The 'Safety in Numbers' (SiN) effect proposes that when the volume of cycling traffic increases, the number of crashes increases less (relative to the cycling volume). A recent meta-analysis supported the general idea of a SiN effect, but also highlighted the heterogeneity of its strength, also see). The authors of this meta-study conclude that the SiN effect is strenger at the macro-level than at the micro-level, but bears no clear relationship to the quality of the cycling infrastructure. The mechanisms producing the SiN effect are still unknown. Possible explanations are (i) that safer street regulations and designs are more likely to ex.ist in societies with more wallcing and bicycling; (ii) changes in the behavior of people walking or bicycling; or (iii) changes in behavior of drivers. However, all of these explanations have their shortcomings. Additionally, some authors have argued that an increase in the number of crashes cannot be ruled out due to the increasing numbe:r of inexpe:rienced or particularly risk-taking cyclists. The:re appears to be little research on the question whether and how the SiN effect may be linked to specific road types featuring different combinations of speed zones and cycling infrastructures. Furthermore, the base rate of cyclists (i.e. the cycling volume) is a highly relevant factor when investigating the distribution of crashes throughout different road types [6]. In our research, we thus use a GIS-based approach aimed at testing the relation between the cycling volume and the number of crashes involving cyclists for roads featuring different speed zones and cycling infrastructures.

Although cycling becomes more and more popular, many people are still deterred from cycling by various aspects including a lack of perceived safety [1 ]. To o:ffer preferable infrastructure and, hence, to better promote cycling. it is therefore crucial to examine how cyclists evahmte their routes, and to figure out what makes an infrastructure seem unsafe or unattractive. Some studies have already identified i.mportant route criteria 1ike safety or comfort, and have connected them to certain route attributes. High traffic volumes and cycling on no or poor cycling facilities are experienced as stressful by cyclists [2], [3], and they try to avoid these routes in order to reduce possible interactions with motor vehicles [4]. In contrast, a separated cycling facility, low speed, and low traflic volumes are evaluated as safe and stress-ftee [2], [5]. Furthennore, cyclists prefer oomfortable routes, that is, routes with low gradient and few stops and traffic lights as weil as attractive routes with a green and pleasant su:rrounding [6], [7]. Most ofthe studies investigated those criteria deductively, that is, the researchers analyzed the results theorydriven and in terms of predetermined criteria. In a previous study, we examined them in an inductive and qualitative approach that allowed us to collect criteria with the participants' individual wording and content [8]. We found that cyclists evaluate their route attributes in terms of Mental Comfort, possible interactions with other road users, Physical Comfort, the Base of Use of the infrastructure, and the pleasanlness of the surrounding. Safety and stress were found to be sub-aspects of Mental Comfort, whereas Interaction was associated with attention and concentration due to other road users. The term comfort, however, was mentioned by participants only in terms of physical comfort. The aim of the present study is to validate these evaluation criteria found in our previous study, and to connect them to certain route attributes using the experimental approach of a bicycle simulator in combination with qualitative surveys.

At low speeds, older cyclists have a higher risk of losing balance and having an accident on a pedelec than younger cyclists. A stability assistance system with an electric motor acting on the handlebars can provide steering assistance and help stabilize a pedelec. However, the steering interventions can possibly affect the cyclist and his riding experience. Using a steer assisted pedelec, this study investigates the influence of these interventions on the cyclist and his riding experience at low speeds.

Mobility has changed in recent years in cities worldwide, th.anks to tb.e strong rise in vehicles of micromobility. Bicycle riding is the most widespread micromobility transport mode, followed by stand-up electric scooters (e-scooters). This increase in its use has also led to an increase in related crashes. Both cyclists and e-scooter riders are vulnerable road users and are lik.ely to sustain severe injuries in crashes, especially with motor vehicles. The crashes consequences involving cyclists and other micromobility users have already investigated using numerical simulation software, such as MADYMO and PC-Crash. Most of them have been focused on bicycles and electric bicycles, whereas only few of tbem have analyzed e-scooter crashes consequences. Posirisuk: et al. [1] carried out a computational prediction ofhead-ground impact k:inematics :in e-scooter falls. Ptak et al. [2] analyzed the e-scooter user kinematics after a crash against SUV when the e-scooter chives into the sidefront of tbe vehicle, a side B-pillar crash and a frontal impact initiated by tbe e-scooter to tbe front-end of the vehicle. However, they did not study the consequ.ences of a car to e-scooter side impact crashes. Xu et al. [3] did study these crashes but considering electric self-balancing scooters that are less widespread than e-scooters. Current study focuses on the consequences of a car to micromobility user (cyclist and e-scooter rider) side impact crashes. The analysis is based on numerical simulations with PC-Crash software.

Bicycle usage is increasing in urban (as well as rural) areas, which increases demand for better and safer infrastructure. Whilst the total number ofbicycle fatalities in European countries has been stable over the last ten years (:::: 2.000 fatalities per year for all European Union member states), bicycle fatalities and injuries in Germany have been increasing in this time. About two-thirds of all bicycle crashes in Germany occur at intersections, this proportion is highe:r than in Denmark and the N ethe:rlands (three-fi:fths). lntersections are tbus of high relevance for bicyclists' safety andin addition, they require sophisticated research methods because of their complex designs and the high numbers and types of uscr interactions and conflicts compared to street sections. This study analyses determinants of bicycle crashes at 269 signalised intersections in two major eitles in Germany (Dresden, Munich) as the basis for developing evidence-based recomm.endations for improving bicyclists' safety at existing intersections and for ensuring high safety levels at newly planned intersections from the very beginning. This study is part ofthe research project SiRou (nrvp.de/21520). The project is funded by the German Federal Ministry for Digital and Transport within the National Cycling Plan 2020(NRVP).

Micromobility has a direct impact on the urban area, since it tries to make cities more liveable, o:ffering an alternative transport option that contributes to reduce air and noise pollution. Additionally, it promotes intennodality, promotes money savings, reduces parking space and helps to avoid road congestion in cities that have their own lanes for the use of micromobility vehicles such as bicycles, stand-up e-scooters (escooters) and other personal mobility vehicles (PMVs). In Spain, micromobility has significantly increased in recent years, through the increase in the supply and demand for bicycles and other PMVs, mainly e-scooters. There are many reasons that have motivated users to prioritize the bicycle and the other PMVs over other means of tra.nsport. In addition to the growing concern for health and the environment, the COVID-19 pandemic has also driven the growth in the use ofthe different PMVs in 2020. Accordmg to data from Global Public Transport Report, published by the mobility application Moovit, 31 % of Spanianis have used bicycles, scooters or e-scooters in 2020, increasing their use by 7% since 2019. However, in parallel and because of the increase in PMVs exposure, the number of crashes involving users of these vehicles has also increased in recent years. For this reason, among road safety researchers, interest and concern for the study of this kind of crashes have also increased The aim of this research is to characterize the crashes in Spain in which at least one PMV (bicycle, e-scooter or other PMV) is involved between the years 2016 and 2020.

Discourse about the real-world effects of automated vehicles has intensified over the last decade, but few observational studies have been made examining their integration in real traffic. This research is based on the dataset prepared by Beauchamp et al. in [1] where video footage from two pilot projects involving automated shuttles in Montreal and Candiac in 2019 was analyzed to compute safety indicators from road user trajectories. The study showed that automated shuttles have safer interactions with other road users compared to human drivers following the same trajectories. Yet, this may not be the only characteristic of automated shuttles. These vehicles are notoriously slow, 10 to 15 km/h slower than human-driven cars in city traffic [1], which on city streets is bound to influence other road users, in particular following cars. lt is therefore hypothesized that automated shuttles may have a traflic calming effect, slowing other motorized vehicles [2]. Slower speed and the predictability of automated shuttles, obeying the rules of the road and yielding more willingly to vulnerable road users (pedestrians and cyclists) may also have an impact on these users' behavior [3]: for example, cyclists may pass the shuttle, pedestrians may cross outside of crosswalks. The present study aims to explore the potential effects of automated shuttles, with their slower spceds and more predictable behavior, on the behavior of other road users. [from Introduction]

IAB one solution of micromobility, e-scooters have become a trend in Germany. However, the concems about the safety of e-scooter riders, influence on pedestrians and the parking issues are growing. In 2020, 2,155 e-scooters involved personal injury accidents were recorded in Germany. The number rose to 5,502 in 2021 meaning an increase of 155.31 %. Compared to cyclists (incl. pedelec cyclists), the increasing rate of personal injury accidents in the same period decreased by 8.75 % [1, 2]. Against the background of accidents with e-scooters in cities, prior studies analysed severity and patterns of injuries caused by such accidents [3, 4]. In addition, comparisons are drawn to the consequences of accidents with other vehicles [5, 6]. Some studies also consider the risk of injuries in relation to the miles travelled [7]. The studies provide valuable findings but the approaches focus on the severe consequences of occurred accidents. At the same time, compared to bicycles, the centre of gravity of e-scooters is lower, they are more manoeuvrable and can still reach speeds of up to 20 km/h [8]. The question remains, if these vehicle characteristics are associated with different interaction behaviour. Hence, the aim of the present study is to reveal the riding behaviour profile in different contexts and investigate e-scooter riders' criticality in interaction behaviour compared with cyclists using surrogate safety measures. We aim to figure out if the interaction behaviour of the two modes differ and what the effects of potential differences are for safety considerations in the system of active mobility.

Verkehrserziehung und das damit einhergehende Ziel, die Sicherheit von Kindern und Jugendlichen im Straßenverkehr zu gewährleisten und zu fördern, ist seit den 1930er Jahren in Deutschland relevant. Dabei hat sich die inhaltliche wie auch terminologische Ausrichtung mehrmals geändert. Zwar wird Verkehrserziehung seit Jahren um den Begriff der Mobilitätserziehung ergänzt oder ersetzt, es ist jedoch fraglich, inwiefern es sich hierbei wirklich um eine Anpassung an aktuelle Mobilitätsanforderungen handelt. Weder in der wissenschaftlichen noch in der gesellschaftlichen Debatte hat sich bisher ein Konsens darüber herausgebildet, ob die Verkehrswende auch durch eine umfassende Anpassung der Konzepte im Bereich der Mobilitätsbildung flankiert werden muss. Im Rahmen dieses Papers wird im Lichte des historischen Wandels der Begriffe und der Beschreibung der aktuellen Debatten ein neues Konzept der Mobilitätsbildung vorgestellt werden. Dieses beruht auf dem Ansatz, Fähigkeiten wie die eigene Urteilsbildung sowie ein kritischreflexives Denken im Kontext von Mobilität zu entwickeln. Das Paper betrachtet weiterhin die Vereinbarung des dargelegten Verständnisses mit den aktuellen Voraussetzungen in Kitas und Grundschulen und formuliert daran anschließend Ansprüche an Mobilitätsbildung.

Mit der BVG sicher ans Ziel. Berlin wächst – und die Berliner Verkehrsbetriebe halten den Takt. Immer mehr Menschen aus der ganzen Welt zieht es nach Berlin, um hier dauerhaft oder vorübergehend ein Teil der Stadt zu sein. Oder sie auch nur für kurze Zeit zu entdecken. Das sich ständig wandelnde Berlin bietet Kultur, Natur und immer bessere Jobchancen. Berlins guter Nahverkehr sichert die Mobilität aller Bevölkerungsschichten und ist ohne Frage auch ein entscheidender Motor für den wirtschaftlichen Erfolg unserer Stadt. Die Menschen der Stadt – Bewohnerinnen und Bewohner und Gäste gleichermaßen – vertrauen der BVG. Dass sie ein hochqualitatives Angebot auf Schiene und Straße bringt und alle Ecken der pulsierenden Metropole mit ihren 3.000 Fahrzeugen ansteuert. Dass das 2.150 Kilometer lange Liniennetz alle Kieze der Stadt anbindet. Dass neueste Fahrzeugtechnologie zum Einsatz kommt, um die Luft sauber zu halten und den Lärm zu mindern. Dass Anlagen und Fahrzeuge ohne Barrieren zu nutzen sind. Die drei Millionen Menschen, die täglich mit der BVG unterwegs sind, vertrauen einfach auf den Service der BVG. Sie verlassen sich zu Recht darauf, dass Züge und Busse pünktlich und zuverlässig kommen und sie sicher an ihr Ziel bringen. Hierzu gehören eine kontinuierliche Wartung der Fahrzeuge und die fortwährende planmäßige Instandsetzung der Infrastruktur. Über 800 Kilometer Gleisanlagen und 1.500 Weichen von U-Bahnen und Straßenbahnen hält der Infrastrukturbereich der BVG intakt. Tag und Nacht sind die Mitarbeiterinnen und Mitarbeiter im Einsatz, um das 4.000-Kilometer-Energiekabelnetz zu warten und alle 7.500 Bahnhöfe und Haltestellen sicher und ordentlich zu halten. Fahrsicherheit und das Wohlergehen ihrer Kunden nimmt die BVG sehr ernst. Für mobilitätseingeschränkte Menschen führt die BVG jedes Jahr zahlreiche Trainings durch. Um Kindern eine sichere und selbstständige Nutzung öffentlicher Verkehrsmittel zu ermöglichen, bietet die Verkehrserziehung der BVG an Berliner Schulen spezielle Schulungen für 5- bis 10-Jährige an. Die Fahrerinnen und Fahrer erhalten eine profunde Ausbildung nach höchsten Standards. Die unternehmenseigene Verkehrsakademie Omnibus genießt einen guten Ruf in der Branche, bildet auch Externe im Omnibus- und Lkw-Bereich aus und bietet weiterbildende Seminare für alle Mitarbeiter in Dienstleistungsunternehmen an. Jährlich besuchen alle Beschäftigten mit Personenbeförderungsschein, die Straßenbahn, U-Bahnen oder Busse steuern, qualifizierende Schulungen. Der Großstadtverkehr Berlins verlangt eine besondere Konzentration – spezielle Trainings in Fahrsimulatoren bereiten auf Gefahrensituationen vor, um angemessen reagieren können. Die BVG schult ihre Fahrerinnen und Fahrer darüber hinaus in Deeskalation, um zu schlichten, wenn sich Fahrgäste bedroht fühlen. Deeskalationstrainings erhalten auch Bahnhofsaufsichten, Bahnhofsbetreuer und natürlich alle Sicherheitskräfte der BVG. Wo drei Millionen Menschen am Tag aufeinandertreffen, kommt es zuweilen zu Situationen, in denen geschlichtet werden muss. Um die Sicherheit und das subjektive Sicherheitsempfinden zu erhöhen, sind 24 Stunden am Tag und sieben Tage in der Woche eigene und externe Sicherheitsmitarbeiter der BVG im Einsatz. Ein verstärkter Personaleinsatz der BVG und eine größere Polizeipräsenz tragen dem gestiegenen Sicherheitsbedürfnis im Nahverkehr Rechnung. Das strategische Unternehmensziel der BVG lautet „Mehr und zufriedenere Fahrgäste“. Anvisiert sind eine Milliarde Fahrgäste im Jahr 2020. Im zurückliegenden Jahr waren bereits 947 Millionen Fahrgäste mit der BVG unterwegs. Eine Steigerung um 15 Prozent seit Beginn des Verkehrsvertrags 2008. Dies ist Anerkennung und Ansporn zugleich – für alle 13.000 Mitarbeiterinnen und Mitarbeiter der BVG, die tagtäglich ihren Beitrag für das zuverlässige, nachhaltige und sichere Mobilitätsangebot in Berlin leisten.:Vorwort 3 01. Einleitung 4 02. Objektive Sicherheitslage 8 Mehr Sicherheit für die Kolleginnen und Kollegen 12 Vandalismus 14 03. Subjektives Sicherheitsempfinden 16 Kundenbefragung zum Sicherheitsempfinden im Jahr 2013 19 04. Maßnahmen zu mehr objektiver und subjektiver Sicherheit 24 Personaleinsatzkonzept 26 Statistische Sicherheitstagesleistung nach Verkehrsträgern 27 Servicepersonal auf U-Bahnhöfen 28 Reaktionszeiten 29 Enge Zusammenarbeit mit Polizei Berlin, Bahn und weiteren Partnern 30 Ausbau und Modernisierung der Videotechnik 32 Anfragen von Videodaten 34 Akzeptanz der Videotechnik 35 Notrufsystem 36 Kundenhinweise zum Thema Sicherheit 37 Betriebsleitstelle Sicherheit (BLSI) 38 Zur Verfügung stehende technische Mittel der BLSI 39 Impressum 40