Die Landtagsfraktion BÜNDNIS 90/DIE GRÜNEN setzt sich dafür ein, Fahrradfahren im Freistaat attraktiver, schneller und sicherer zu machen und die dazu verfügbaren Mittel auszuschöpfen. Das bedeutet vor allem die Schaffung neuer Radwege, schließt aber genauso sichere und wetterfeste Abstellstationen für Pendler zum Beispiel an Bahnhöfen ein.

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Das Fahrrad wurde 1817 nicht in der Lausitz erfunden. Aber als Sportgerät, Transportmittel und als Wirtschaftsgut wurde das Fahrrad in den folgenden zweihundert Jahren nach und nach auch in der Oberlausitz bekannt. Teile dieser Geschichte sind in Vergessenheit geraten. Der Beitrag handelt vom Lausitzer Radfahrer-Bund (LRB), einer der ersten Radfahrerorganisationen in der Oberlausitz. „Kein Verband gewährt bei diesem geringen Jahresbeitrag so grosse Vergünstigungen!“ So lautete die regelmäßige Eigenwerbung für neue Mitglieder in der Deutschen Radler-Post aus Pulsnitz zwischen 1913 und 1915. Der Beitrag hat auch zum Ziel, die regionale Radsportgeschichte der Lausitz digital sichtbar zu machen, Forschungsfragen aufzuwerfen und Neugier zu wecken, weiteren Spuren zu folgen und diese zu veröffentlichen.:Spurensuche nach historischem Radfahrerwissen Lausitzer Mitglieder und Radfahrvereine Meisterschaften Weltkrieg Das LRB-Logo Was bot der Lausitzer Radfahrer-Bund seinen Mitgliedern? Wer kennt das Handbuch des LRB? Was bietet der (alte) LRB heute? Radfahrerwissen und Forschungsfragen Andere Radfahrerbünde in der Oberlausitz Zurück in die Zukunft Weitere Literatur

With the beginning of the COVID-19 outbreak and the restrictions put in place to prevent an uncontrolled spread of the virus, the circumstances for daily activities changed. A remarkable shift in the modal split distribution was observed. Cycling was seen as a reliable and resilient option in pandemic times as it allowed social distancing and poses a low risk of contagion. There are detailed studies on the effect of the pandemic on cycling traffic all over the globe which used different data sources, like app data. counters or surveys [1] [2]. Apart from the citizens' behavioral responses to the corona pandemic, the municipalities also put up interventions that were meant to support a shift to cycling-based movements in cities. The question to discuss is what changes will be permanent and which changed circumstances, e.g. increased subjective safety, lead to a long-term change of mobility patterns. The changes in mobility during the COVID-19 pandemic bad different impacts on road traffic collisions and road deaths in different countries. While there was a reduction of both indicators in 32 out of 36 countries in April 2020 compared to April 2019, there was an increase in the other four countries [3]. Others also found a reduction of traffic fatalities in 23 out of 24 countries in 2020 compared to a baseline of the previous years (2017-2019), the only exception being Switzerland [4]. The subjective well-being has also changed differently for the different transport modes throughout the pandemic. For example, in April 2020, 9% of respondents said they would feel more comfortable or much more comfortable if they used or would use a bicycle compared to pre-pandemic times; in summer and autumn 2020, this figure was 11 %, in spring 2021, it was 13%. In autumn 2021, 15% of respondents said they would feel more comfortable or much more comfortable if they used or would use a bicycle than before the spread of the coronavirus [ 5]. [From: Introduction]

Promotion of cycling is important to reach the goals for climate mitigation of the Paris Agreement and Goals ofthe Agenda 2030. Sustainable transport, both rural and urban, could contribute to at least seven of the 17 Sustainable Development Goals (ITDP 2015). There is relatively little research on cycling in Africa, and there is also much less research on cycling at night. Some studies show the importance of road lighting for minimising the reduction in the numbers of cyclists after-dark and suggest 'only a minimal amount of lighting can promote cycling after-dark, making it an attractive mode of transport year-round' (Uttley at el. 2020). So far, these studies have little relation to the situation in developing countries, which is why a first study in Nairobi, Kenya, is carried out here as an example. ... [From: Introduction]

Urban quality of life is measured by how clean the environment is, how safe people feel, how close they are to green spaces, and in general by the quality of outdoor space. Good quality public spaces are spaces that reduce road accidents through managing appropriately different transport modes, especially walking and cycling [1]. Cycling is healthy, economical, and environmentally sound form of mobility that is fundamental to life. More than one billion of the people in African cities walk or cycle for more than 55 minutes every day - to reach work, home, school, and other essential services [2]. One-third of the population of the African continent uses active mobility as a daily means of transport. This reveals that there is a potential of using cycling as a daily mode of travel in Africa. However, the poor quality of infrastructure for cycling sends a message that cyclists are not welcome in the urban environment. Despite the widespread use of non-motorized modes, transport planning and the provision of infrastructure in most of the cities in Africa have become carcentered, undermining the importance of cycling and walking. While the majority in the global south are active mobility users, they are not being respected by the public policies and experience 93% of the world's traffic fatalities and injuries [3]. Road traffic accidents are a major shes are not different in Africa. The World Health Organization Global Status report on Road Safety 2018 showed that the African region had 26.6 deaths per 100,000 populations, which is the highest among all regions [5]. Sub-Saharan Africa still has the highest per capita rate of road fatalities of any region in the world. Unfortunately, in most cases, the victims of traffic casualties are primarily pedestrians and cyclists [6]. Much of that is linked to the neglect of the infrastructure needs for pedestrians' and cyclists' safety. [From: Introduction]

Mobility has a vital impact on the quality of life in a city. Yet, traditional modes of car-centric transportation models generate large externalities that must be tackled by cities - such as congestion, noise and air pollution. The Free and Hanseatic City of Hamburg in Germany is striving for a mobility transition, making mobility more sustainable and environmentally friendly. The city wants to change the mobility behaviour by strengthening the means of transport that are causing less impact on the environment and climate. By 2030, the goal is to increase the share of cycling, walking and public transport to a total of 80 per cent of all routes travelled. Cycling, which is especially cost- and space-efficient, plays a crucial role here. More specifically, the share of all joumeys made by bike should be increased by 25-30 per cent within this decade. Within the framework of Hamburg's strategy of lntelligent Transport Systems (ITS), the city fosters, develops and conducts ITS-projects that focus, amongst others, on cycling. In order to increase the proportion of cycling, it is essential to promote its attractiveness. A cycling infrastructure that ensures smooth and easy cycling within the city is vital for a competitive alternative to motorised private transport. Furthermore, people enjoy cycling when they feel comfortable and safe [e.g. 3]. The ITS-project PrioBilce-HH follows this approach and addresses both topics: cycling comfort and safety. This abstract focuses on the aspect of safety.

Cycling offers many benefits, such as reducing traffic congestion, Iower emissions and health benefits. To further promote cycling, the cyclists' perceived safety needs to be addressed. In this context, automated vehicles offer high potential for designing safe and comfortable interactions with cyclists in the future. A key parameter in these interactions constitutes the proximity of vehicles passing cyclists to avoid causing discomfort. To evaluate specific scenarios with varying proximity, cycling simulators provide a safe and standardized environment for traffic safety research. Therefore, there are numerous efforts to implement cycling simulators for use in research. However, it is important to verify the simulator validity to ensure the generalizability of results. In this work, an implementation of a virtual reality (VR) cycling simulation is presented and it is aimed to investigate the simulator validity in terms of perceived criticality in traffic conflict scenarios as well as the participants' experience of presence within the VR cycling simulation. [from Introduction]

Data about bicycle usage is an important input parameter for several purposes. They are used to describe changes towards more sustainable transport, and partly to say something about changes towards more active transport as opposed to passive modes oftransport. Importantly such data are used as the denominator when calculating crash risk: for cyclists. In Norway, as in most countries, these data are captured in several ways today. This is partly done by using data from the national travel behavior survey, partly using figures from stationazy or mobile bicycle counters, and partly using other methods such as manual counts, etc. The technological development has provided several new opportunities to register such travel, in the form of more advanced stationary counters, advanced algorithms that interprets signal data, video recording solutions and app-based measurement systems. At the sam.e time, we see that development in the transport sector also creates new challenges. In just a few years, electric scooters have radically changed the traffic picture in cities and towns in Norway. There is therefore a need for more knowledge about different forms of ways to measure bicycle and micro-mobility use, their strengths and weaknesses, and what kind of strategies the authorities should have to be equipped to meet future changes in the transport field, as exemplified by the recent intlux of e-scooters. The current paper aims to respond to these challenges by answering the following research questions: • What are the relative strengths and weaknesses of different data sources for measuring cycling and micromobility use? • How weil do the different sources function to capture micromobility and to differentiate between traditional cycling and micromobility? • How can the different data sources be used as input for calculating crash risk for various forms of soft mobility (i.e. cycling and micromobility)?

Before the German reunification, Dresden was a city of motorized traffic and cyclist were rare. But in the 90's began a change of transport policy and cycling became more important. This Master Thesis wants to show the current standing of cycling in Dresden. Thats why the results of the "SrV"-study should be analysed with regard to potential cyclists and their journeys. As methods were used a descriptive analysis and the linear discriminant analysis, both used at a personal and journey-specific level of data. As a result, Dresden have to do much more to become a good "cycling-city", so the bike-level wasn't really high in the year 2013. Instead the car is still the mostly used transport vehicle and the proportion in the Modal-Split is only slowly sinking. But this study shows typical characteritics of cyclists and cycling journays of Dresden, so there is a basis to get more people involved to cycle and become a more eco-friendly city.