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Das Kapitel befasst sich mit dem MegaBITS-Projekt, das darauf abzielt, urbane Mobilität durch intelligentes Radfahren umweltfreundlicher zu gestalten. Darin werden die gesellschaftlichen Kosten der Abhängigkeit von fossilen Brennstoffen und die Ziele der EU zur Reduzierung von Treibhausgasen diskutiert. Der Text unterstreicht die Rolle intelligenter Verkehrssysteme (IVS) in der Fahrradpolitik und führt eine Hierarchie der Bedürfnisse von Radfahrern und die Ergebnisse des BITS-Projekts ein. Es untersucht verschiedene IVS-Anwendungen wie die Verbesserung der Radfahrsicherheit, die Verbesserung des Radfahrerlebnisses und die Bereitstellung von Radfahrdaten. Das MegaBITS-Projekt wird vorgestellt und stellt seinen Schwerpunkt auf intelligente Fahrradkorridore, Verkehrsmanagement, Digitalisierung des urbanen Radverkehrs, die Einbindung der Bürger und intelligentes Fahrradmanagement dar. Das Kapitel diskutiert auch die Rolle des intelligenten Radfahrens in Europa, die Bedeutung von Fahrraddaten und die Notwendigkeit von IVS-Lösungen, die auf unterschiedliche Fahrradkontexte zugeschnitten sind. Er schließt mit Empfehlungen zur Standardisierung von Radverkehrsdaten, zur Sensibilisierung für Smart-Cycling-Anwendungen und zur Unterstützung der Umsetzung von Smart-Cycling-Lösungen.
KI-Generiert
Diese Zusammenfassung des Fachinhalts wurde mit Hilfe von KI generiert.
Abstract
To achieve a 90% reduction in the transport sector’s greenhouse gas emissions by 2050, the North Sea Region has to move (among others) from fossil fuelled vehicles to cycling, especially in urban areas. All kinds of projects are initiated to contribute to this objective, each with their own objectives and means. The MegaBITS project, and its predecessor BITS, are aiming at greening the European transport system through the use of Intelligent Transport Systems (ITS) in the cycling domain. ITS can contribute to the attractiveness of cycling, by improving cycling safety, improving speed, improve convenience and comfort and by giving the cyclist a better experience. This paper highlights the results of the BITS project, shows the first results of the MegaBITS project and sheds a light on the prospects of smart cycling.
1 Introduction
With an average GDP of €28.516 per capita (2002) for its 60 million inhabitants the North Sea Region is a very prosperous region. But this comes with high societal costs: fossil fuel dependence, air pollution, liveability issues. The North Sea Region, like other EU regions, should move towards a greener society, with the ultimate EU aim of at least 55% greenhouse gas reduction by 2030 and climate neutrality by 2050 [1]. For transport this implies a 90% reduction in the sector’s emissions by 2050 [2]. To achieve this target, the North Sea Region has to move (among others) from fossil fuelled vehicles to cycling, especially in urban areas. This is exactly what the MegaBITS project [3] is doing: Greening urban mobility through smart cycling.
The main goal of this paper is to demonstrate that cycling policy should be more than just investing in bicycle infrastructure, bike parking, promotion and training. In the BITS project [4] over 30 ITS applications for cycling have been demonstrated and evaluated, varying from improving cycling safety to giving the cyclists a better cycling experience. In this paper a summary of the outcomes of the BITS project is given, we introduce the MegaBITS project and give an outlook on the smart cycling ecosystem.
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2 The Role of ITS in Cycling Policy
Derived from the Maslow’s hierarchy of needs (Maslow Pyramid) and Herzberg’s Two-factor theory, Mark van Hagen (Nederlandse Spoorwegen) and Bas Govers (Goudappel Coffeng) in 2019 developed a similar hierarchy of needs for cyclists, showing the factors influencing modal shift from car to bike. Firstly, cycling has to be safe and reliable, secondly it should be (relatively) fast and convenient (clear routes, easy bicycle parking, etc.). Once these levels have been matched, comfort and user experience become important.
Traditionally there are mainly four policy instrument to promote cycling: (1) building new cycling infrastructure, (2) Building bike parking facilities, (3) provide cycling education and (4) promotional campaigns for cycling. These instruments, or a combination of them, can be used to improve the cycling conditions: better safety, higher speed, more convenience, comfort and finally also a better cycling experience.
The Bicycle and ITS project (BITS) has added a new policy instrument: Intelligent Transport Systems (ITS). And coming with ITS also the provision of cycling data, either directly to the cyclist or indirectly to improve cycling policy. In fact ITS creates a digital layer on top of more traditional cycling policy instruments. ITS can influence each level of the cycling pyramid, as can be seen in Fig. 1 below.
Fig. 1.
ITS systems and services in relation to the cycling pyramid (source: MegaBITS project).
It should be noted that ITS is not a goal in itself. It should be used to fulfil the needs of the users (cyclists). The cycling pyramid forms the basis of the BITS project (2019–2022) and the MegaBITS project (2023–2026). Both projects are co-funded through the Interreg North Sea programme. In the following sections we will first present the main results of the BITS project, followed by a short description of the MegaBITS project.
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3 The BITS Project
Table 1 summarizes a selection of cycling ITS applications and lessons learned from the BITS project. A more extensive overview can be found in the BITS legacy booklet [5] and at deliverables section of the BITS website [6].
Table 1.
ITS applications and lessons learnt from the BITS project.
ITS domain
ITS applications
Lessons learnt
Safety
• Warning cyclists for motorized traffic (Zwolle)
• Reducing cycling speed with dynamic signs (Amsterdam)
• Analysis of 3D camera images of near accidents (Bornem/Antwerp)
• Dynamic lighting at cycle lane (Zwolle, Aarhus)
• Projects have resulted in safer roads, less near accidents and lower speeds
• Installation of road safety systems often is more cumbersome than anticipated (digging, connection to electricity, privacy issues)
• Busy and complex traffic situations might not be suitable for additional dynamic signage
• Warning systems at one location might improve safety there, but reduce safety at spots without these systems
Bike sharing
• Bike library with sensors (East Riding)
• Bike sharing for tourists and citizens (Overijssel)
• Bike sharing for students (Zwolle)
• Each situation requires clear goals and a clear bike sharing concept tailored to the goal
• Shared bicycles can be equipped with additional sensors to provide useful information for policy making (dangerous spots, parking needs, pollution, frequented routes, etc.)
Bike parking
• Bike parking referral system (Bruges)
• Bike parking guidance system (Zwolle)
• Signs should be placed at strategic and visible locations
• Safe bike parking highly valued by cyclists (more expensive e-bikes, cargo bikes, fat bikes, etc.)
• Bike parking info can be used directly by cyclists, but is also useful for cycling policy (need for more parking spaces, orphan bikes, etc.)
Traffic lights
• Green light for cyclists and extra priority for bike couriers (Zwolle)
• Extended green going downhill (Aarhus)
• Faster green for groups of cyclists (Overijssel)
• Requires so-called ‘smart traffic lights’
• Faster green highly appreciated by cyclists
• Smart traffic lights give additional benefits with collection of cycling data (e.g. counting, green time)
• For cyclists it is important to know that they have received priority over cars. This should be communicated
Apart from the ITS applications demonstrated in BITS, the project also produced the CycleDataHub [7] and the BITS Directory [8], respectively focusing on sharing data and sharing ITS applications for cycling.
4 MegaBITS Project
In the MegaBITS project seven cities and regions have different levels of bicycle infrastructure, bicycle use and bicycle policy, and therefore different priorities on the Bicycle Pyramid. For this reason, in the MegaBITS project each city/region promotes the digital transition of the cycling policy with a specific focus:
Smart cycling corridor (Province of Overijssel, City of Zwolle, City of Enschede)
Smart traffic management for cyclists (City of Copenhagen)
Digitizing urban cycling (City of Hamburg)
Engaging citizens (Province of Antwerp)
Smart cycling management (Le Havre Seine Métropole).
The MegaBITS project brings the digital transition of the cycling sector to the next level. By initiating 5 ITS cycling flagships in 7 cities/regions, MegaBITS will fast track the deployment of ITS technologies to improve rider safety, comfort and convenience, thus making cycling a more attractive mode of transport. Not only will the project demonstrate smart cycling in the flagships. The project also plays a pivotal role in bringing together the various public and private stakeholders in the smart cycling ecosystem, where different parties and initiatives each have their own role in making smart cycling an integral part of the sustainable mobility policy in Europe.
5 The Role of Smart Cycling in Europe
5.1 Policy on All Public and Private Levels
Cycling is well-known as a sustainable, healthy mode of transport. Private efforts are focused on the bicycle itself. A transition is going on from “analogue” bikes towards e-bikes, speed pedelecs and cargo bikes. Meanwhile, governments are providing different kinds of bicycle infrastructure, varying from simple bike lanes to sophisticated “cycle highways”. Recently, there is also more attention for the (potential) cyclists themselves, e.g. on how to initiate behavioural change. At the same time there is a transition going on towards smart cities and smart mobility to benefit from all kinds of technological solutions helping to achieve societal goals. Smart cycling is not yet part of smart mobility, but it should be. The BITS project showed the potential added value of cycling and ITS. And this will be continued in the MegaBITS project. After initial experimentation, it is now time to get smart cycling on the policy agenda at all government levels as well as on the agenda of the private smart mobility sector.
5.2 Bicycle Data
Smart mobility starts with data and digitalization. Data is needed for ITS solutions. The question is whether all data which is available for cars also has to become available for bicycles. Probably not, because a bicycle is not a car. So, data for automated driving is useful for cars but not for bicycles. But currently a lot of information is still missing for bicycles. That’s because most bicycles, in contrast to cars, have no sensor on board to give full information about origin and destination, routing, speed and so on.
Nowadays, a lot of energy is put in combining different sources to get useful cycling data. ITS solutions like counting with cameras, smart traffic lights and cycling apps are growing and give more information than in the past, when manual counting was common. But this combination of sources never gives the complete picture, partly also because data is often owned by companies. The question is if complete and/or real time data is needed for the applications that are useful for cyclists or for cycling policy. That has to be analysed and organised. MegaBITS plays a role in demonstrating applications using floating bike data in many of its flagship projects, as well as in further developing the CycleDataHub. Alternatively, the European NAPCORE project aims at coordinating the accessibility of data, including cycling data, through the National Access Points. And additionally in proposing standards for the key cycling data categories. In this way cycling data can take their place in the European Mobility Data Space.
5.3 ITS Solutions
ITS solutions are useful for cycling/mobility policy. It can help to create safe cycling conditions, to prioritize cycling at intersections, to ease access to shared bicycles, and many more. Smart cycling thus is an additional instrument to promote cycling, next to good infrastructure, nice bikes and good bike parking facilities. But which ITS solutions are needed where? Here it is important to differentiate between different target groups, with different wishes and incentives. Cycling can for instance be divided into utility cycling, recreational cycling and logistic cycling. But also the cyclist as a person has different needs and wishes, depending on whether he is experienced or not, elderly person, scholars, etc. For policy implementers it is important to have access to a toolbox of useful smart cycling applications. And when there are successful projects it is important to scale them up. The BITS directory is the knowledge hub for smart cycling applications, where local and regional authorities can find a myriad of smart cycling solutions as well as best practices.
5.4 Smart Cycling Ecosystem
The MegaBITS project is focussed on the implementation of smart cycling solutions and cycling data at the local and regional level, especially in the North Sea Region. But the project aims at a much wider cooperation:
With other smart cycling initiatives. Some of them are focussed on smart cycling, others only have it as a (small) part of their activities.
At a European level, and not just in the typical cycling countries like The Netherlands, Belgium and Denmark.
With public and private stakeholders.
This cooperation is needed in order to further boost the development of smart cycling applications and cycling data. This ecosystem of smart cycling actors and projects should work on a roadmap to enhance smart cycling in Europe, covering among others data standards, open cycling data, smart cycling use cases, best practices, governance and finance.
6 Recommendations on Smart Cycling
Smart Cycling and Cycling Data should be dealt with in a much more equal way as is the case with motorized traffic. We therefore recommend that more attention should be paid to the following Smart Cycling topics:
1.
Cycling data:
Standardisation of bike data: Lack of standardisation leads to higher costs for ITS providers and also for the road operators responsible for cycling data. It also makes it more difficult to gather data and do analysis on top of it, as it is hard to compare the data without standards.
Research on Floating Bike Data (FBD): Further research on FBD is needed, e.g. with respect to standardisation, representativity, applicability for various use cases, business cases for service providers to provide FBD, privacy issues.
Data Collection and Harmonisation: Data on cycling is scattered, not accessible or representative, and not gathered in a consistent way. The EC should stimulate the collection and exchange of cycling data in a consistent and harmonised way.
Quality of data: Definitions should be harmonised, and there is a need for full geographic coverage. Many Smart Cycling applications are based on cycling data. The applications can be only as good as the quality of the data!
2.
Smart cycling applications:
Awareness Raising: Smart cycling is not part of the toolbox of cycling policy makers, which means that more attention should be paid to creating awareness on the possibilities of smart cycling applications.
Cost/Benefit Evaluation: It is recommended to start studies focusing on the assessment of the costs and benefits of Smart Cycling, including investment costs, operating costs, benefits for the cyclists and socio-economic benefits (safety, traffic flow, environment, health, …).
Incubation and Scaling of the Smart Cycling Ecosystem: Authorities should financially support the implementation of Smart Cycling applications at the local and regional level. This will stimulate launching customers, help to overcome shortage of personnel and reduce risks.
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