the data even smarter by connecting our data to external data sets (is it close to a school? Or a dark store? Etc.)
• We can use this data to plan ‘safe routes’ in big route planning apps like Google Maps
• Works with your phone or the Things Network in Amsterdam
• We’re a digital experience company that can actually make this
• The first group of users? Preferably all employees of Gemeente Amsterdam

We are often engulfed in our own bubbles while riding our bicycles: we are preoccupied with our destination and do our best to disregard everyone and everything else along the way. In fact, we regularly regard our journey as an unavoidable inconvenience en route to our destination. Instead of seeing other cyclists as neighbors, part of our community, and people whose journey interacts with ours, we see them as mere obstacles and risks.

We are seeking to question this approach and push for more social dynamics through a comedic intervention. After all, the road is a great place to have those intriguing chance encounters. We plan to employ eye-catching and vibrant cyclists to certain cycle paths, utilising colorful outfits and printed texts, such as ‘in transit.' The object of this intervention is to increase users’ awareness of other cyclists, and their willingness to interact with them. An interview with cyclists on their travel experiences before, during, and after the intervention provides insight into the impact of this social experiment.

Alle verkeersbelemmeringen, stoepranden, paaltjes, verkeerslichten en drempels binnen de ring Singelgracht opheffen. Één groot fiets/wandelgebied, maximaal 30km, en gemotoriseerd verkeer te gast. Damkeitjes vervangen door asfalt. Waar mogelijk regenwater afvoeren naar het oppervlaktewater.

Toelichting: Als postbezorger moet ik 7 drempels over om van de Prins Hendrikade over te steken naar de waterkant. En op he Pontlein rijdt alles door elkaar zonder ongelukken.

Even though Amsterdam has an extensive cycling network and is considered safe to cycle, each week more than 15 cyclists are seriously injured. These accidents happen especially when motorized vehicles are involved. From next year on there will be a speed limit of 30 km/h for motorized vehicles throughout the city, but is this enough to reduce the number of accidents?

We as cyclists can contribute as well to a decrease in dangerous traffic situations. While it’s totally fine to speed up on some roads, there are other roads where we put pedestrians or fellow cyclists in danger when we are cycling too fast. What if we knew which roads these were and would decrease our speed there?

By combining data from IoT devices installed in moving cars and bikes we want to identify the most dangerous bike road segments in Amsterdam. By analyzing road segments where the most accidents take place, where the minimum distance between cars and cyclists is violated, where the road conditions are bad, etc. will lead us to intervene and adapt the urban infrastructure so that accidents can be prevented by setting up road signs with smart speed recommendations.

It’s speed(differences) combined with mass that makes accidents hazardous. Two pedestrians bumping: no problem. Any scooter (35 k/h) hitting a cyclist (17 k/h): severe injuries. A SUV (40 k/h) hitting a cyclist: deadly.

Let’s get back to the fundamentals: Why did we invent sidewalks and bicycle lanes? To minimize the interaction of fast and slow; of heavy and lightweight.

Back to basics. On sidewalks: max 10 k/h (whether it’s walking, a scootmobile, a step, max 10 k/h)

On bicyclelanes: max 20 k/h, max 25 k (whether it’s on a plain bike, a scooter, a moped, a racebike)

On the roads: max 30 k/h (whether it is by car, canta, biro, scooter, fatbike, cargobike)

Children have the right to give their opinions and perspectives on urban landscape and development, however, they haven´t been taken seriously while designing safe streets. Our aim is to transform the bike paths from a child`s perspective design and using superheroes to communicate the changes. It is important to regulate the speed of bicycles if it means safer space for children`s development. That`s why for this project, the objectives are:

• To improve road safety in bike paths by regulating the speeds of the bicycles so that, in case of an accident, there are no severe injuries or death.
• To consider children`s perspectives while transforming the bike paths so that it is a shared space (a space for children feels safe while cycling).

• Zorg dat alle fietspaden zichtbaar en fysiek gescheiden zijn van de rijwegen en voetgangerspaden;
• Creëer meer opgeruimde straten voor een beter overzicht. Verwijder alle onnodige objecten, borden en hindernissen;
• Creëer fietspaden die breed genoeg zijn voor 3 fietsers, 2 naast elkaar en 1 passant.
• Creëer fietspaden met éénrichtingsverkeer aan elke kant van de weg en maak het illegaal om in de tegengestelde richting te fietsen.
• Zorg voor minder voetgangersoversteekplaatsen en minder zebrapaden, maar maak zebrapaden fysiek heel duidelijk en speciaal met hekjes die voorkomen dat voetgangers zomaar oversteken en zorg voor hoge boetes voor het niet respecteren van een zebrapad;
• Verban gemotoriseerde voertuigen van fietspaden. Scootmobiels (lage snelheid) moeten op de stoep en Canta’s (45km/u wagens) moeten op de rijweg. Elektrische fietsen tot 30km/u blijven op het fietspad en Speed pedelecs, scooters en brommers moeten op de rijweg;
• Zorg voor hoge boetes voor door rood licht rijden en met gemotoriseerde voertuigen op de fietspaden rijden;
• Bij een kruispunt met stoplichten, zorg ervoor dat alle fietsers/fietspaden tegelijkertijd groen licht hebben (model Groningen, welbekend bij de heer Te Brommelstroet) en maak duidelijk dat fietsers die van rechts komen voorrang hebben;
• Creëer op fietspaden een separate afslag voor rechts bij stoplichten zodat fietsers voor rechtsaf niet hoeven te wachten of om de rij heen hoeven te manoeuvreren;
• Verwijder elke stoplichtsituatie waarbij auto’s groen voor rechtsaf krijgen en de fietsers op de (vrij liggende) fietspaden ook groen voor rechtdoor krijgen. Dit zijn zeer gevaarlijke en bewezen dodelijke situaties, waarbij een automobilist in alle drukte eindelijk groen krijgt, een stuk de afslag kan oprijden en dan half moet stilstaan op de kruising en het kruisende fietspad.
• Zorg voor minder stoplichten en creëer meer rotondes met vrij liggende fiets- en zebrapaden
• Creëer zogenaamde fietssnelwegen voor ongehinderde bereikbaarheid tussen bepaalde drukke zones in de stad en leidt fietsers over die wegen. Haal de drukte uit de stad.
• Introduceer de stoplichten die aftellen tot groen.