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Denna rapport presenterar fyra delstudier som genomfördes med syftet att utvärdera hur elektroniskareklamskyltar (ERS) påverkar trafiksäkerheten.Delstudie 1 är en litteraturstudie som undersökte påverkan av ERS på trafiksäkerhet. Slutsatsen var attrörliga bilder samt placering av skyltarna har en stor inverkan på förarens beteende och att i mörker och iogynnsamma väderförhållanden kan ljusbilden upplevas som bländande vilket försvårar körningenspeciellt för äldre förare.Den andra och tredje delstudien jämförde trafiken före och efter installation av ERS. En jämförelse avhastighet och olyckor gjordes. Inga skillnader i trafikflöde och medelhastighet som beror på ERS kundepåvisas. Sammantaget fanns inget i det studerade olycksmaterialet som tyder på att olycksutfalletpåverkats av ERS.Den fjärde delstudien är en fältstudie som undersöker förares beteende i verklig miljö när de passerarERS på motorvägen. Mätningar av visuellt beteende samt körbeteende visar flera fall av visuell distraktionvid passage av ERS. Effekter på kördata kunde inte påvisas. Resultaten visar också en negativinställning till ERS för en majoritet av förarna.Sammanfattningsvis kan ingen påverkan från ERS på trafiksäkerhet ses på makronivå. Dock måsteeffekterna på visuell distraktion tas i beaktning och undersökas närmare innan det beslutas huruvida ERSblir en verklighet på svenska vägar. The present report presents four studies that were conducted with the aim to evaluate how electronic billboards (ERS) affect traffic safety. Study 1 is a literature review to examine how billboards impact road safety. The conclusions from the review showed that animated pictures and the location of the billboards have a major impact on driver behaviour as well as that darkness and adverse weather conditions can create glare which makes driving difficult especially for older drivers. The second and third studies compared the speed and the number of accidents before and after the installation of the billboards. Neither difference in traffic volume nor in average speed could be demonstrated. There was nothing in the studied accidents to suggest that the accident was affected by a billboard. The fourth sub-study is a field study investigating 41 drivers (driving and visual behaviour) on the E4 as they pass the billboards. Results showed several cases of visual distraction. The results also show a negative attitude to the billboards for a majority of the drivers. In summary, no effects from the billboards on traffic safety could be showed at the macro level. However, the effects of visual distraction must be taken into consideration and investigated further before deciding whether billboards will be implemented on Swedish roads.

The current Deliverable outlines the actual planning for the execution of the SAFEWAY2SCHOOL Pilots and is prepared in the context of WP7: “Verification Pilots evaluation” and specifically A7.1: “Evaluation Framework”. Pilots are experiments with users, which aim to contribute to the overall evaluation of the SAFEWAY2SCHOOL system. Pilots are an integral part of the final implementation of the SAFEWAY2SCHOOL system. Thus, it is important that Pilots are organised to cover all needs across SAFEWAY2SCHOOL subsystems or units, different users, different environments, etc. To this end, the aim of this Deliverable is to organise the Pilots of SAFEWAY2SCHOOL project in an optimal way with respect to the overall project objectives. The Pilot plan Deliverable should be considered as a living document, since minor changes may occur until the actual realisation of the Pilots. The aim of this document is to lay the foundation for the SAFEWAY2SCHOOL system evaluation. It covers what should be measured, broken down into the responsibilities of each pilot site, including the German simulator site. The document also provides a theoretical background to the pilot site testing, i.e., why should the appointed variables be measured. Lastly, it covers how each of the variables should be measured, also broken down into the responsibilities of each pilot site, including the German simulator site. The current Deliverable presents in detail the evaluation plans that have been developed in the context of the SAFEWAYSCHOOL project for the evaluation of the system under development.

Delivrable D3.1; In Deliverable 3.1 of Workpackage 3, we discuss the methodology developed and applied in the European ITERATEproject (IT for Error Remediation And Trapping Emergencies). This methodology has as its objective to design experiments that will provide data to seed the ITERATE model. In the ITERATE project a high-level theoretical model of vehicle operator behaviour has been developed in Workpackage 1, specifying the factors that play a role in the influence of innovative support systems on vehicle operation in potentially dangerous situations. Themodel isapplicable for different surface transport modes: road vehicles, rail transport and ships. Themodel will be calibrated by experiments investigating how the different factors interact. One hundred and sixty car drivers and 160 train drivers in five countries will drive with a static driving simulator, and 64 drivers (both train and car) with full motion simulators. Finally an executable simulation model will be constructed with the aim to predict the effects of support systems on operator behaviour and risk.

Delivrable D2.2; This Deliverable provides an outline of the process involved in task 2.2 of the ITERATE project forselecting an appropriate set of hypotheses to be tested inWorkpackages 3 (Experimental design andscenario specification), and 4 (Experimental studies).During a workshop with all partners involved in the project, hypotheses were formulated for thethree main system functionalities outlined in D2.1: those that support speed management (SpeedManagement), systems that support system object detection and avoidance (Collision Avoidance)and those that monitor operator state (Operator State). In formulating these hypotheses, partnerswere encouraged to consider systematically the effect of operator state and different operatorgroups on interaction with these three systems. To allow succinct formulation of hypotheses, fouroperator based parameters which are thought to affect operator behaviour with the system, wereidentified: sensation-seeking, hazard perception, fatigue and (high and low) task demand. Informulating hypotheses, partnerswere encouraged to consider the whole process linking a cause toan effect, with a clear mechanism that would link the two.

The current deliverable aims at presenting the results of the analysis of stakeholder needs, in order to have support for selecting the most relevant use cases. For the identification of user requirements of all stakeholders relevant to school transportation different methods were used: - Focus groups with representatives of one user or stakeholder group - Workshops with different stakeholders - 2 questionnaire surveys (Questionaire A: Road Experts, Questionaire B: children, parents and bus drivers) Problems and needs in the following areas were subject of discussions, interviews and questionnaires: - Behaviour of road users counteracting with school buses - Behaviour of pupils on the school bus and while entering and exiting the same - Design of bus stops - Protection of pupils on the school bus - Condition of school buses - Education of school bus drivers - Education of pupils concerning school transportation - Information flow - Route to/from school - Special needs of children with disabilities Results show that the organisation of school transport varies between countries and even within a country. Stakeholders underline the importance of consistent regulations and clear responsibilities as a basis for a safe way to school by bus.

I rapporten beskrivs och värderas trafiksäkerhetsåtgärder för äldre bilförare i Norge. Med hjälp av litteratursökningar (publikationer från år 2000 och senare) togs en översikt fram av åtgärder riktade mot såväl förare, fordon som väg- och trafikmiljö. En detaljerad beskrivning av tester som äldre själva kan använda för att bedöma sin egen förmåga och behov av eventuellt stöd presenteras också. I nästa steg värderades och diskuterades åtgärdernas effekter på trafiksäkerhet, mobilitet och säker mobilitet. Ävenåtgärdernas genomförbarhet i Norge beaktades.De åtgärder som utkristalliserades som trafiksäkerhetsfrämjande för äldre bilförare samtidigt som de intepåverkade mobiliteten på ett negativt sätt, var följande sju, utan inbördes rangordning: - Det befintliga systemet i Norge med läkarintyg från och med 70 års ålder för personbilsförare börutvärderas - Det befintliga systemet i Norge med begränsade körkort bör utvärderas - Utbildning för äldre bilförare bör fortsätta och området utvecklas för att nå bättre effekter - Egentester bör införas stegvis och denna användning bör evalueras - Framtagning och spridning av råd till äldre om att välja bil och utrustning bör stimuleras - Separat signalfas för vänstersvängande fordon bör om möjligt införas i signalregleradekorsningar, eventuellt kompletterad med ett separat körfält - Komplexa korsningar utan signalreglering bör om möjligt byggas om till cirkulationsplatser. The report describes and evaluates traffic safety measures for older drivers in Norway. Firstly, a literature review with a focus on current resarch since the year 2000 gives an overall picture of existing measures. Secondly, a review of existing and possible self-evaluation tests is made. Thirdly, the literature review and the review of self-evalution tests forms the basis for evaluating the effects of measures on traffic safety, mobility, safe mobility and viability. Seven measures of action which could be implemented in Norway are presented. - The current Norwegian driving licence policy of mandatory medical certificates for car drivers 70 years old and older should be evaluated. - The current Norwegian policy with restricted driving licences should be evaluated. - Education and training for older drivers should continue and develop to increase the effects on safe mobility. - Self-evaluation tests should be implemented step-by-step and their use should be evaluated. - Dissemination of checklists and advice to older drivers to facilitate choosing a car beneficial to safe mobility should be stimulated. - A separate signal phase for left turning vehicles in intersections regulated by traffic lights, possibly complemented by a separate lane should when possible be introduced. - Complex intersections without traffic lights should when possible be turned into roundabouts.

Driving and operating a vehicle is to a great extent a visual task. In driver behaviour studies it is therefore important to be able to measure where the driver is looking. Today this can be done unobtrusively and remotely in real-time with camera based eye tracking. The most common remote eye tracking systems use multiple cameras in order to give satisfactory results. However, promising results using only one camera has recently emerged on the market. The main objective of this study is to compare eye tracking systems with one and three cameras, respectively, during various measurement conditions. A total of 53 participants were enrolled in the study. Data from the two eye trackers were acquired and analysed in terms of availability, accuracy and precision. The results indicate that both availability and accuracy are affected by many different factors. The most important factors are the number of cameras that is used and the angular distance from straight ahead. In the central region (straight ahead) both one-camera and three-camera systems have a high degree of accuracy and availability, but with increasing distance from the central region, the results deteriorate. This effect falls harder upon the one-camera system. Interestingly, there were no significant effects when wearing glasses in either availability or accuracy. There was however an interaction effect between distance and glasses. Advantages with a one-camera system are that it is cheaper, easier to operate and easier to install in a vehicle. A multi-camera system will, on the other hand, provide higher availability and accuracy for areas that are far from the road centre. A one-camera system is thus mostly suitable for in-vehicle applications such as systems that warn drivers for sleepiness or distraction while multi-camera solutions are preferable for research purposes.

A field operational test including eleven hauliers was carried out to study whether truck drivers speed and seatbelt usage could be improved using ITS including an ISA-function, an advanced seatbelt warning and a logging function that allows the monitoring of driving behaviour. Three different warning and monitoring strategies have been studied: voluntary use and monitoring of behaviour, voluntary use and monitoring of behaviour in addition to a bonus, and a predefined user interface and monitoring of behaviour. The aim was to see how well the monitoring worked in changing behaviour and to see whether the effect was improved further by using either the carrot or stick. The results showed that it was primarily the predefined user interface that had an effect. There were also signs that the bonus had an effect but the effect was small and limited in time. The predefined interface however had a large effect; reducing the average speed on 90 km/h roads from around 78 km/h to 74 km/h. The downside of this system was that it had the lowest acceptance. However, the drivers were quite positive to have their driving monitored and did not see it as a problem that their managers or colleagues could see how they where driving. The conclusion is that the technology is mature to be used on a larger scale, both the drivers and the hauliers are susceptible to the technology but lack the motivation to use it. Ett fältförsök med elva åkerier genomfördes för att studera om lastbilschaufförers hastighet och användning av bilbälte kunde förbättras med hjälp av ITS som inkluderade en ISA-funktion, ett avancerat bältesvarningssystem samt utrustning för att registrera körbeteende. Tre olika strategier har testats: frivilligt användande av systemet och registrering av körbeteende, frivilligt användande av systemet och registrering av körbeteende med bonus samt ett förbestämt gränssnitt och registrering av körbeteende. Syftet var att se hur väl systemet fungerade för att påverka körbeteendet och om antingen moroten (bonus) eller piskan (förbestämt gränssnitt) skulle påverka effekten ytterligare. Resultatet visade att det var framförallt det förbestämda gränssnittet som påverkade körbeteendet. Det fanns även tecken på att bonussystemet hade en påverkan men den var liten och snabbt övergående. Det förbestämda gränssnittet hade dock en stor effekt; medelhastigheten på 90-vägar sjönk från 78 km/h till 74 km/h. Dessvärre var det detta system som var minst omtyckt bland chaufförerna. Chaufförerna var däremot relativt positiva till att bli övervakade och såg inget problem med att deras kollegor och chefer kunde se hur de hade kört. Slutsatsen är att systemet är moget för att använda i en större skala, både chaufförer och åkerier är mottagliga för tekniken, men de saknar motivationen att använda den.

I det här projektet identifieras riskfyllda situationer för äldre bilförare och analyseras äldre förares olycksinblandning samt deras visuella beteende i komplexa trafiksituationer. Projektet använder huvudsakligen tre metoder: 1) en grundlig analys av polisrapporterade trafikolyckor i Norge, 2) en litteraturstudie över tidigare forskning om äldre förares beteende (det vill säga kognitiva aspekter på bilkörning) och deras olycksinblandning, och 3) experimentella studier i Norge och Sverige med test av visuellt beteende och perception samt en fältstudie med körning på väg som genomfördes i Sverige. I fältstudien och testerna ingick 100 försökspersoner i Norge och Sverige, varav 53 ”äldre” (65-–81 år) och 47 ”yngre” (27-–55 år). Samtliga försökspersoner var vana bilförare. I projektets resultat framträder signifikant fler individuella skillnader i gruppen äldre bilförare än i gruppen yngre bilförare som ingår i fältstudien och de experimentella studierna i Norge och Sverige. Djupanalysen av allvarliga olyckor i Norge under åren 2005–-2007 visar att trötthet var den troligaste orsaken i åldersgruppen 35-–55 år (28 %) och den näst mest troliga orsaken i den äldre åldersgruppen 75+ (19 %). Sjukdom kunde vara olycksorsaken dubbelt så ofta bland de äldre förarna (28 %) jämfört med den yngre kontrollgruppen (14 %). När det gäller självmord var situationen den omvända: fler självmord förekom bland den yngre förargruppen (11 %) jämfört med den äldre (6 %). Att peka ut äldre personer som problem (riskabla bilförare) och utifrån deras kronologiska ålder kategorisera dem som en homogen grupp, innebär att man på ett olyckligt vis reducerar skillnader mellan individer och grupper av individer som baseras på andra faktorer exempelvis hälsoaspekter, genus, etnisk härkomst, boende och ekonomiska förutsättningar som inverkar på individers resande och deras tillgång till trafiksäkra fordon och säkerhetsutrustning i fordonen. Det finns inget i resultaten i projektet som talar för en begränsning av bilkörning och körkortsinnehav för en viss åldersgrupp äldre personer. Resultaten pekar snarare på ett stort behov av forskning om individuella variationer och mer förfinade forskningsmetoder för att identifiera riskfyllda beteenden i komplexa situationer samt metoder som kan reducera antal förare med trötthet och sjukdom som kan påverka körförmågan (dessa finns i alla åldersgrupper). Man bör vidareutveckla test av förare i komplexa situationer, fördjupa studierna av bilförares perception, deras erfarenheter och egna strategier för att undvika olyckor. Fortsatt forskning föreslås också omfatta utveckling av intelligenta tekniska system som kan vara stödjande för individen (till exempel informationsaccess och rekommendationer för väg och hastighet) plus andra adaptiva system i fordonen som stödjer äldre bilförare. Det finns också behov av studier av hur äldre bilförare prioriterar och använder stödsystemen samt hur stödjande säkerhetssystem kan göras mer tillgängliga för gruppen äldre bilförare. Hazardous situations for older drivers and older drivers' accident involvement and visual behaviour in complex traffic situations have been studied in the reported research project. Three main methods have been used: 1) a thorough accident analysis of police reported accidents in Norway, 2) a literature study on existing research on older drivers' behaviour (i.e. cognitive aspects on car driving) and accident involvement, and 3) experimental studies comprising visual and perception tests accomplished in Norway and Sweden and a field study on the road, accomplished in Sweden. In the experimental study and in the field study it was found significantly more individual differences among the older than among the younger drivers in the samples from Norway and Sweden. From in depth analyses of fatal crashes in Norway during the years 2005-2007 it was found that tiredness was the most often suspected cause of the accident among the group aged 35-55 years (28 %) and the second most often suspected cause in the group aged 75+ (19 %). Illness could be the cause of the accident twice as often among the older drivers (28 %) as in the younger control group (14 %). Concerning suicide, the situation could be the reverse with more deliberate actions among the younger (11 %) compared to the older drivers (6 %)

SAFEWAY2SCHOOL is a European research project carried out by research institutes, universities and industry in order to enhance safety for children on their daily way to school. SAFEWAY2SCHOOL aims to design, develop, integrate and evaluate technologies for providing a holistic and safe transportation service for children, from their home door to the school door and vice versa, encompassing tools, services and training for all key actors in the relevant transportation chain. These include optimal route planning and rerouting for school buses to maximize safety, on-board safety applications (i.e. for speed control and seat belts), "intelligent" bus stops, effective warning and information systems for bus drivers, children, parents and the surrounding traffic; as well as training schemes for all actors. The project innovative systems, services and training schemes will be tested in 4 sites Europewide, including North (Sweden), Central (Austria), South (Italy) and Eastern (Poland) Europe; to evaluate their usability, efficiency, user acceptance and market viability; taking into account the very different children's transportation to/from school systems across the different European regions as well as key cultural and socio-economic aspects.

In today's vehicles, active safety systems are introduced addressing a large variety of safety issues such as providing optimal stability control, braking effect, preventing spin and rollover, as well as collision avoidance, to mention just a few. In this study a literature review was performed in order to establish how the traffic safety performances of active safety systems with focus on Antilock Braking System (ABS) and Electronic Stability Control (ESC) are assessed. The areas covered were statistical evaluation, testing and driver behaviour. The literature review showed that in particular statistical methods, based on odds ratios, had been used in order to evaluate the traffic safety effect. In order to evaluate the effect of ESC in physical testing there are several test methods described in this report. Estimations of driver behaviour effects have been carried out by surveys among vehicle owners. Experiments performed in field or in simulator have also been found in the literature. From EU projects a variety of measures and test methods are available for assessment of driver behavioural effects.

Generally, more elderly will be travelling and be out on the roads as active road-users in the future. Research exists on the travelling habits of the elderly; but more in-depth knowledge on the elderly's preferences as license-holders, drivers, road-users and actors in public transport is required. The aim of this report is to give an overview of previous research as well as to indicate a number of directions for future research on the mobility of the elderly as actors within the transport system. The work has a clear multidisciplinary approach, with knowledge from social science, behavioural science and technical research on transport and the elderly. However, the main weight lays on social science and behavioural science issues. The report is divided into eleven chapters: 1) contains a short background, purpose and method questions; 2) discusses the project's scientific and social relevance; 3) provides theoretical background and theoretical concepts; 4) mentions previous research on the elderly as car drivers; 5) is a chapter on license-less vehicles; 6) discusses traffic and road design for the elderly; 7) discusses the elderly as pedestrians and bicycle road-users; 8) is about the elderly in public transport and 9) is about the training of elderly drivers. Chapter 10) consists of a final discussion and chapter 11) summarises point by point the need for research on issues which have come to light in the report