Friday, July 14, 2023 - 11:59
Slovenia is a country with a lot of small and very dispersed settlements where public transport does not cover the needs of mobility. 2 million inhabitants have as many as 1.2 million cars. The proportion of older drivers (61+) is 28% and is growing. For elderly, the car is a source of autonomy, mobility and a building block of social inclusion. Drivers in this age group are the most common drivers of fatal accidents, most often in which they die themselves. During their driving career, cars, infrastructure, road rules, driving dynamics have changed and new forms of mobility have developed.
Friday, June 2, 2023 - 22:52
Il settore del delivery e' quello che maggiormente necessità di regolamentazione della sicurezza su strada.
Il modello utilizzato e operato dai bigplayers (ancora in Italia) è quello che i riders sono considerati lavoratori autonomi, con scarse tutele, un lavoro accessibile per tutti, in cui basta avere un mezzo e un cellulare. Criteri che noi consideriamo completamente insufficenti per operare in sicurezza e garanzia di servizio. Due to, questo modello di competizione imposto dai delivery players (più consegni = più guadagni) spinge il rider a consegnare senza nozioni o criteri di sicurezza stradale, in molti casi, elaborati e modificati in maniera fuori legge ai fini di aumentarli la velocità. Perché in questo sistema più corri, più consegni e più guadagni. Infatti, si registra un numero crescente di incidenti e morti tra i riders.
Il delivery per le sue caratteristiche, esclude un genere nello specifico, le donne, che non trovandolo sicuro e garantito non pensano di trovarvi occupazione, nonostante questo sia un settore in crescita e possa rappresentare tante opportunità di lavoro se viene esercitata corretamente,
Ed è per questo motivo che il nostro progetto è nato.
Per creare un modello di occupazione, inclusione e sicurezza.
TAKEVE, startup, società benefit è l’unico modello di delivery al femminile che impiega le donne disoccupate, precarie e in difficoltà sociale, assumendole regolarmente ha cercato da subito di contribuire a risolvere questo problema, riconosciuto dal Presidente della Repubblica Italiana, Sergio Mattarella, dal Senato, Camera di Commercio e istituzioni varie.
Altri problemi riscontrati dal delivery in termini di sicurezza stradale, non riguardano solo i riders, ma anche i cittadini che subiscono il loro traffico sregolato e i piccoli commercianti, penalizzati nel last mile, da un servizio non garantito e sicuro.
L’ambito del delivery proprio per la sua accessibilità consente a tutti di diventarne operatori, e più del 70 % sono immigranti, che entrano in situazione di svantaggio e vulnerabilità. Molti di loro, senza conoscere la lingua, formazione efficace per svolgere il lavoro, segnaletica e normative stradale, e altri aspetti di inserimento culturale e riferimenti sociali.
L'obiettivo di TAKEVE da subito è stato quello di stato creare modello etico, con un nuovo concetto di formazione, facile e coinvolgente, che creasse reali opportunità di lavoro basate su regole, sicurezza, permettendo il riconoscimento ufficiale di questa professionalità, sempre più richiesta da un settore fortemente in crescita.
Una formazione innovativa, con la fornitura di Dpi Luxon (gilet catarifrangente con tecnologia NFT di tracciamento di dati anagrafici, assicurativa e sanitaria), abbigliamento antinfortunistica,un control center diretto con app sos rider, strumenti e mezzi elettrici road safety e soprattutto un modello che non devono competere per guadagnare di più, ma consegnare in serenità e garanzia, evitando i rischi stradali.
Per questo abbiamo individuato partners che ci supportassero con i migliori strumenti, al fine di rendere scalabile, replicabile in tutto il mondo, un modello di delivery restaurato e riqualificato per garantire sicurezza stradale ed efficienza anche al b2c che il b2b riders formati nella professione, in maniera effettiva e verificata e non solo superficialmente come accade ora per tutti i grossi players del mercato.
Il modello utilizzato e operato dai bigplayers (ancora in Italia) è quello che i riders sono considerati lavoratori autonomi, con scarse tutele, un lavoro accessibile per tutti, in cui basta avere un mezzo e un cellulare. Criteri che noi consideriamo completamente insufficenti per operare in sicurezza e garanzia di servizio. Due to, questo modello di competizione imposto dai delivery players (più consegni = più guadagni) spinge il rider a consegnare senza nozioni o criteri di sicurezza stradale, in molti casi, elaborati e modificati in maniera fuori legge ai fini di aumentarli la velocità. Perché in questo sistema più corri, più consegni e più guadagni. Infatti, si registra un numero crescente di incidenti e morti tra i riders.
Il delivery per le sue caratteristiche, esclude un genere nello specifico, le donne, che non trovandolo sicuro e garantito non pensano di trovarvi occupazione, nonostante questo sia un settore in crescita e possa rappresentare tante opportunità di lavoro se viene esercitata corretamente,
Ed è per questo motivo che il nostro progetto è nato.
Per creare un modello di occupazione, inclusione e sicurezza.
TAKEVE, startup, società benefit è l’unico modello di delivery al femminile che impiega le donne disoccupate, precarie e in difficoltà sociale, assumendole regolarmente ha cercato da subito di contribuire a risolvere questo problema, riconosciuto dal Presidente della Repubblica Italiana, Sergio Mattarella, dal Senato, Camera di Commercio e istituzioni varie.
Altri problemi riscontrati dal delivery in termini di sicurezza stradale, non riguardano solo i riders, ma anche i cittadini che subiscono il loro traffico sregolato e i piccoli commercianti, penalizzati nel last mile, da un servizio non garantito e sicuro.
L’ambito del delivery proprio per la sua accessibilità consente a tutti di diventarne operatori, e più del 70 % sono immigranti, che entrano in situazione di svantaggio e vulnerabilità. Molti di loro, senza conoscere la lingua, formazione efficace per svolgere il lavoro, segnaletica e normative stradale, e altri aspetti di inserimento culturale e riferimenti sociali.
L'obiettivo di TAKEVE da subito è stato quello di stato creare modello etico, con un nuovo concetto di formazione, facile e coinvolgente, che creasse reali opportunità di lavoro basate su regole, sicurezza, permettendo il riconoscimento ufficiale di questa professionalità, sempre più richiesta da un settore fortemente in crescita.
Una formazione innovativa, con la fornitura di Dpi Luxon (gilet catarifrangente con tecnologia NFT di tracciamento di dati anagrafici, assicurativa e sanitaria), abbigliamento antinfortunistica,un control center diretto con app sos rider, strumenti e mezzi elettrici road safety e soprattutto un modello che non devono competere per guadagnare di più, ma consegnare in serenità e garanzia, evitando i rischi stradali.
Per questo abbiamo individuato partners che ci supportassero con i migliori strumenti, al fine di rendere scalabile, replicabile in tutto il mondo, un modello di delivery restaurato e riqualificato per garantire sicurezza stradale ed efficienza anche al b2c che il b2b riders formati nella professione, in maniera effettiva e verificata e non solo superficialmente come accade ora per tutti i grossi players del mercato.
Thursday, June 1, 2023 - 12:21
W latach 2000-2009 w Gdańsku odnotowywano średnio 649 wypadków drogowych, w których każdego roku życie traciło 29 osób. Tylko w 2009 r., na gdańskich drogach zginęły aż 33 osoby. Każda śmierć niesie za sobą przede wszystkim dramat rodzin ofiar, ale również ma wpływ na Gdańsk jako wspólnotę, którą od początku swojej misji i pracy formował oraz dbał prezydent Paweł Adamowicz. To dzięki jego inicjatywie od 2010 r. konsekwentnie wdrażamy i rozwijamy interdyscyplinarny plan poprawy bezpieczeństwa – Gdański Program Uspokajania Ruchu, który w kolejnych latach został przekształcony w Gdański Program Bezpieczeństwa Ruchu Drogowego na latach 2016-2030.
Gdańska Wizja Zero jest wizją troski szczególnie o pieszych i rowerzystów, co realizujemy przede wszystkim poprzez działania infrastrukturalne na rzecz ich ochrony, jak i zmniejszenie prędkości poruszających się po gdańskich drogach pojazdów. Co ciekawe, ogólnopolskie niezależne raporty (Janosik / Oponeo), przygotowywane co roku dla dużych miast, klasyfikują Gdańsk – mimo wielu wprowadzonych zmian – w ścisłej czołówce tych, po których, w ocenie kierowców, jeździ się najlepiej. Widać więc, że nasze działania, takie jak tworzenie stref zamieszkania, ograniczania prędkości do 30 km/h i innych, nie powodują zmniejszania płynności ruchu.
Musimy zdać sobie sprawę, że drogi są wspólną przestrzenią publiczną, z której korzystają kierowcy, rowerzyści i piesi. Wielu Gdańszczan, a także osób odwiedzających nasze miasto znajdzie się we wszystkich tych rolach, w różnym czasie, dlatego istotne jest, aby w każdej z nich mieli poczucie bezpieczeństwa i komfortu.
Gdańskie działania na rzecz poprawy bezpieczeństwa ruchu drogowego miały i mają na celu także zmianę nawyków transportowych ukierunkowanych bardziej na mobilność aktywną przy ograniczeniu wykorzystania samochodu.
Zawsze, wspólnie z mieszkańcami Gdańska, będziemy działać na rzecz minimalizacji liczby wypadków drogowych i ich skutków, przede wszystkim ofiar.
Gdańska Wizja Zero jest wizją troski szczególnie o pieszych i rowerzystów, co realizujemy przede wszystkim poprzez działania infrastrukturalne na rzecz ich ochrony, jak i zmniejszenie prędkości poruszających się po gdańskich drogach pojazdów. Co ciekawe, ogólnopolskie niezależne raporty (Janosik / Oponeo), przygotowywane co roku dla dużych miast, klasyfikują Gdańsk – mimo wielu wprowadzonych zmian – w ścisłej czołówce tych, po których, w ocenie kierowców, jeździ się najlepiej. Widać więc, że nasze działania, takie jak tworzenie stref zamieszkania, ograniczania prędkości do 30 km/h i innych, nie powodują zmniejszania płynności ruchu.
Musimy zdać sobie sprawę, że drogi są wspólną przestrzenią publiczną, z której korzystają kierowcy, rowerzyści i piesi. Wielu Gdańszczan, a także osób odwiedzających nasze miasto znajdzie się we wszystkich tych rolach, w różnym czasie, dlatego istotne jest, aby w każdej z nich mieli poczucie bezpieczeństwa i komfortu.
Gdańskie działania na rzecz poprawy bezpieczeństwa ruchu drogowego miały i mają na celu także zmianę nawyków transportowych ukierunkowanych bardziej na mobilność aktywną przy ograniczeniu wykorzystania samochodu.
Zawsze, wspólnie z mieszkańcami Gdańska, będziemy działać na rzecz minimalizacji liczby wypadków drogowych i ich skutków, przede wszystkim ofiar.
Friday, May 26, 2023 - 11:12
In Belgium, as in Europe and large parts of the Western world, life expectancy is ever increasing. While this "aging" is made possible by very comprehensive preventive or curative health care, this certainly does not eliminate all the cognitive or motor impairments associated with aging. In addition, older people are also becoming increasingly mobile, and more specifically, they are using their own vehicle or car up to a higher age.
As people age, two risks that are often used in the context of road safety become important:
- Accident risk: the likelihood to be involved in an accident.
- Injury risk: the likelihood of injury, given an accident has occurred.
With this product, the senior selftest, we focus on the triggers for accident risk with senior drivers.
Safe participation in traffic, in the context of an ageing population, presupposes two things: "driving skills" and "fitness to drive". Driving skills are strongly linked to learning processes, gaining experience, vehicle control and traffic insight. Fitness to drive has more to do with the physical and mental abilities of the driver: health, sensory and cognitive abilities, influence of alcohol, drugs or medication, etc.
Older road users usually have a very extensive mobility and traffic experience, and associated with that generally overall good driving skills. However, as drivers age, some of the mental and/or physical capacities needed to put those skills to good use gradually decrease. In other words, fitness to drive decreases. Examples are: reduced vision (sharpness, night blindness, etc.), poor hearing, higher reaction times, reduced muscle control or muscle strength, etc.
This decline in capacities is likely to proceed in two speeds. For most people it can be expected that this is a gradual process, which may also be partially absorbable or slowed down. Barring sudden illness and accidents, the decline in physical or mental functionality is a process of several decades. However, when looking at the oldest age categories, it can be expected that a quicker decrease in physical or mental functionality occurs as a result of (a higher likelihood of) more grave illnesses.
Although road users compensate for this natural decline in capacities to some extent (e.g. by driving less at night, driving slower, etc.), there is still a general risk that one's own skills and fitness to drive will be overestimated, or that a decline in skills and suitability will eventually go too fast. In other words, if a self-regulating compensation mechanism is used, it may not be enough to continue to drive “safely”. Different supporting measures need to be developed if we wish senior drivers to truly remain independently safely mobile.
With the Selftest we present a product that aims at increasing awareness with senior drivers on the importance of psycho-cognitive factors and their own capacities in relation to accident risk, and therefor safe and comfortable driving.
The Selftest, its development and use is described in the paragraph “project activities”.
The relevance towards improving road safety, compared to other actions taken to support safe driving by senior drivers, is described in the paragraph “evaluation”
As people age, two risks that are often used in the context of road safety become important:
- Accident risk: the likelihood to be involved in an accident.
- Injury risk: the likelihood of injury, given an accident has occurred.
With this product, the senior selftest, we focus on the triggers for accident risk with senior drivers.
Safe participation in traffic, in the context of an ageing population, presupposes two things: "driving skills" and "fitness to drive". Driving skills are strongly linked to learning processes, gaining experience, vehicle control and traffic insight. Fitness to drive has more to do with the physical and mental abilities of the driver: health, sensory and cognitive abilities, influence of alcohol, drugs or medication, etc.
Older road users usually have a very extensive mobility and traffic experience, and associated with that generally overall good driving skills. However, as drivers age, some of the mental and/or physical capacities needed to put those skills to good use gradually decrease. In other words, fitness to drive decreases. Examples are: reduced vision (sharpness, night blindness, etc.), poor hearing, higher reaction times, reduced muscle control or muscle strength, etc.
This decline in capacities is likely to proceed in two speeds. For most people it can be expected that this is a gradual process, which may also be partially absorbable or slowed down. Barring sudden illness and accidents, the decline in physical or mental functionality is a process of several decades. However, when looking at the oldest age categories, it can be expected that a quicker decrease in physical or mental functionality occurs as a result of (a higher likelihood of) more grave illnesses.
Although road users compensate for this natural decline in capacities to some extent (e.g. by driving less at night, driving slower, etc.), there is still a general risk that one's own skills and fitness to drive will be overestimated, or that a decline in skills and suitability will eventually go too fast. In other words, if a self-regulating compensation mechanism is used, it may not be enough to continue to drive “safely”. Different supporting measures need to be developed if we wish senior drivers to truly remain independently safely mobile.
With the Selftest we present a product that aims at increasing awareness with senior drivers on the importance of psycho-cognitive factors and their own capacities in relation to accident risk, and therefor safe and comfortable driving.
The Selftest, its development and use is described in the paragraph “project activities”.
The relevance towards improving road safety, compared to other actions taken to support safe driving by senior drivers, is described in the paragraph “evaluation”
Thursday, May 25, 2023 - 14:54
Young drivers (up to 24 years of age) and drivers with less than 2 years of experience are heavily represented in statistics on traffic accidents with severe consequences. In 2018–2020, 20% of all accidents were caused by such drivers.
Until 2021, driving school students prepared for the final exams in order to be able to answer questions that were focused on road traffic regulations. However, despite answering the test questions correctly, the student often did not understand the meaning of many of them. This had a negative impact on the correct application of road traffic regulations on the road.
Therefore since 2021, we have been working with other organizations in order to push through a fundamental change in the concept of test questions during the final exams and adjust them to the technological progress in the area of visualization in real traffic situations, with increased focus on how road users perceive hazards, from the perspective of both car drivers and motorcyclists. The project outputs are gradually being implemented in the final exams by the Ministry of Transport and this activity will eventually affect at least 100 000 novice drivers every year. However, we know that the project outputs will reach other target groups as well (companies and the public) thanks to the project promotion in the media. Every year, the project will appeal to hundreds of thousands more drivers in the middle age group. E.g. parents of novice drivers.
Until 2021, driving school students prepared for the final exams in order to be able to answer questions that were focused on road traffic regulations. However, despite answering the test questions correctly, the student often did not understand the meaning of many of them. This had a negative impact on the correct application of road traffic regulations on the road.
Therefore since 2021, we have been working with other organizations in order to push through a fundamental change in the concept of test questions during the final exams and adjust them to the technological progress in the area of visualization in real traffic situations, with increased focus on how road users perceive hazards, from the perspective of both car drivers and motorcyclists. The project outputs are gradually being implemented in the final exams by the Ministry of Transport and this activity will eventually affect at least 100 000 novice drivers every year. However, we know that the project outputs will reach other target groups as well (companies and the public) thanks to the project promotion in the media. Every year, the project will appeal to hundreds of thousands more drivers in the middle age group. E.g. parents of novice drivers.