 Diolch. Beth mae'n gweithio'r cyfrannu cyfrannu cyfrannu, ar ôl yn dweud yn cael eu cael eu cyfrannu cyfrannu, fel ymweld yn rhywbeth ateb, ac yn edrychwch ar ei fod yn oed ein gweithio y gallai gael ei wneud o'r cyfrannu cyfrannu ar y cyfrannu cyfrannu cyfrannu. Mae'n dechrau'r cyfrannu cyfrannu. Felly mae'n gweithio'r cyfrannu, mae'n gweithio'r cyfrannu cyfrannu ar y 80s, I didn't include some nice pictures, as you did, John, of those early ones. But really, like the eclectic car, they've only taken off in the last decade or so. And there's a very uneven landscape of how popular they are globally. So in some European countries, mainland European countries such as Germany and the Netherlands, they're very popular. Those of you from those countries know all about it. They're also very popular in China and other Asian countries. However, in some other countries such as the UK, they are not very popular. And many people have absolutely no idea what they are. So for those of you who don't, I've got this slide here talking about different types of e-bikes because it's also really important to distinguish between the different types of bikes. They are often brought together in discussions, and I would argue that they are quite different types and it's really important to be precise about that. So what they have in common is that they are a bike, that they have a motor, and they have a battery as you can see on the top left. But as you can see already from the images, you can have all sorts of different configurations of them. They can be folding bikes, they can be cargo bikes, they can go really fast, and they can have different modes of pedaling and assistance. So for example, there's a group of bikes called pedal assist, pedalec or electrically assisted bikes, which I'll mainly talk about today. They are like a normal bicycle, you need to pedal, and you can have additional assistance if you wish. But when you stop pedaling, the assistance cuts out. That's very different to the throttle controlled or twist and go bike that you see in the middle where you can have the assistance without pedaling. So it's more like a moped style bike really. You can pedal, but you can also go without pedaling. And then on the right we have the electric scooter moped, which is basically a normal scooter moped, which runs with electricity. So really important to always be careful which type you're talking about, because for example, with the electrically assisted bike, you're still getting the health benefits of doing some pedaling, even if it's easier. And when you switch it off, you have obviously greater health benefit. All of them you can charge up without needing a specific infrastructure like cars do. So they usually just plug into the mains and you can charge them like you would charge your phone or laptop. Are they sustainable? Always depends what kind of electricity they're charged up with and what kind of battery they use. I won't go into detail. But if compared with a car, the CO2 emissions certainly look a lot better. This is based on doing around trip 200 days a year, 15 or 5 miles a day. And the little green bit is the e-bike bit and the big one is the car CO2 emissions. There's been some research done that in many urban areas, e-bikes are faster than cars for trips up to 9km and that cargo bikes are the fastest alternative for goods up to 100kg in urban areas. The global e-bike market is growing for 2012 projected sales are about 30 million units. The vast majority of that is happening in China, so it's about 83 to 92% of the overall market. That is largely twist and go e-bikes that are more moped style than pedalex. Whereas the units sold in Western Europe and in the US are much more the pedalex style where you have to peddle to get the assistance and that's mainly due to the different legislation in those countries. This is a growing market so the projected growth rate between now and 2018 is 7.4% global and for Western Europe 11.8% so there's a lot happening there. Just to say that Asia and China is on a completely different scale than the European market in terms of the size that you can see on here. Now not only cars but also bicycles can be shared. We all know from the London Boris Bike Scheme and you can see an illustration of that in the bottom. They've been integrated with charging stations, they've been integrated with other modes of transport for example with the Deutsche Bahn in Germany and there are all sorts of ways how they're integrated into cities in interesting ways that you can check out. Now I wanted to mention the project I'm running at the University of Brighton. It's the smart e-bike project where we're specifically looking at how we can use electrically assisted bikes in the UK context and we're using mobile media for monitoring and feedback to riders. And we're especially interested to encourage people who don't currently cycle. So we've bought 35 of these Riley Electric assisted bikes. They're also a project partner. We've put a monitoring system on all of them with Android phones and Yo-Yo boards and sensors. It's all open source, other projects can use the same system and we can collect real-time data about the usage of these bikes as we give them out to different trial participants. So we know exactly how much they use the bikes, how much assistance they use and we can attach all kinds of other sensors and we can give real-time feedback to everyone riding the bikes and participating in the trial. And this is a really important part of it that we use the kind of mobile media infrastructure and the bikes together. I've got some early results for you from the first trial that we ran this year with the Brighton based insurance company where 20 people took out the bikes in the early summer and another 20 in the late summer and what is really promising is that we are managing to actually get people into cycling that did not previously cycle to work, people commuting. We got some people that did 450 miles in 10 weeks that did not previously cycle to work so that was a really interesting result and a lot of people had very emotional responses to riding these bikes because it's just more fun if you can go faster uphill or against the wind or overtake all those people in Lycra and not breaking a sweat. Now, people are also reporting that they are saving time and money by using the bikes and a sort of side effect that's not really part of our project but they are also reporting impact on health and well-being that their heart rate goes up, that they get to work out and that they do a lot more exercise when riding these bikes. And it's interesting to mention that actually using the bikes still fits in with the guidance on physical activity and the nice guidelines that came out last week in terms of moderate exercise. But really the bit that I want to end on if that's okay is the integration of media into this so I think it's really key to understand this not necessarily as a fleet of bicycle but much more as an internet of things. So each of these bikes is collecting data in real time. We can have sensors about pollution in the city, about people's heart rates about all sorts of other things going on and that can be shared with everyone else riding these bikes in the city. So what we are developing now is that people can share their ride data with others and they can put it on Facebook and all of that. And of course people are obsessing about their stats and the quantified self and all of that. So we are tapping into that. So I would say in the spirit of speculating about the future that if we think more about e-bikes and possibly less about electric cars that we could have multiple benefits of high density they take up a lot less space than cars of reducing carbon emissions of meeting physical activity guidelines of decreasing traffic noise. They are obviously silent and to really integrate communication networks into this mode of transport at an early stage to collect data about usage and how we can take it further. Thank you. Rhina, is this a competitor? No. No? And why not? I mean, your cars are small. They are not necessarily to be used to transport your big family goods or anything. We have also heard about cargo bikes. Okay, you can't fit two people but you get fit by using it. Yes, that's great. But you know, as I said, we believe in the whole system and we have for example a corporation in Dysrdorf on one of our locations with the next bike is a German bike sharing company and together with Public Transport where people buy a monthly ticket which includes hours driven with a bike sharing program and minutes driven with a car to go because at the end, as I said, people decide from situation to situation if it's raining and I have lots of bags in my hand I probably don't want to take the ride sharing program but I might want to take the bus I want to take the car sharing car. In summer, and this is, from our numbers, of course people prefer the bike because it's nice and warm and makes it fun to ride a bike. So people are really flexible. I think the secret only is they don't have this car in the garage anymore which forces them to take it every day because I've paid it anyway. So apart from this, I'm perfectly fine. I think this is the future otherwise I can't get people into only my cars if the people don't have alternatives like the bike or the bus or the train or a taxi or whatever. Now we'll stick to the theme for another five minutes if there are people in the audience who want to make a comment or want to ask a question please indicate in a moment so I see that already. I'll come back to you in a moment. Frog, another question I have and I guess obviously anyone who is already cycling would ask it. Is there not a danger that we are seeing e-bikes replacing conventional bikes and the question whether we see any evidence that's already the case? I would say that's probably different depending on the cycling culture that you already have in different countries and it's really important to be specific about that but what we are trying to focus on in our project is to engage people in cycling that do not currently cycle because they are being put off by going uphill, they are being put off by having a lot of wind along the sea front for example in Brighton people that don't want to arrive sweaty at work so all these kinds of reasons putting people off cycling or they are afraid that they might run out of steam and they can now use the assistance so I'm sure there will be some people who switch or who extend their cycling careers later on in life for example by doing so but we are mainly interested in getting people to change their mode of transport towards cycling. We had a question from the audience, Ben please. I'm the director of strategy for surface transport at transport for London and my job is to encourage people to take up more sustainable patterns of transport over and above the rail network it fascinates me in a conversation about post-car cities, we've talked almost exclusively about new forms of cars and electrically powered bicycles if you look at cities around the world that have encouraged sustainable patterns of movement they've done free things, really good mass transit walking and cycling using the quaint old manually powered bicycle and I think it's a real mistake that you've got to start with the alternative to existing car technology that's a very important part of the package but you've got to do those other three things first, not least because the technologies are available right now at a very significant mass scale so we've got to be clear about where you start and I wouldn't start with electric cars critical those are as part of the wider mix. Thank you, any further questions? I see here. Judy? There were two things really, I mean one of the essences and I wonder what the explanation is and if it isn't to do with huge youth and poverty and things like that that youth that it's not a choice actually it's to do with the state of the economic position of youth at the moment the second thing is I just wanted to pick up Philip's point about the family car and things and one of the things I remember very early in the green movement was that it's very much parents with young children who were trying to take kids round and shopping and all sorts of things who had lots of conflicts with early green politics that were anti-car and I just wondered what the demographics are I mean you know making it fun and the sort of pictures and all the images we've got here it seemed to me of single people and I just sort of wondered about that if there's any thought to different situations and different demographic groups Thank you John, are you willing to take that? Yes, thanks The first point about younger people and driving licences is interesting and of course it is hugely affected by current prolonged period of austerity but of course this period of austerity looks like it's going to go on for a long time and so it might be actually pretty setting in place particular pattern there are also surveys that ask people what young people do you want the latest smartphone or a second hand car or a car and they increasingly say so you've got this data now over quite lengthy periods that say I'm not getting a licence and I prefer a smartphone rather than a car it's sure it's highly interpretable data so it's kind of interesting I think the question you also say about families is interesting because of course the car is never just a means of individual transport it's also moving objects and of course this brings out the sort of materiality of lives that are lived partly in and through the car and of course moving other people, dependence and so on so one of the things will be important in all of these will be how is it that luggage and objects and materials and small people and elderly people are also moved so one of the things that implies is the diversity of forms that these vehicles whatever we call them are going to take and we shouldn't have a single size I suppose I'll take one more question from Thomas please looking at it from the consumers perspective I have a question to Mr Becker you probably have done some research on how the average city dweller uses his car and if you compare that with the cost he would have to spend for the car to go how does that compare we have done some calculations of course based on examples that we came up with I think it's very much looking at the individual situation first thing is I don't want someone to replace their car with car to go once again I don't want someone to sell their car and then use car to go only I want them to go into the transport system so at the end the calculation you have to make is someone sells their car and instead let's say 10 times a week uses the bus twice a week uses a taxi and once a week uses the rental car and then maybe twice a week which is an active customer in our statistics an active customer drives twice a week and not 50 times or something a week a car to go and then at the end of the month you draw the line and you see what the costs are and if you use public transport a lot if you use the bike or walk a lot and use the car from time to time at the end I'm pretty sure that the calculation will be better than owning your car and getting into it every day I think just if I can add this quickly also to this question when we buy a car, I mean we start with okay I go to work with one car and my husband goes to work with this car and then one has to bring the children away then suddenly the car has three places then we need to go to the grandmother on the weekend oh yeah then we need four places because we go all together and then we go on holiday sometimes okay the dog also has to be in so it's five places at the end and the car is huge and we take the car every day because it's there and we start with one person so the flexibility which the whole transport system gives us helps us also to avoid unnecessary space that is consumed or the day just to justify some events that come every area I don't know two weeks or so thank you it's time to move on and we'll now focus on intervention in space and the first and most obvious candidate is our home and a lot of discussions have happened about opening up our home it's one of these areas where probably we're most skeptical and over to Ken Larson with his experience at MIT and revolutionising our house thank you