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Bicycle infrastructure is in most cities a fairly recent addition and something that has, in many cases, been squeezed in where space has been available. Consequently, the properties of bike lanes differ a lot between different locations. An observation that is easy to make is that when bike lanes are wide, smooth, and straight, the variation in cyclists’ behaviour is low. When on the other hand there are lanes that disappear, that takes long detours, or are blocked for various reasons, cyclists start to act in a way that from an outsider perspective may look random or at least difficult to predict. This paper reports on a study where 17 cyclists have filmed their daily commute with GPS equipped action cameras. They then observed their film together with a researcher and explained how they perceive the route and how they make their choices in traffic. Based on the results of the study we present a tentative model of how cyclist behaviour can be predicted that can be used as a design tool when designing bicycle infrastructure or making changes to existing infrastructure. The model suggests that cyclist behaviour is affected by two sets of factors; physical factors that can be viewed as unintentional nudges associated with the environment, and subjective factors that are based on rational decisions by the individual cyclist.

The main objective of WP5 is to run a set of field trials with naïve users (i.e. not experts involved in the development of the measures) for all nudging and coaching measures developed in WP2-4. Field trials with naïve users are necessary in order to validate the estimated effectiveness of each measure. The field trials were set up in as realistic settings as possible, given the possibilities to implement/distribute each measure. This deliverable gives a short description of the field trial setup for each measure, and then reports the effects of the nudge on road user behaviour.

The report describe the research design for the project MeBeSafe, where different nudges as well as coaching measures to behave more safely in traffic are tested.

Bicycle riders are over represented in fatal traffic accidents in Europe, and the trend is still on the rise (European Commission, 2018). While most cycling accidents are defined as single accidents, the outcome of an accident where a car or other heavy vehicle is involved is naturally much more severe. A Swedish study found that eight of ten car-bicycle accidents happen in intersection scenarios (Isaksson-Hellman & Werneke, 2017). If cyclists, as well as car drivers, adapt their speed before intersections everyone has more time to spot each other and to take evasive action, which should lead to a decrease in accidents. Authorities around the world are putting up physical obstructions such as rumble stripes to make cyclists slow down, but is this the right way to go? Previous studies have found smooth surfaces to be a very important factor for cycling comfort, and vibrations to be highly disliked (Ayachi et al., 2015; Bíl et al., 2015; Stinson and Bhat, 2005; Torbic et al., 2003). The core of the MeBeSafe project is to investigate whether nudging, i.e. non-forcing measurements without demands on conscious interpretation, can be used to influence traffic behaviour and suggest how these nudges should be designed. In the project, both visual and haptic nudges have been developed and tested. This paper reports on an experimental study with 16 participants, 19-75 years of age, that was carried out with six different haptic nudges. The nudges consisted of modified surface softness and roughness as well as dimensional modifications. Results indicate that most haptic nudges have very little effect on speed and those with larger effect are generally disliked. This suggests that building physical obstructions for cyclists may not be the correct way forward, although results from cycling workshops performed in the project suggests that haptic nudges might be a good choice if one wants to nudge cyclist to change trajectory. If one wants to affect bicyclists’ speed, visual nudges are likely to be a more constructive route for cities to take.

The Gothenburg demonstration team has implemented and tested three (3) technological innovations (TIs), listed below according to the name and coding agreed with the EBSF_2 evaluation team and described in the following sections, namely:  New energy-efficient heating solution for electric buses (TIGot1). In an electric driven vehicle the on-board energy consumption for heating is of higher importance compared to a diesel or hybrid driven vehicle, since there is much less surplus heat due to the high efficiency of the system.TIGot1 has tested the efficiency of a heating solution for electric buses that is driven by electricity and biofuels instead of diesel.  Attractiveness and efficiency of innovative external and internal design of electric buses (TIGot2) A new driveline means the possibility to create new vehicle design. Four fully electric buses and seven plug-in hybrid buses (for comparison) that operate a new bus line in Gothenburg, line 55, have been demonstrated and evaluated.  Attractiveness of innovative bus stop designs (incl. indoor) and interaction between bus and bus stop designs (TIGot3). Electrification offers new opportunities for creating innovative solutions for the interface between public transport and the urban environment, in terms of new types of bus stops, including an indoor stop. TIGot1 belongs to the EBSF_2 topical area “Energy Strategy and Auxiliaries”, TIGot2 to “Vehicle Design and TIGot 3 to “Interface between Bus and Urban infrastructure”. The team has shown a 60% decrease in the energy consumption for heating by installing an air-to-air heat pump, added insulation in key areas, and updated control systems. This equals a 17% reducton in overall energy use for an electric bus under normal operating conditions in Gothenburg. In terms of attractivness of buses and bus stops the fully electric bus line that has been implemented in Gothenburg has proven to be very popular with the travellers, as well as the drivers. Key benefits are the silent, low vibration, comfortable and well kept buses; the competent and friendly bus drivers; and the innovative and welcoming bus stops. Not the least people with reduced mobility stated that the buses and bus stops were easily accessible and declared it “the best bus ever”. Nevertheless some issues were found, not the least in terms of how to integrate the bus stops better in the city. The project clearly has shown that in order for bus stops to become something more than just a place to wait, both placement in the city and the cooperation of the surrounding businesses are of vital importance.

This deliverable presents the full and final analysis results in relation to the safety impact assessment. It then draws upon these results to discuss the impact that the functions provided by Nomadic Devices have upon safety.

Using bicycles on an ‘as-needed’ basis, usually for a small rental fee and without the externalities and obligations linked to bicycle ownership, is what makes public bicycles a societally affordable medium to enhance the transition to a more sustainable urban transport paradigm. However, despite its distinctive character in terms of its potential to be a mechanism transforming in some degree urban mobility to a shared responsibility regime, bike-sharing still faces some of the same safety concerns associated with ordinary bicycle ridership. The most common problem for cyclists’ wellbeing is that the traffic system is designed predominately from a car-user perspective. Even the cities that have recently implemented public bicycle programmes, and therefore showed some extra care to provide fitting urban conditions for them, have not yet achieved to fully eclipse car-orientation as the prime cornerstone of their development norms. This means that transport systems worldwide do not necessarily take fully into account the main characteristics of cyclists reflecting safety themes: a cyclist is vulnerable (in a crash), flexible (in behaviour), instable (may fall off the bike), inconspicuous (difficult to see), has differing abilities (due to a wide range of the population), is conscious of effort (i.e., highly motivated to minimize energy expenditure), and sometimes seen as intruders in the traffic systems, rather than as an integral part. This work refers to the results of a research scheme that meant to examine road users’ attitudes directly reflecting public acceptability towards two bike-sharing schemes in Drama (Greece, 50.000 residents) and Gothenburg (Sweden, 500.000 residents). Although safety was not the principal initiative for doing this dual study, one key conclusion was that many people could not embrace bike-sharing due to their perceptions that bicycle represents in general an unsafe travel mode and that their cities provide only limited road safety for cyclists.