DESCRIPTION FIELD OF THE INVENTION

The present invention is in the field of a route in a three-dimensional environment, such as a passageway system, such as a tunnel, a narrow street with walls or buildings on both sides, an underpass, and the like, or as a cycle track.

A tunnel is an underground passageway. The definition of what constitutes a tunnel is not universally agreed upon.

Tunnels in general, however, are at least twice as long as they are wide. In addition, they could be completely enclosed on all sides, save for the openings at each end. Some civic planners define a tunnel as 0.1 miles (0.16 km) in length or longer, while anything shorter than this could be called an underpass or a chute .

A tunnel may be for pedestrians or cyclists, typically 5 or more meters in length, for general road traffic, for motor vehicles only, for rail traffic, or for a canal.

In the United Kingdom, a pedestrian tunnel or other underpass beneath a road is called a subway. This term was used in the past in the United States, but now refers to underground rapid transit systems.

A cycle track or path refers to a segregated cycle facility such as a road, a track, a path or a marked lane designated for use by cyclists from which motorised traffic is generally excluded. The term includes bike lanes, bike paths, and cycle tracks/separated bike lanes. The names and

definitions of the various cycle facility types vary from country to country, but besides local naming conventions, one of the main subdivisions is whether the facility is physically separated by barriers, parking or bollards from other

(especially motor vehicle) traffic, or whether the segregation is due to painted markings. The facilities have been modified over time and increased in variety as usage changes, and as cities receive feedback and experiment with improvements. BACKGROUND OF THE INVENTION

A Dutch (Alkmaar) police report about criminal behaviour in public and outdoor places reports that there is no more criminal -like or offensive behaviour observed in public passageways for pedestrian and/or cyclist than elsewhere at ^• more or less remote places within the same districts. Public passageways do not seem to stand out as incident-sensitive places .

However, in terms of perceived safety the situation is different. Results from a general questionnaire in a moderate size Dutch city (1400 respondents) reveal that no more than 5% of respondents may not qualify tunnels as unsafe. One out of three reported that they, for reasons of not feeling at ease, did keep away from using the tunnel at night . Local authorities indeed seem to be generally aware of this appreciation.

There are typical ways of dealing with the above problem. Once passageways have met the standard requirements (minimum height and width, unobstructed view, line-illumination in sidewalls, etc.; if practicable, entrance of daylight) further improvement of quality is most often expected, and especially by practitioners and civil servants at the local levels, from making better use of colour and/or wall painting. E.g., sometimes residents, after a brief graffiti-training, freshly and creatively upgrade the passageway. Unfortunately it is more than likely that, after some passage of time, their careful achievements will be repainted by ordinary and less attractive graffiti. Camera surveillance is a technique generally desired by potential users although its moderate effectiveness is realized as well, especially when it regards passageways at more remote places. It is applied in limited number, as it is generally a costly measure.

Typically, efforts to affect the quality of public spaces e.g. by auditory means are biased towards purely technical means, such as the preventive power of (highly) unpleasant sounds to free public places from youngsters with dissident behaviour. Furthermore, techniques are monocausal in nature that is, aimed at affecting perception by sensory stimulation of either the hearing system, the visual system or the olfactory system. Not many techniques allow for an active role of the potential impactee.

The present invention in the area of public routes and passageways aims explicitly at interactivity. It is noted that most people do not feel at ease when they use routes such as passageways, and it makes many of them decide not to use the passageway at night. Thus, there is a great need among

(potential) users for increased safety. Local authorities often agree with the above assessment by the public. It seems to be fair to conclude that there is a significant number of passageways in need of substantive improvement of perceived safety.

Also quality of life, e.g. in terms of health, exercise, environment, social embedding, stimuli, etc. is for many routes at least sub-optimal.

The present invention therefore relates to a route according to the introduction, as well as a method for improving attractiveness and/or use and/or quality, that overcomes one or more of the above disadvantages, without jeopardizing functionality and advantages.

SUMMARY OF THE INVENTION

The present invention relates in a first aspect to a route in a three-dimensional environment comprising an audiovisual communication system comprising

at least one first and preferably at least one second sensor, and

at least two of a group of electronic devices

consisting of an electronic visual device and an electronic audio device,

wherein optionally said at least one first and at least one second sensor are spaced apart functionally,

wherein optionally at least one first electronic device and at least one second electronic device are spaced apart functionally, that is, at least 5 or more meters apart, wherein at least one electronic device and at least one first sensor are spaced apart functionally,

wherein the at least two electronic devices and the at least one first and optional at least one second sensor are in connection to one and another,

wherein the at least one first and optional at least one second sensor are capable of detecting proximity of a human being,

wherein at least one electronic audio device and/or at least one electronic visual device are adapted to present information to a human being in close proximity of, and, as a consequence thereof, making use of, the three-dimensional environment, such as a passageway and a cycle-path.

With the term "route" a connection between two locations A and B is meant, which may be a pre-determined route that can be travelled by foot by bicycle, by car, or any other means of transportation.

Typically a route is located in the three-dimensional environment of daily life. The route further comprises the novel and inventive audiovisual communication system according to the invention.

The system is not limited to a user having a chip to identify the user. The present sensor may detect proximity of a user not having a chip. Further, the present system is interactive and interrelates a "virtual reality" of the system, specifically an interactive part thereof, with that of the route and its three-dimensional environment.

The system does not relate to a route wherein a person having e.g. one sensor, such as a mobile telephone or chip, is able to communicate with a receiver/transmitter or GPS system.

In an example the system is designed amongst others to increase the attractiveness of routes, such as passageways to potential users and, by achieving such effects, to decrease the room for negative feelings (like feelings of insecurity during traversing) . Furthermore, as a direct result of increased attractiveness, routes will be used more intensively. This, in turn, is most likely to lead to higher objective safety.

Further, by providing various applications, such as information, the quality of the route is improved.

Also users of a particular will be more aware of e.g. their health and environment, and are typically sensitive for stimuli, such as reward for achievements, social aspects, and yield.

In an example the present invention also relates to (electronic) applications, such as provided by internet.

An increased attractiveness is achieved, e.g. because a. in an example when entering the route the user's attention is drawn to a simple question about sound events in his ordinary life. It is a little informative game which, if personal deficiency does not automatically become public, most people find interesting;

b. in an example the right answer is provided already at the other end of the route, which creates and maintains high level curiosity;

c. in an example both audio and visual information are presented in ways that allow full reception of the

information while leaving time to think about the proper answer. As a result, the otherwise dull route becomes divided into separate sections of interest (typically three) .

d. in an example when exiting the passageway information will be provided about how other potential users have responded to the question; in general, such social

comparisons are liked.

e. in an example potential users are offered the opportunity to feed their own sounds with the corresponding 'question & answer' into the system by means of a website (then forming an intrinsic part of the system) . Typically, such opportunities generate considerable personal pleasure;

furthermore, it creates positive binding to the system as such .

f. in an example users can indicate whether they wish their passage (s) to be detected by the present system in which case they might receive, during passage, a brief

audio/visual message from another potential user (given the right/permission by the user to do so) . Typically, such opportunities for interaction create positive bonds between place (i.e., route, or part thereof such as passageway) and person .

Typically, many routes, such as passageways, expose users to negative attention demanding stimuli both physical (e.g., booming sound/reverberation that make it difficult to precisely locate the proximity of sound sources) and social in nature (e.g., 'In case of threat where to run for help?.') . In an example, the system replaces negative attention by positive attention. Moreover, this latter attention will be solicited in ways that stimulate the passing through.

An actual size of this effect (e.g., increases of 5%, 10% or more) needs to be assessed by site specific

measurements as much will depend on the local

(communicative) details of its introduction.

With more people traversing a route such as a

passageway the likelihood of committing criminal acts without being witnessed will decrease. However, actual incidence of such acts may not be high enough to allow the observation of meaningful decreases.

In an example the present system rests amongst others on fundamental psychological notion of perceived control. In psychology various forms of perceived control are

distinguished, ranging from cognitive to behavioural control, and from automatic/unconscious to decisional /conscious control. In general, when facing threatening situations chances are higher to experience psychological stress when limited or no resources are available to cope with the threat, or when, as a result, limited or no resources are available to resolve other problems (at home, at work, etc.) that require address simultaneously. Negative feelings following exposure to threat -like to whatever threat perceived in passageways- signal inadequate perceived control and, thus, stress (see Stallen and Tomas, 1984; Stallen, 1999) . Control resources can be exhausted by permanent exposure to threat or conflict. It has been shown that high level attentional resources are negatively affected after a walk in (and even after the mere viewing of photographs of) urban environments as compared to nature environments (Berman, Jonides and Kaplan, 2008; Kaplan and Berman, 2010) . It has been demonstrated that social factors play a powerful role in determining environmental stress. E.g., when allowed a ^¾ say' in when and how they will be exposed to threat, people respond with less stress and less negative feelings towards exposure (cf. Maris, Stallen, Vermunt and Steensma, 2007) . Increasing pleasure level reduces biases towards possible negative events.

In an example, at close distance (about 10m) from entering the route, e.g. a passageway, the attention of the user is drawn to a subject of general interest by visual means (text/question as displayed at screen attached to ceiling) . This directed and positive attention is sustained all the way through e.g. the passageway by the expectation and dosed provision of additional pieces of positive auditory (such as at least twice) and visual information (such as at least once more, viz. at the end) . In this way, cognitive resources are kept up to the mark (if not raised) during the entire passage instead of becoming exhausted by fear and uncertainty. As a result, there will be (no or) less stress.

In several ways an example of the present system offers positive feedback on the of the user. First, it offers 'voice' and decisional control by allowing direct user input via the website; both are powerful means to increase commitment to, and positive feelings about, situations of exposure that otherwise would be negatively evaluated.

Second, attention paid to the audiovisual information leads to better knowledge of an interesting (sound) event and/or to social comparative information (a question as "how well am I doing compared to others?" may appear in the mind) which is an important source of self-esteem. At present there is no system that uses all the essential elements of the system described in this patent document (e.g., visual information - auditory information - website) , let alone in a similar and expressly integrative way, such as by presenting information in a time-and- space structured way. In this respect, only some similarity exists with embodiments relating to effecting mood and to a combination of comfort, light and design, such as by subtle sensory stimulations. E.g., by subtly changing the colour and intensity of LED lighting it is attempted to affect people. Further, such embodiments do not demand explicit active mental engagement from, nor do they lead to such engagement by a user, as may be the case in the present invention. Further, these are not accompanied by a user- website as optional permanent part of a system. The embodiments do not operate by establishing and maintaining cognitive control. Evidently, these embodiments are not being aimed at the prevention of specific stress or negative feelings that prevail among many potential users.

Nevertheless, partial similarity might exist in the choice of sound events, as these may be selected for partially similar reasons (e.g., natural sounds of birds for the purpose of restoration) .

Further the embodiments of the prior art are directed at a specific audience. It is for instance explicitly motivated by the desire to increase attractiveness of passage to potential users of a traverse. E.g. , potential users have been given a priori influence in the composition of a * light sculpture' [decisional control] . Also sensors are placed in between LEDs enabling the sculpture to immediately respond (e.g., by changes of LED-intensity) to movements of nearby individuals [behavioural control] . This clearly allows for a highly interactive system. However, the embodiments are designed to capture attention in a

unidirectional way. They can only indirectly affect (prevent or reduce) stress generated by perceived threat.

The term "passageway" is further explained above. The term "cycle path" is also further explained above. Typically a cycle path will comprise one or more

passageways, e.g. when crossing a motorway. A cycle path may also refer to a running track or the like.

In order to detect presence or proximity of a person one or more sensors are provided. A sensor may be of any suitable kind, such as an echo, RF, RADAR, capacitive, inductive, Namur, light, such as IR. A detector may detect presence, heat, reflection, current, magnetic field, or any other form of radiation. A sensor may also detect speed and direction of a person, such as RADAR.

Preferably more than one sensor is present, each sensor being capable of executing a specific function. For instance, a first sensor may detect a human being entering e.g. the passageway. A second sensor may detect a human being in close proximity to an electronic device; a third sensor may detect a human being leaving e.g. the passageway, etc .

The at least one sensor will activate an electronic device to present information to the human being in proximity of or in e.g. the passageway or on route. As such the human being will direct his or her attention to the information. Ill thoughts, uncomfortable feeling,

unattractiveness , and the like, possibly being present in the human being will be at least shifted to the background. Also the route will appear more attractive to the human being in question. As a consequence, the human being will start passing the route more at ease. Even further, as during time, more people will experience the more attractive route and will appreciate the route, such as passageway, the route will be used more frequently, for instance because people will not find some benefits in avoiding the route worth the costs. In the end the route will become safer and/or will at least be experienced as more safe.

The electronic device may be a visual device, such as a screen, a flat screen such as an LCD-screen, a LED-screen, and a TV-screen. The dimensions of the visual device will not be too small, as information needs to be absorbed from a certain distance. It need not be too large, in view of costs for instance. In an example, in view of a position near ceilings of a passageway, rectangular forms of relatively small height, e.g. 150 cm x 30 cm, will often be considered. Depending on the application a dimension of from 40 x 20 cm to 100 cm x 60 cm is typically considered.

Typically a person will enter the route by foot or by bicycle. However, a person entering a route by car, such as a tunnel, such as a very long tunnel, may use the present system as well. Visual information may for instance also or alternatively be presented by visual means present in a car, such as a car navigation system. Such can for instance be achieved by sending wireless information to a receiver in the car.

The electronic device may be an audio device, such as a speaker, a set of speakers, or the like. If a car is present one or more speakers in the car may be used. Such can for instance be achieved by sending wireless information to a receiver in the car. Also earphones may be used as such.

Sensors are preferably spaced apart. That is, a person travelling over the route will first be detected by a first sensor and later by a second sensor, as the sensors are located at a different position. Typically in a passage way the space between sensors is from 0.1-0.9 times the length of the passageway, preferably between 0.3-0.7 times the length thereof. A space is optimised in terms of achieving the highest effect possible, e.g. in terms of well-being, attractiveness, etc. In a passageway, preferably a first sensor is located close to an entrance of the passageway, and a second sensor close to an exit of the passageway.

Alternatively, the effect may be increased by a larger number of sensors, each sensor executing a specific function. On a bicycle track sensors may be located at a distance of a few hundred meters to a few kilometres, e.g. depending on the envisaged use and effects to be provided.

In an example a sensor is in proximity of an electronic device, that is, for instance taken in a direction of movement of a person, before or after the electronic device, or, for instance, in a direction perpendicular to the movement, to the left or right thereof. The sensor will typically activate the electronic device, which device will present information. In an example the sensor is within a distance of 10 meters of the electronic device, preferably within a distance of 5 meters. If a sensor is required to function in two directions the distance is preferably less than 2 meters, if possible.

The at least one electronic device and at least one first sensor are also spaced apart functionally. Typical distances are comparable to those of the sensors mentioned above .

The system relates to various components, such as a sensor, which are connected to one and another, such as electrically, such as by a cable. However a connection may also be established wireless, by optical means, or any further suitable means. The components of the system need to be able to communicate, e.g. by providing instructions, such as a sensor providing instructions to an electronic device to present information.

Thereby the present invention provides a solution to one or more of the above mentioned problems.

Advantages of the present description are detailed throughout the description.

DETAILED DESCRIPTION OF THE INVENTION

The present invention relates in a first aspect to a route in a three-dimensional environment comprising an audiovisual communication system comprising at least one first and preferably at least one second sensor, and at least two of a group of electronic devices consisting of an electronic visual device and an electronic audio device,

wherein optionally said at least one first and at least one second sensor are spaced apart functionally,

wherein optionally at least one first electronic device and at least one second electronic device are spaced apart functionally, wherein at least one electronic device and at least one first sensor are spaced apart functionally,

wherein the at least two electronic devices and the at least one first and optional at least one second sensor are in connection to one and another,

wherein the at least one first and optional at least one second sensor are capable of detecting proximity of a human being,

wherein at least one electronic audio device and/or at least one electronic visual device are adapted to present information to a human being in close proximity of, and, as a consequence thereof, making use of, the three- dimensional environment, such as a passageway and a cycle- path.

In an example the system comprises at least one first sensor which is a wireless sensor, such as a wireless sensor operable in the RF frequency range of 30 kHz - 300 GHz, such as bluetooth, GPS, and RFID, preferably bluetooth.

In an example the present invention relates to a route wherein a human being is provided with a means for sending and/or receiving, such as a tag.

In an example the present invention relates to a route, wherein at least one electronic audio device and/or at least one electronic visual device are adapted to present information to a human being in close proximity of, and, as a consequence thereof, making use of, the passageway. A human being entering the route will have the perception that the route is more attractive and will feel more at ease.

In an example the present invention relates to a route, wherein visual information is in the form of a text and/or one or more representations and wherein audio ir formation is in the form of a sound, wherein preferably the audio and visual information are related. The text can be in any form. In an example the text could relate to a thought, a thought process, or the like. For instance, the text could indicate that a further information is to be provided. Such information could also be in the form of a representation, such as a picture or pictogram. The audio information could also be in any form. In an example the audio information could relate to a sound related to a typical object, such as the sea, an animal, etc. In a further example the visual and audio information are related, i.e. the visual information could question the source of a sound, like "is the (in case of two consecutive sounds: 1st) sound you will hear [a finch] ?" or, "which of the two opening sounds is composed by [composer] ?" or "which of the two comes from [a keyboard] , which from [an ordinary piano]?" etc. Subsequently the audio information will be the sound of the respective source (s) . Alternatively, questions could be asked like "at what speed can [a crocodile] dive?" while the user will be exposed to diving sounds.

In an example the order of, and the interrelationship between, the various related pieces of information of different modality will be regularly changed in order to prevent habituation and to maintain curiosity instead.

In an example the present invention relates to a route, wherein a length of a time frame wherein audio information is presented is long enough to substantially fully present the information, such as of less than 10 seconds, preferably less than 5 seconds. In an example the time frame wherein the audio information is presented is long enough to be fully heard. Such will clearly depend on the specific information. On the other hand a human being will pass though the passageway at a certain speed. It may therefore not be necessary to present the audio information too long. In an example the time frame is less than 10 seconds. In a further example the time frame is less than 5 seconds .

In an example the present invention relates to a route, wherein the audio information is focussed into a focus area of ] iss than 10 m ² , preferably less than 5 m ² , more preferably less than 2 m ² , wherein the audio information is focussed, and/or comprising a detection area of a sensor wherein the audio information is focussed.

In an example, in order not to generate too much extra noise, the audio information is focussed to an area where it is assumed to be heard. In an example the area is less than 10 m ² , such as 10 m by 1 m, or 5 m by 2 m. In a further example the area is less than 5 m ² . In a further example the area is less than 2 m ² . By focussing also the audio volume can be easily adapted, such as by being somewhat larger than background noise. Too noisy atmospheres are not perceived as being attractive.

In an example the present invention relates to a route, wherein the system comprises at least two electronic visual devices, a first visual device located at a first end of the route and a second visual device located at a second end of the route.

In an example the present invention relates to a route, wherein the system comprises a sequence of a first electronic device, in close proximity a first sensor and a second electronic device, in close proximity a second sensor and a third electronic device, and a fourth electronic device.

A first electronic device will present a first

information. A first sensor will subsequently detect proximity of a human being. In close proximity of the sensor a second electronic device will present a second information.

Subsequently, a second sensor will detect proximity of a human being. In close proximity of the sensor a third electronic device will present a third information. Subsequently a fourth electronic device will present a fourth information. In an example a first device will indicate with a text that a specific sound is to be heard, which sound is generated by the second device. The third device will reflect on the sound, and the fourth device will repeat the sound.

In an example the present invention relates to a route, comprising a website, preferably an interactively accessible website, adapted to provide audio information and/or visual information. As such, in an example, a potential user of the route, e.g. a passageway, may provide visual and/or audio information to the system. The user may further indicate a preferred time for the display of his information, and he will be informed by the system e-mail about the particular time slot allocated to him. This decision need not be taken by the system/operator (only) as it may be preceded by preference ratings by other potential users on the website of the information provided to be displayed. Then, the potential user may feel more positive about using, and may more frequently use, the route, e.g. the passageway. The website may also be used as a means to find out about the proportion of answers right-wrong collect, which comparative number may then be displayed also on the visual device at the exit of the passageway.

In an example the system comprises a moderator.

In an example the system comprises a data base with relevant information.

In an example the present invention relates to a route, comprising at least one system in a first direction of the route and at least one system in a second direction of the route, preferably at least two systems in a first direction and at least two in a second direction.

In an example a system is present for a first direction, e.g. passing from a first end to a second end of the route, e.g. passageway, and a further system is present in the other direction. In an example one such system is present for pedestrians and one for cyclist passing in a first direction, and also two systems are present likewise in the opposite direction .

The present invention relates in a second aspect to a method for improving attractiveness in a route, comprising the steps of

i. actively providing a first directional information, ii. detecting a human being, and

iii. actively providing a second directional information. The term "attractiveness" is directed to appearance and potential of the route, specifically to perception thereof by a potential user. In other words, what is the perception achieved by a user, and what is the effect achieved.

The term "actively" is indicating that actions, such as providing information, are performed intentionally, that is with a certain intention, and further at a certain time or within a certain time frame, the time frame typically being smaller than 1 minute. Thus, a painting on a wall, or graffiti, or the like, are not considered to be presented actively, as these informations were already present.

The term "directional" is indicating that the

information is spatially directed, e.g. in the direction of a user entering the route or making use of the route. This directionality also indicates that the information is aimed at achieving a specific goal, for instance at soliciting and directing attention of a user towards an object of the information. Even further, the term indicates that attention of a user is directed towards an area, in an abstract way, wherein a user may perceive well being, feel pleasant, happy, and the like.

In an example steps ii) and iii) are repeated two or more times. As such, attention may be attracted over a longer period of time, for instance if the route, e.g. passageway or cycle path is relatively long.

In an example the present method further comprises a step of

iv. actively providing a last directional information.

Such a step is typically provided at the end of a route and allows a user to reflect on the passage, e.g. by posing a question relating to the information provided.

EXAMPLES

The invention is further detailed by the accompanying figures, which are exemplary and explanatory of nature and are not limiting the scope of the invention. To the person skilled in the art it may be clear that many variants, being obvious or not, may be conceivable falling within the scope of protection, defined by the present claims.

FIGURES

Figure 1 and 2 show schematically a system according to the invention.

Figure 3 shows schematically a system according to the invention.

Figure 4 shows schematically a system according to the invention. Figure 5 shows schematically a system according to the invention

Figure 6 shows an example of a route according to the invention.

DETAILED DESCRIPTION OF THE DRAWINGS / FIGURES Figure 1 and 2 describe how the system functions in terms of information flows to and from a user.

Figure 1 describes the system in a simple form: one set of sensors (2) and speakers (2) for passages in either direction (A => B and B =>A) .

Figure 2 describes the system with two sets of sensors (2) and speakers (2) , one for each direction of passage.

Figure la is a model of a passageway, with (f) being the floor and (c) the ceiling. When entering at side A, the user reads a text on screen 101 (figure la-b) , hanging from the ceiling at some centimeters to the inside, if so required for optimal visibility in daylight. Briefly, upon entrance the user is detected (figure lc: 701) by sensor 201 (figure lb) , which will activate speaker 401 which, in turn, leads to exposure to its sound (lasting a few seconds) in area 801. When the user reaches 703 he will be detected by sensor 202 which will activate speaker 402 which, in turn, leads to exposure to its sound (lasting a few seconds) in area 802. Briefly, before leaving the passageway the user will read the text on screen 102 (displaying the answer to the question posed earlier at screen 101) . For users entering the passageway from the opposite side B a similar situation applies, except that they will be detected at position 704 (first) and 702 (second) .

Figure 2a is a model of a passageway, with (f) being the floor and (c) the ceiling. When entering at side A, the user reads a text on screen 101 (figure 2a-b) , hanging from the ceiling at some centimeters to the inside, if so required for optimal visibility in daylight. Briefly, upon entrance the user is detected in area 301 (figure 2c) by sensor 201 (figure 2b) which will activate speaker 401 which, in turn, leads to exposure to its sound (lasting a few seconds) in area 501. When the user reaches 303 he will be detected by sensor 203 which will activate speaker 403 which, in turn, leads to exposure to its sound (lasting a few seconds) in area 503. Briefly, before leaving the passageway the user will read the text on screen 102, which -on the side directed towards the inside of the passageway- displays the answer to the question posed earlier at screen 101. Depending upon local circumstances there may be additional insulation measures (601- 602) taken on the wall to reduce reverberation of sound from speaker 401 and 403 respectively .

In principle, for a user entering the passageway from the opposite side A' a similar situation applies. When entering at side A' , a user reads the text on screen 102 (figure 2b) , hanging from the ceiling at some centimeters to the inside if so required for optimal visibility in daylight. Briefly, upon entrance the user is detected in area 304 (figure 2c) by sensor 204 (figure 2b) which will activate speaker 404 which, in turn, leads to exposure to its sound (lasting a few seconds) in area 504. When the user reaches 302 he will be detected by sensor 202 which will activate speaker 402 which, in turn, leads to exposure to its sound (lasting a few seconds) in area 502. Briefly, before leaving the passageway the user will read the text on screen 101 which -on the side directed towards the inside of the passageway- displays the answer to the question posed earlier at screen 102. Depending upon local circumstances there may be additional insulation measures (603- 604) taken on the wall to reduce reverberation of sound 402 and 404 respectively .

Figure 3 shows how the system's operational unit (the various hard- and software components inside the bold area and the interface) is related to its information environment, that is, to an operator 012, a potential user Oil and to the actual user 001-004. In the case of a simple version the operational unit contains the hard- and software that produces and monitors the required functioning of screen 101-102, speaker 401-402 and sensor 201-202. The interface contains the website 902 and the e-mail service 901. Information is fed into, and received from, the interface both by the operator and the potential user. Information is fed into, and received from, the operational unit directly by the operator only. Information is received from the respective components of the operational unit at various moments during the traverse.- by user 001 from 101, by user 002 from 401, by user 003 from 402 and by user 004 from 102. Information is received by component 201 of the passage-module from the user 002 and by component 202 from the user 003.

Figure 4 shows schematically a system according to the invention when increasing the attractivity of the traverse at the various moments 005-009 in a more elaborate way. When approaching the tunnel entrance (005) the user allows the system to identify his presence by a wireless sensor 210 leading to a user-specific response on screen 101. As a result of this early and person-specific identification, and following the signal from a second sensor 201 when the user is at position 007, there will be a user-specific audio- and/or visual response 401, followed again by a user specific response on screen 102 when leaving the passageway (008) after detection by sensor 202.

Figure 5 schematically shows a system according to the invention in the event of a public bicycle path of considerable length, such as a few kilometres, such as from 2-50 km, with a passageway being optionally part of it, that is, when the wireless sensor (201 in Figure 4) , because of the nature of the path in question, must be displaced from near the entrance of the passageway to the entrance of t le path much farther away: 220 (and, at the opposite side, 230) . An example of such a bicycle (or cycle) path is between two neighbouring cities, such as between Rotterdam and The Hague, Arnhem and Nijmegen, and between commuting (or sleep) residence and work residence, e.g. a banlieue (or outskirt) and centre of a city. In practice, each of the sensors (220, 230) may not only measure 'the passing by of a person' at a 'given point in time' but also, if e.g. comprising of two separate detectors spaced sufficiently far enough from each other to allow accurate detections or using adequate radiation, measure 'the direction of the passing by' . This threefold information from both 220 and 230 allows computation of Total Time Taken to cross the total distance in figure 5 given as left to right (or in reality for instance from West to East; W-E) per individual user, to be displayed on the W-side of 112 for E-bound traffic (on the E-side of 111 for W-bound traffic) . Moreover, this individual TTT is relevant path-characteristic data, thus, important data by which the attractivity of the route system as such (a raison d' etre of the invention) can be increased. Therefore, like before, this data in particular, or as further example a given total of passings W-E and E' - W' achieved, will determine the user- specif ic responses at screen 101 (and, as a consequence thereof, at screen 102) at the appropriate moment when passing the detector 232 (E- bound) or 222 (W-Bound) and at screen 401 inside the tunnel. Furthermore, attractivity of traversing W/E, including the passing through the passageway A/B, is increased by one or more information screens 121-122, with its number depending upon the subjective length of D/A and B/E. For example, when travelling E-bound, screen 121 and 122 may display bicycle relevant information (e.g., commercials from bicycle manufacturer or health insurers) and information on weather- to- expect -at -the -time -of -return, respectively.

Figure 6 illustrates an integrated application of the invention to routes of either type, that is, in the small (an underpass) as well as in the large (a cycle track) . It shows successive symbolic interactions between route-user and route-environment as they appear to a user/cyclist travelling in one direction (in this figure: a cyclist track running from the center of the city of Nijmegen south of the river Waal to the center of the city of Arnhem north of the river Rhine) . Upon entering the unique part of the track (621e) display 651 presents one or more of GMT+1 time, welcomes the user, provides information about the actual wind direction and, as a first significant symbol of social interaction, it informs the user about how many RFID tagged users have passed by that position on that day already. A certain distance further, such as about 1 km further up, a second display 652 (e.g., LED-matrix or bill board) offers information on e.g. private or public benefits that may result from route-use. Somewhat later, such as halfway, at the route-at - large the route-user enters the route-at-small , that is, a part of a passageway that by its special nature (e.g., a tunnel) can play a special role in increasing the attractivity of the route-at-large . During the relatively brief period of crossing this short stretch, typically less than a minute, his attention is e.g. successively drawn to displays 653 (e.g., text display with question-raising information) , 654 (e.g., LCD-display in tunnel providing additional information to 653) and 655 (e.g., text display with answer-providing information) .

At a distance, such as about 1 km, before the end of the unique part of the track the user passes a display (656) showing the local weather forecast for his likely times of return later that day (or the weather of next morning if the present passage is at evening times) . At the end of the track the tagged user passes the RFID which causes his travel time to appear on the final matrix 657 some 50m further up.

The invention although described in detailed explanatory context may be best understood in conjunction with the accompanying figures and photographs.

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