Gesture Bike

Gesture Bike: Examining Projection Surfaces and Turn Signal Systems for Urban Cycling 

This paper shows how interactive surfaces could be employed in urban environments to make people more aware of moving vehicles, showing drivers’ intention and the subsequent position of vehicles. To explore the usage of projections while cycling, we created a system that displays a map for navigation and signals cyclist intention. The first experiment compared the task of map navigation on a display projected on a road surface in front of the bicycle with a head-up display (HUD) consisting of a projection on a windshield. The HUD system was considered safer and easier to use. In our second experiment, we used projected surfaces to implement concepts inspired by Gibson’s perception theory of driving that were combined with detection of conventional cycling gestures to signal and visualize turning intention. The comparison of our system with an off-the-shelf turn signal system showed that gesture input was easier to use. A web-based follow-up study based on the recording of the two signalling systems from the perspective of participants in traffic showed that with the gestureprojector system it was easier to understand and predict the cyclist intention


Field of safe travel and minimum stopping zone

Projections around vehicles could be used to improve visibility and safety of participants in traffic. The visualizations are inspired by Gibson’s driving perception theory [Gibson, 1938]. The minimum stopping zone is displayed in front of the vehicle showing the distance needed to bring the vehicle to a halt. This depends on the speed of the vehicle. The visualization for the minimum stopping zone was implemented by placing two bars inside the front road projection that would increase in height depending on the speed of travel (See first image on the left). The other visualization is the “safety envelope” projected on the ground near the sides of the vehicle that becomes larger according to the speed of the vehicle. Left Figure, second image shows the ideal safety envelope surrounding the whole bike and the position of the rear projections from our implementation. Safe distances between bicycles and motorized traffic during overtaking should be larger than 0.85m [Crow, 2007].




[Gibson, 1938] Gibson, J. J., and Crooks, L. E. A theoretical field-analysis of automobile-driving. The American journal of psychology (1938), 453–471

[Crow, 2007] Centre for Research and Contract Standardisation in Civil and Traffic Engineering, Netherlands. Design manual for bicycle traffic.

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