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NordicWay 2 Version 1.0

There has been a rapid development of self-driving vehicles and the discussion have over the last years gone from the visionary discussion on the implications this may have on our society to the more practical discussion on implementation and what roles and responsibilities the involved actors have. The discussion nowadays is also focusing on connected vehicles and how to deal with the huge amount of data they will produce as much as on the vehicles themselves. Most vehicle manufacturers are now promising vehicles with advanced self-driving functionalities within the next 2-3 years, and connected vehicles are already being rolled out. These vehicles are primarily connected to an manufacturer specific cloud allowing for instance a Volvo to communicate and warn other Volvo’s of potential hazards. There is however no framework in place to allow for communication between different vehicle manufacturers or between vehicle manufacturers and Road operators. In the EU project NordicWay an interchange server allowing communication between vehicles from different manufacturers to communicate seamlessly with each other as well as surrounding infrastructure and road operators cross border have been build, implemented and successfully tested. The project has demonstrated the functionality of this communication channel by the services road works warning (TMA-trucks (Truck Mounted Attenuator) in operation), hazardous location warning (vehicles with activated hazard lights), and slippery roads warning (vehicles with ESP or ABS activation). The project has demonstrated this in the border area between Sweden and Norway as well as Sweden and Denmark showing that the communication works cross brand as well as cross border. Now that many of the technical issues with this kind of interchange server have been solved and the work is now focusing on industrial implementation, the practical and administrative issues are far from solved. These issues concern who will build, run and operate the interchange server, who will have access to data, what data and who will pay for this. The distinction between the public commitment in comparison with the private initiatives are yet to be solved. This study aims to identify the tasks, the services and the digital infrastructure that need to be in place as well as legal and administrative framework required for the implementation of connected and automated vehicles. This work will also highlight where there is agreement between the actors and where there is a disagreement and thereby identifying the criticalities in terms of implementation.

Elvägar, där el överförs kontinuerligt till fordon på vägen, kan vara ett sätt att nå målet om en fossiloberoende transportsektor. För att testa och utvärdera elvägar och elfordon på elvägar i ett tidigt stadium utvecklades en demonstrationsmiljö i körsimulator. En studie genomfördes med 25 förare där varje förare fick köra en 40 kilometer lång vägsträcka, dels med en hybridlastbil på elväg, dels med en konventionell lastbil utan elväg. Körning på elväg uppvisade inga anmärkningsvärda skillnader på förarens upplevelser vad gäller säkerhet och estetik eller körbeteende jämfört med körning utan elväg. Undantaget var medelhastigheten vilken var cirka 2 kilometer/timme högre på elväg. Energianvändningen var cirka 35 procent lägre på elväg. För att sprida projektresultatet till aktörer och intressenter av elvägar har ett stort antal demonstrationer genomförts, samt kommunikation via pressreleaser och tidningsartiklar. Det har även tagits fram en mindre, mobil körsimulator för elvägar som ett led i att nå ut till en större målgrupp. Electric road systems, ERS, where vehicles receive electricity continuously while driving, could be a way to reach the target of a fossil-free transport sector. A demonstration environment in a driving simulator was developed in order to test and evaluate ERS concepts and electric vehicles driving on ERS. A user study was conducted, where 25 drivers drove a 40 kilometre long route, both with a hybrid truck on ERS and with a conventional truck with no ERS. Driving on ERS showed no remarkable difference on driver’s experience of safety and aestethics or the driving behaviour compared to no ERS. The exception was average speed which was 2 kilometres/hour higher when driving on ERS. The energy consumption decreased 35 per cent on ERS. In order to disseminate project results to actors and potential users of ERS, a large number of simulator demonstrations have been conducted. There has also been a press release and a number of magazine articles. In addition, a portable ERS driving simulator was constructed and used in order to reach a broader public.

The purpose of this work has been to investigate how the driving simulator performs at the handling limit of a vehicle and improve its function so that the simulator feels and behaves more like a real vehicle when driving on the limit. Tests were performed with a Volvo S40, the same vehicle model for which the driving simulator vehicle dynamics model is based upon. Based on these test results the vehicle model that is currently used in VTI’s driving simulator III was modified in order to better simulate vehicle characteristics when driving on the handling limit. A method for validation of handling characteristics was developed. The method is based on the double lane change manoeuvre, and comprise a subjective and an objective part. The method was regarded to work well, and the validation tests showed that the modified vehicle model closer captures the understeer and time lag properties of a real Volvo S40 compared to the original model. Still, additional improvements need to be made before the model can be regarded as fully useful for on-the-limit driving situations. Körsimulatorstudier som involverar körning på gränsen till fordonets förmåga (handling-gränsen) behöver fordonsmodeller som på ett korrekt sätt kan modellera dessa situationer. Syftet med detta arbete har varit att undersöka hur VTI:s körsimulator presterar vid körning på gränsen till fordonets förmåga och att förbättra dess funktion så att simulatorn i högre grad upplevs och beter sig som ett riktigt fordon i denna situation. Tester utfördes med en Volvo S40, samma fordon som simulatorns fordonsmodell är baserad på. Utifrån resultaten från dessa tester modifierades fordonsmodellen i VTI:s körsimulator III för att bättre kunna simulera körning på handling-gränsen. En metod för validering av handling-egenskaper togs fram. Metoden är baserad på double lane change manövern, och består av en subjektiv och en objektiv del. Metoden ansågs fungera väl, och valideringstesterna visar att den modifierade fordonsmodellen bättre beskriver understyrningskarakteristik och tidsrespons hos en riktig Volvo S40 jämfört med den ursprungliga modellen. Dock behövs ytterligare förbättringar av modellen innan den kan anses som fullt användbar vid limit handling.

The use of mobile phone and similar devices while driving has been a topic of discussion and research for several years. It is now an established fact that driving performance is deteriorated due to distraction but no clear conclusions can yet be drawn concerning influence on crash rates. Better studies on this relationship is needed. Most countries in Europe and many countries elsewhere have introduced different types of bans for handheld devices. Sweden has, however, no such bans. VTI was commissioned by the Swedish Government to outline possible means to reduce the dangerous usage of mobile phones and other communication devices while driving as alternatives to banning. This task was a result of a previous VTI-state-of-the-art review of research on mobile phone and other communication device usage while driving. One of the findings in the review was that bans on handheld phones did not appear to reduce the number of crashes. Eighteen different countermeasures in three main areas were suggested. (1) Technical solutions such as countermeasures directed towards the infrastructure, the vehicle and the communication device. (2) Education and information, describing different ways to increase knowledge and understanding among stakeholders and different driver categories. (3) Different possibilities for how society, industry and organisations can influence the behaviour of individuals, via policies, rules, recommendations and incentives. Our conclusion is that a combination of different countermeasures is needed – where education and information to the drivers are combined with support and incentives for a safe usage of different communication devices.

Alkohol i kombination med bilkörning är ett relativt väl utforskat område men när det gäller andra ämnen är kunskapen bristfällig. Syftet med den här studien är att kartlägga omfattningen av illegala droger och mediciner i svensk trafik. Resultaten visar att alkohol är det största problemet ur trafiksäkerhetssynpunkt men att det också finns stora olycksrisker förknippade med illegala droger. Även användning av mediciner medför förhöjda olycksrisker men tolkningen av dessa resultat försvåras av att vi inte vet om medicinerna använts enligt läkares förskrivning eller ej. Här behövs mer forskning för att utreda vid vilken användning mediciner blir ett problem i trafiken.

Denna rapport behandlar tänkbara åtgärder för att reducera farligt användande av mobiltelefon och annan kommunikationsutrustning under körning. En viktig del i uppdraget var att belysa alternativ till lagstiftning om förbud. Åtgärdsförslagen täcker flera områden. Ett av dem är teknik, vilket innefattar både teknik i fordonet, teknik i kommunikationsutrustningen och en sammankoppling med infrastrukturen. Ett annat område handlar om utbildning och information och beskriver olika sätt att öka människans kunskap och förståelse. Ett tredje område belyser olika möjligheter som samhället har att påverka människans beteende, både via förbud och lagar och via incitament. En lista över samtliga åtgärdsförslag finns på rapportens baksida. Det finns både för- och nackdelar med användandet av kommunikationsutrustning under körning. Hur användandet ska hanteras är ett komplext problem och det är osannolikt att en enskild åtgärd står för hela lösningen. En åtgärd kan till och med vara beroende av att andra åtgärder redan är implementerade. Många åtgärder har en baksida och man kan inte förvänta sig tydliga målbilder och rakt igenom positiva resultat. Man måste därför lyfta blicken och inse att om fördelarna överväger nackdelarna så är åtgärden värd att genomföra. Olika åtgärder kan dock stärka varandra och delvis fånga upp möjliga negativa sidoeffekter. Vi anser att en kombination av olika åtgärder som dels utbildar och informerar och dels stöttar föraren i att kunna hantera kommunikation på ett säkert sätt är att föredra över ett förbud av användningen av kommunikationsutrustning under färd likt det som idag finns i andra europeiska länder. En kontinuerlig uppföljning och utvärdering krävs för att säkerställa att åtgärderna har förväntad effekt. This report outlines possible means to reduce the dangerous usage of mobile phones and other communication devices while driving. An important aspect of this commission was to demonstrate alternatives to legislation. The suggested countermeasures cover several areas. One is technical solutions, including countermeasures directed towards the infrastructure, the vehicle and the communication device. Another area includes education and information and describes different ways to increase knowledge and understanding. Furthermore, there are different possibilities for how society can influence the behaviour of individuals, both via bans, recommendations and incentives. The usage of communication devices while driving has both advantages and disadvantages. How to deal with device usage is a complex problem, and it is unlikely that one single countermeasure can provide a complete solution. One countermeasure may even depend on the implementation of others. The exact effect of most countermeasures is hard to predict, and possible side effects may occur. It is therefore necessary to be pragmatic, meaning that countermeasures whose advantages outweigh their disadvantages should be implemented. Also, different countermeasures can reinforce each other which may attenuate negative side effects. It is our opinion that a combination of different countermeasures – which educate and inform the driver while at the same time support him or her in a safe usage of communication devices – is preferable to a law against communication device usage while driving. Continuous follow-ups are necessary to ensure the outcome of implemented countermeasures.

Rapporten kan ses som en verktygslåda av åtgärder med syfte att motverka de trafikfarliga aspekterna av kommunikation under körning och samtidigt bevara de positiva effekterna. Åtgärdsförslagen täcker flera områden och är tänkta som alternativ till lagstiftning om förbud. Ett av dem är teknik, vilket innefattar både teknik i fordonet, teknik i kommunikationsutrustningen och en sammankoppling med infrastrukturen. Ett annat område handlar om utbildning och information och beskriver olika sätt att öka människans kunskap och förståelse. Ett tredje område belyser olika möjligheter som samhället har att påverka människans beteende, både via förbud och lagar och via incitament. Vi vill poängtera att det finns både för- och nackdelar med användandet av kommunikationsutrustning under körning. Hur användandet ska hanteras är ett komplext problem och det är osannolikt att en enskild åtgärd står för hela lösningen. En åtgärd kan till och med vara beroende av att andra åtgärder redan är implementerade. Många åtgärder har en baksida och man kan inte förvänta sig entydiga och rakt igenom positiva resultat. Man måste därför lyfta blicken och inse att om fördelarna överväger nackdelarna så är åtgärden värd att genomföra. Olika åtgärder kan dock stärka varandra och delvis fånga upp möjliga negativa sidoeffekter. This report outlines possible means to reduce the dangerous usage of mobile phones and other communication devices while driving, while at the same time preserve the positive effects. The suggested countermeasures cover several areas and are intended to function as alternatives to banning device usage. One is technical solutions, including countermeasures directed towards the infrastructure, the vehicle and the communication device. Another area includes education and information and describes different ways to increase knowledge and understanding. Furthermore, there are different possibilities for how society can influence the behaviour of individuals, both via bans, recommendations and incentives. We want to point out that the usage of communication devices while driving has both advantages and disadvantages. How to deal with device usage is a complex problem, and it is unlikely that one single countermeasure can provide a complete solution. One countermeasure may even depend on the implementation of others. The exact effect of most countermeasures is hard to predict, and possible side effects may occur. It is therefore necessary to be pragmatic, meaning that countermeasures whose advantages outweigh their disadvantages should be implemented. Also, different countermeasures can reinforce each other which may attenuate negative side effects.

Rattfylleri är ett av de största trafiksäkerhetsproblemen i Sverige. I den här artikeln ges en översikt över den senaste tidens forskning vad gäller problemets omfattning, attityder till att köra rattfull och de åtgärder som erbjuds. Genomgången, som avser svenska förhållanden, visar att vi har mer kunskap om rattfylleri med avseende på alkohol än med avseende på droger. Forskningen visar att alkoholrattfylleri är ett större trafiksäkerhetsproblem än drograttfylleri men att även drograttfylleri är förenat med stora risker. Det är därför viktigt att förbättra kunskapen om droger i trafiken. Det är också viktigt att beakta att det bakom många rattfylleribrott finns människor med missbruksproblem och att rehabilitering därför bör ingå som en del av trafiksäkerhetsarbetet.

The prevalence of illicit drugs and medicines in the driving population, i.e. among drivers on the road, was 2.5 per cent between the years 2006 and 2011 in Sweden. The prevalence of alcohol, illicit drugs and medicines among drivers killed in traffic the same years was 31.2 per cent. In comparison with other countries in the EU project DRUID, Sweden has the highest proportion of negative results, i.e. drivers without the presence of alcohol, drugs or medicine. This applies to both drivers on the road and drivers killed in traffic. The studies that form the basis of this report have been performed within the project DRUID - Driving under the influence of drugs, alcohol and medicine, which is a project within the EU's Sixth Framework Programme, which lasted five years (2006-2011). This report presents two sub-studies from the DRUID project. The aims of these studies were: - to study the prevalence of illicit drugs and medicines in the driving population (study among drivers on the road). - to study the prevalence of alcohol, illicit drugs and medicines among killed drivers (study of killed drivers). In the study among drivers on the road, saliva samples were collected. Toxicological results were analysed from 6,199 drivers in Södermanland, Örebro and Östergötland out of 10,223 drivers of passenger cars and vans that were stopped by the police in March 2008- February 2009. In the study of killed drivers we have toxicological results from 157 fatalities out of 178 drivers of passenger cars and vans that were killed in traffic accidents in 2008.

The Swedish program for strategic automotive research (FFI) financed a one-year study of energy efficient navigation for heavy vehicles beginning October 2010. Scania is the leading party in the project with participation by Navteq, Triona AB, Michael L Sena Consulting AB, the Swedish Transport Administration and the Swedish National Road and Transport Research Institute (VTI). The project has investigated the issues that can lead to the delivery of energy efficient navigation for heavy vehicles . A state-of-the-art study has been made analyzing data and usage issues, route optimization algorithms, the actors and business cases required for the accurate and timely data delivery to heavy vehicles. Concrete recommendations are presented concerning which are intended to serve as a foundation for an eventual full implementation of energy efficient navigation for heavy vehicles.

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.

Delivrable D1.2; The first work package (WP1) contains a critical review and synthesis of human behaviour models ofdrivers of road vehicles, trains and maritime vessels (ships). Based on this review a reference modelof DriverVehicleEnvironment is developed. A variety of approaches to modeling driver behaviourare possible as options. The literature review covers the more widely cited of these. Generally, thesemight be categorized as either 'Descriptive' models which can only describe the driving task in termsof what the driver has to do or 'Functional' models which are able to explain and predict drivers'performance in demanding situations and drivers' behaviour in typical ones. It seems that theoptimal approach might be a hybrid of several types of models. In recent years, a variety of driversupport and information management systems have been designed and implemented with theobjective of improving safety as well as performance of vehicles. While the crucial issues at atechnical level have been mostly solved, their consequences for driver behaviour remain to be fullyexplained. To reach this goal predictive models of the interaction of the driver with the vehicle andthe environment are necessary. The aim of the European Project AIDE was to integrate all in vehiclesupport and information systems in a harmonized user interface (Saad, 2006). The ITERATE projectwill take this further by developing it into a unified driver model that is also applicable to othertransport domains.The first deliverable in this work package (D1.1) presented a critical review of Driver-Vehicle-Environment (DVE) models and most relevant drivers' parameters and variables to be implementedin such models, in different surface transport modes and in different safety critical situations. Theaim of this deliverable (D1.2), succeeding D1.1 is to describe and detail the Unified Model of Driverbehaviour (UMD), define the environmental parameters to be implemented and their relationshipswith the driver variables. The proposed model will be used to support design and safety assessmentof innovative technologies and make it possible to adapt these technologies to the abilities, needs,driving style and capacity of the individual drivers. The model will also present the environmentalparameters, different road and traffic scenarios with different weather and visibility conditions to besimulated in the test phases. The scenarios of traffic that are independent of the activities carried outby the vehicle and driver will be simulated. The model is simplified in the sense that traffic conditions(density, complexity) are not sensitive to the 'test' driver and vehicle behaviour, but remain fixed in agiven trial. Thus, within the constraints of this pioneering effort, only the behaviour of the test driveris variable, while the environment and vehicle are defined as parameters with fixed values.

Delivrable D8.1b; This document contains the revised plan for using and disseminating knowledge and foreground developed within the ITERATE Project. The Deliverable contains five main Chapters and an Appendix. The first Chapter describes the purpose of the document, its structure, and introduces the other sections. Chapter 2 and 3 define the dissemination strategy of the ITERATE project and provide a classification of dissemination activities. For each type of dissemination action, the corresponding implementation approach is proposed. Then, for each type of dissemination activity, the actions performed to date and those planned are described in details. The dissemination materials already produced by the project and their usage are briefly described. Materials and products already completed, as well as planned, are described, even though a dedicated Deliverable is foreseen in the future that will contain copies of the actual products provided for dissemination purposes. This is particularly true for the Proceedings of the Workshops organised by ITERATE in collaboration with other EU co-funded Projects, which will result in dedicated books and monographs. The Exploitation plan is discussed in the last Chapter of the Deliverable. The two different natures and typology of partners , i.e., academic and industrial/consultancy, are considered. In particular, for each partner, a market and competition analysis is performed and the objectives and guidelines for subsequent exploitation of the results is preliminarily discussed. A further aspect of exploitation of results is discussed in relation to possible developments of EC directives and initiatives in terms of transport safety. Finally, the appendix contains, for completeness, the Dissemination and Exploitation Questionnaire utilised to collect information among partners.

Delivrable D8.1a; This document contains the initial plan for using and disseminating knowledge and foreground developed within the ITERATE Project.The Deliverable contains five main Chapters and an Appendix.The first Chapter describes the purpose of the document, its structure, and introduces the other sections. Chapter 2 and 3 define the dissemination strategy of the ITERATE project and provide a classification of dissemination activities. For each type of dissemination action, the corresponding implementation approach is proposed. Then, for each type of dissemination activity, the actions already performed and those planned are described in some details. The dissemination materials already produced by the project and their usage are briefly described. Materials and products already completed, as well as planned, are described, even though a dedicated Deliverable is foreseen in the future that will contain copies of the actual products provided for dissemination purposes. The Exploitation plan is discussed in the last Chapter of the Deliverable. The two different natures and typology of partners , i.e., academic and industrial/consultancy, are considered. In particular, for each partner, a market and competition analysis is performed and the objectives and guidelines for subsequent exploitation of the results is preliminarily discussed. Finally, the appendix contains, for completeness, the Dissemination and Exploitation Questionnaire utilised to collect information among partners.

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.

Sleep related crashes have received increasing attention over the past decade. Driver support systems that are able to detect sleepiness and warn the driver could be a potential countermeasure to reduce sleepiness related crashes. The aim of this study was to evaluate a warning system in an experimental investigation performed in a real time car driving application. An additional aim was also to examine the suitability of using an experimental vehicle at test track for evaluation of a sleepiness warning system. The modalities used for warning was a combination of sound, vibrations in belt and spoken messages. In addition a hand worn confirmation button was used. In total 40 participants drove at a closed test track during night (00h-05h). They were instructed to sleep between 01.00 and 07.00 for two nights prior to the night of the experiment. The design of the study was a between group, with 10 participants in each group. The four different groups experienced one of the following: A: No warning - baseline; B: SENSATION warning system with an early trigger; C: SENSATION warning system with a late trigger; D: Feedback (DMS - Siemens) and warning with a late trigger. The trigger of the warnings was based on observer registrations of the driver and driver behaviour. The drivers were instructed to drive a distance of 110 kilometres. The car was a Volvo 850, equipped with sensors in order to measure driving behaviour (lateral position, speed, steering wheel angle). As sleepiness indicators blink duration was used (mean and sd), measured with EOG. After the drive the participants answered a questionnaire. The experiment focused on comprehension, usability, effectiveness, and acceptance.

One alternative to rumble strips is to simulate them in the car by vibrations in the driver's seat. Citroen has a lane departure warning system in the models C4 and C5 which has been evaluated from user experience. A focus group was carried out with four users from Ostergötland. From the discussion a questionnaire with accompanying diary was constructed and sent out to Citroen owners in Sweden having a lane departure warning system. A large part of the users have not received any information about the system at the time of buying the car. The majority of the users are satisfied with the lane departure warning system but almost all declare not to use it at all in winter which indicates that it should be improved to be used all the year round. The results point towards that the system has a good price level, but many still think that it should be a part of the standard equipment meaning that safety should not be optional. Noise and vibrations are considerably lower in C4 and C5 compared to milled rumble strips. Many drivers are disturbed by false alarms. Therefore more apparent warnings demand a reduction of false alarms. The most important result is that more information and guidelines should be given to the users. Function and shaping of the lane departure warning system should also be improved. Citroen has satisfied customers willing to pay for well functioning support systems.

A driving simulator experiment was carried out in order to investigate the effects on fatigued drivers of rumble strips on narrow roads (

The overarching aim of this thesis is to study the long term effects of a voluntary speed adaptation system, the Active Accelerator Pedal (AAP), and its effectiveness for different driver types. The papers making up this thesis are based on a study carried out on 284 vehicles and drivers in the Swedish city of Lund from 1999 until 2002. The results showed that the AAP brought a significant reduction in both mean speed and speed variance, estimated to lead to a reduction in injury accidents of up to 25 % if all vehicles where equipped with the system. It was further found that drivers’ behaviour towards other road users improved, they showed a more correct yielding behaviour and were more likely to give pedestrians the right of way at zebra crossings. Moreover, the time gap to the vehicle in front increased slightly with the system. However, there were also signs of negative behavioural modifications in the form of drivers’ forgetting to adapt their speed to the speed limit when not supported by the system; this effect was not statistically significant though. These positive results augur well for in-vehicle speed adaptation, but this thesis found that the drivers in favour of the AAP were already without it driving at, or close to, the speed limit while those most negative to the system were the fastest drivers. It was further found that the speed-reducing effect of the AAP was lower for those who were negative to the system. The conclusion is that a voluntary system like the AAP will reduce inadvertent but not deliberate speeding. For such a system to reach its full potential, either peoples’ intentions have to be changed or the system has to be more intrusive, i.e. a mandatory limiting system.

Within the framework of the Swedish national trial with Intelligent Speed Adaptation (ISA) in urban areas, the effects of large scale use of “active accelerator” were evaluated. 284 cars were equipped with the system for a period of 5-11 months in the city of Lund. The driving data of all equipped vehicles were logged with regard to time and speed, both before and after activating the system. Driver behaviour and workload were studied with the help of an instrumented vehicle. Possible system effects, such as speeds, interactions with other road-users and driving against red were studied in the field. Possible changes in driver attitudes and acceptance were studied by interviews. The results revealed that test drivers’ compliance with the speed limits increased both according to their own statements and objective measurements. At this stage practically no negative compensatory effects could be found.