View the submissions

Which ideas can I vote for and how do I vote?

Below you will find all submissions from the first Bicycle Innovation Lab. Scroll down and click on the different submissions for a short overview.

The public vote is now closed. Keep an eye on our website and our LinkedIn page for further updates about the Bicycle Innovation Lab and voting results.

  • Submission 1
  • Submission 2
  • Submission 3
  • Submission 4
  • Submission 5
  • Submission 6

Lowest acceptable technical state of bikes

Most projects for improvement of daily urban cycling focus single-sided on improvement of the infrastructure. Excluding the bike itself cannot bring the indispensable entire success. Therefore, I appreciate that you name your project «Bicycle Innovation Lab», so I can focus on it.


  1. Eliminate all bikes which are below minimum level of technical state. As people do think it ‘s a main part of Amsterdam cycling freedom: "I can ride, any bike, I like“, it will be difficult to realise this indispensable act.
  2. „To improve safety ….related to different speeds“ it’s necessary to make communication between cyclists, possible and easy. A small, single-sound-bell (The Amsterdam fietsbel) and a simple use code can help.
  3. The „Amsterdam electronic communication box“ (useful electronic features implemented) good visible mounted at the rear of bikes, can send (simply detectable) optical signals, in the most problematic constellation: „slower in front – quicker behind“.

Best bike for daily urban cycling

«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


  • 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.

Active Safety for Light Electric Vehicles

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.


Separate slow and fast bikers

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.


Predictive data for safer micromobility

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.


Empathy Speed assistant

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.

  • Submission 7
  • Submission 8
  • Submission 9
  • Submission 10
  • Submission 11

Safest Route Option with Machine Vision Software

GridMatrix’s machine vision software will leverage Amsterdam’s existing infrastructure to convert raw sensor data into road safety analytics in real-time. The historical insights and live safety analytics will create a technology roadmap to provide a “safest route” option for cyclists to use when navigating the city to increase road safety.


Micro Mobility Ecosystem

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!


XXX On the bike, only good vibes

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.


Riding fast? Hit the road!

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.


Cycling space we all can share

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.

  • Submission 12
  • Submission 13
  • Submission 14
  • Submission 15
  • Submission 16

Cycle Bubble

The bicycle is a social mode of transport. However, interaction with a cyclist following behind is difficult, especially for an insecure or elderly cyclist riding on a busy cycle path. Research shows that elderly avoid cycling when it’s busy. They need more space to manoeuvre. Cycle Bubble stimulates interaction between cyclists, improves cycling safety by making cyclists more considerate of each other. A light shines from the frame of the bicycle on the road surface and indicates the desired distance between the cyclist and the cyclist who wants to overtake. The light changes colour when another cyclist or obstacle comes within the Cycle Bubble. It is a practical communication tool and comparable to the bicycle mirror: a simple product and easy to install. The basic idea of Cycle Bubble gains value by providing information about road safety that is made available by the users through the Cycle Bubble data common. In this way, Cycle Bubble creates confident cyclists who continue to enjoy cycling for a long time.


People! Take your time, it’s nice around here

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!


Road Sign Safe Cycle Path

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.


Speed reduction through real-time communication

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.


Second lane for e-scooters and e-bikes

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.

  • Submission 17
  • Submission 18
  • Submission 19
  • Submission 20
  • Submission 21

Dynamic speeds for a dynamic city

“Dynamic speeds for a dynamic city” is a solution that recommends a “safe” speed to delivery cyclists. Depending on traffic data such as crowdedness and safety characteristics such as historical crashes, a suitable cycling speed for cycling lanes is determined and sent to bicycles of delivery riders via on-road RFID tags. This speed will be shown together with a happy or sad smiley on handlebar displays that are present at e-bikes already. The solution addresses concerns regarding a high number of bicycle accidents because of crowded bike lanes, different speeds among bicycles, and unsafe riding behaviours. The increased use of e-bikes adds to this problem. Delivery cyclists who speed up on their e-bikes to deliver as fast as possible are a particular reason for concern. Often, they are under pressure to deliver rapidly. A recent survey in Amsterdam confirms that this phenomenon is widely noticed among residents and is raising their concerns leaving them asking for a solution. The Dynamic Speeds solution can help delivery companies to show that they take safe cycling seriously and can make Amsterdam city traffic safer.


Safe Cycling App

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.


Don’t hurry my McFlurry

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.


Ride the track of unwritten rules

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.

Speed Split

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.

  • Submission 22
  • Submission 23
  • Submission 24
  • Submission 25
  • Submission 26

Calm down, the majority drive safely (NL = Rustig aan, de meerderheid rijdt veilig)

Hoge snelheden van een kleine groep fietsers kunnen op een aantal fietspaden de verkeerssituatie onnodig gevaarlijk maken. E-bikes en de doortrappers zouden op een aantal smalle fietspaden en op sommige drukke momenten er goed aan doen als zij een acceptabele snelheid rijden zoals de meerderheid dat doet.

Een snelheidsmeting, de 0-meting, bepaalt wat de norm op een fietspad is en welke snelheid gereden wordt door de meeste fietsers. Op basis van de data wordt bepaalt wat de snelheid is die door de meerderheid wordt gereden. Deze 0-meting wordt vertaald in een boodschap naar aan de snelle fietser. De boodschap op een elektronisch luidt “Rustig aan, …% rijdt hier een veilige snelheid”. De boodschap doet de snelle fietser beseffen dat de meerderheid een lager tempo fietst en gaat hiermee uit van sociale bewijskracht. Het elektronisch bord met het percentage wordt in de twee weken dat het er staat bijgehouden op basis van de snelheidsmeting die doorlopend plaatsvindt. Wanneer de groep die de onder de gestelde normsnelheid rijdt, wordt het zichtbare percentage aangepast. Hierdoor wordt het zeker voor de snelle fietser die dagelijks het bord kruist aantrekkelijker om zich te conformeren met de groep en rustiger te fietsen.


Look out for each other

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.


Slow Bike Area with Led Signal Signs

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 core in the flow

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.

  • Submission 27
  • Submission 28
  • Submission 29
  • Submission 30
  • Submission 31


In order to solve the problem of bicycle speeds and reduce the risk of injuries and fatalities inflicted upon cyclists, I would like to introduce the “Speed-Bar”. This is an innovative solution which consists of an LED metal bar located at the side of a bicycle path which displays flashing lights moving at the bicycle speed limit. Cyclists crossing the area can observe the speed of the moving lights and adjust their speed in order to match that of the lights themselves. The bar will be 15 metres long to allow the cyclist to adjust their speed and then continue at the speed limit even after they cross the speed-bar. Multiple lights will be included in each bar so that many cyclists can adjust their speed simultaneously. The speed of the moving lights represents the speed limit for bicycles and can be adjusted based on government rules and regulations to ensure the safety of riders and pedestrians. This is a fun and engaging way to control bicycle speeds as well as being cost-effective and easy to implement in Amsterdam.


Welcome to the Cycle 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 - A Smart Bike Bell for Safe Cities

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

co-cycling: resocialisation through comical intervention

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.


Amsterdam plat

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.

  • Submission 32
  • Submission 33
  • Submission 34
  • Submission 35
  • Submission 36

A Tailor-Made Solution

Like many other big Dutch cities, Amsterdam sees an increase in its bicycle users. Especially new delivery companies such as Zapp and Gorillas have taken over the bicycle path and street image. We all want to make use of the most eco-friendly mode of transport we know, but how can we do so whilst protecting our safety? The answer is not too costly and different streets require unique interventions. Therefore, an IKEA-like solution is proposed consisting of a new traffic sign, new slogans, bicycle speed bumps, bicycle streets, broader bicycle paths, rain sensors, and even bicycle highways. Situation-specific solutions can now be chosen and implemented to guarantee our safety while doing what we do best: cycling!


Smart Speed Recommendations for non-motorized vehicles

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 superheroes and bike paths

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).

Stay calm and enjoy the ride

  • 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.
  • Submission 37

“Implanting rubber mats on the cycle paths”

Behavioural changes of people are unpredictable, so managing people behaviours are only done by implementing policies. We cannot change everybody's behaviour by giving preaching and awareness program. In those situations, we can use strict rules and new methods for the people to be obeyed. My idea to this problem is this, implanting rubber mats on the existing cycle path will lead the cycle users to maintain an average speed. By this, we can achieve more safety on the cycle paths.


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