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Context: Hexahydrocannabinol (HHC), a compound derived from synthetic production using cannabidiol (CBD) or delta-9-tetrahydrocannabinol (Δ9 -THC), has gained recent attention due to its presence in seized materials across Europe. Sold legally in various forms, HHC poses potential health risks, particularly as a legal alternative to THC in some countries. Despite its historical description in the 1940s, limited toxicology data, pharmacological understanding, and analytical methods for HHC exist. Method: This study proposes analytical techniques using mass spectrometry to detect, identify, and quantify (9R)-HHC and (9S)-HHC, concurrently with THC and CBD in various matrices, including oral fluid, whole blood, and seized material. Three distinct methods were employed for different matrices: GC/MS for seized material, GC/MS/MS for whole blood, and UHPLC/MS/MS for oral fluid. Methods were validated qualitatively for oral fluid with a FLOQSwab® device and quantitatively in whole blood and seized material according to Peters et al's recommendations and ICH guidelines. Results: Validated methods were considered reliable in detecting and quantifying HHC isomers in terms of repeatability, reproducibility, and linearity with r ² systematically >0.992. These methods were applied to authentic cases, including seized materials and biological samples from traffic control (whole blood and oral fluid). In seized materials, (9R)-HHC levels ranged from 2.09% to 8.85% and (9R)- HHC/(9S)-HHC ratios varied from 1.36 to 2.68. In whole blood sample, (9R)-HHC and (9S)-HHC concentrations were, respectively, 2.38 and 1.39 ng/mL. For all analyzed samples, cannabinoids such as THC and CBD were also detected. Conclusion: This research contributes analytical insights into differentiating and simultaneously analyzing (9R)-HHC and (9S)-HHC, using widely applicable mass spectrometric methods. The study emphasizes the need for vigilance among toxicologists, as new semisynthetic cannabinoids continue to emerge in Europe, with potential health implications. The findings underscore the importance of reliable analytical methods for monitoring these compounds in forensic and clinical settings. [ABSTRACT FROM AUTHOR]

The paper presents a critical review of the existing methods of monitoring and comparing road safety situation among countries. Methods are usually based on calculation of fatality rate based on number of fatalities and comparing results among countries. Critical review understands in the first place the differences in the countries’ ranking, based on selection of the type or consequences of road accidents that are used for the calculation of the road casualty risk based on final outcomes. The paper also shows the application of the model for selection of a relevant indicator – road casualty risk based on final outcomes on the territories of chosen European countries. The comparison between obtained research results and the casualty risk mapping on the territories of these countries contributes to the recognition of a need for harmonizing the monitoring and comparing process of the road safety situation, by countries, on the basis of final outcomes. [ABSTRACT FROM AUTHOR]

PM 1 is widely believed to provide better information on the anthropogenic fraction of particulate matter pollution than PM 2.5 . However, data on PM 1 are still limited in Europe as well as comprehensive information about its chemical composition and source apportionment and this gap is more evident in the pollution hot-spots still remaining in Europe, such as the Po Valley (Northern Italy). Elemental and organic carbon, 7 water soluble inorganic ions and 17 elements were quantified in 117 PM 1 samples collected at an urban background site in Venice-Mestre, a large city located in the eastern Po Valley, during winter (December 2013–February 2014) and summer (May–July 2014) periods. Results show a strong seasonality for PM 1 mass concentration (averages ranging from 6 ± 2 in summer to 34 ± 24 μg m − 3 in winter) and for most of the analysed species. Components mainly related to road traffic, residential heating, biomass burning and secondary inorganic aerosol (ammonium nitrate) reached their highest levels in winter, while mineral dust and marine components were elevated in summer. PMF analysis revealed 7 potential sources. Secondary inorganic aerosol (33%) and biomass burning (33%) are the major contributor in winter followed by EC-primary emissions (16%), aged sulphate (6%), road traffic (7%), fossil fuel combustion (%) and marine aerosol (3%). During summer, these sources account for 12%, 14%, 20%, 22%, 8%, 14% and 10%, respectively. Some PM 1 sources are located near the sampling site (residential area, traffic road, industrial area) but a major contribution of long range transport is observed when high pollution events occur. The results give useful insights into PM 1 composition in an urban area and chemical profiles of sources helpful in the interpretation of receptor model results. [ABSTRACT FROM AUTHOR]

Impact of Information and Communications Technologies (ICTs) on sustainable transport development is indisputable. It can be tested through various methods. The identification and detailed analysis of specific types of ICT solutions, case studies approach or scenarios analysis are examples of perspectives for impact assessment that can lead to the proof that successful applications of ICT solutions entails optimised, more accessible, less resource consuming and less emission intensive transport. The impact of ICTs in travel induction and substitution and resulting decarbonisation effect is difficult to assess isolated from other social, economic and technologic drivers. Financial applicability reflects initial investment cost as well as operation maintenance costs. Organizational feasibility refers primarily to the necessary changes in organisation and conduct of operations created by introduction of ICTs. The social factor results from user and public acceptance or lack of it. User acceptance is combination of many sub factors of which most important are: D2D travel time, D2D travel costs, comfort and convenience, safety and security. The objective of the article is to present the applicability of ICT solutions in passenger transport from the perspective of transport users taking into consideration real case studies from different European background. These case studies were identified as a result of specific selection process in order to receive a complex and differentiated sample. The first element of the selection process was the identification of ICT solutions to be applied in case studies. The next element was the choice of regions corresponding to varied economic and geographic characteristics. In addition, cultural factors have a strong impact on the behaviour of users. The resulting multidimensional factor matrix allows for the selection of best fitting case studies, which have potential to cover most of the ICT applications. Five European settings are selected for in-depth research. Each case represents different geographic, social and economic area, which forms a good European sample across differentiated setups. Case studies are supported by user surveys. Surveys allow for direct answers regarding user attitudes towards proposed ICTs. Based on this approach findings could be reported. The main conclusion is that users in various regions with very different characteristics as to the wealth, GDP levels, geography, and cultural back-grounds represent surprisingly similar attitudes towards ICTs. Specific findings regarding different types of solutions and different type of users are presented in the article. The analysis of selected case studies shows also that they could offer solution to many of transport sector problems including key issues from transport policy agenda: environment, mobility or accessibility. The paper is based on the authors research conducted within COMPASS project (Optimised co-modal passenger transport for reducing carbon emissions, project co-funded by the European Commission within the Seventh Framework Programme). [ABSTRACT FROM PUBLISHER]

Traffic intensity, length of road, and proximity to roads are the most common traffic indicators in the land use regression (LUR) models for particulate matter in ESCAPE study areas in Europe. This study explored what local variables can improve the performance of LUR models in an Asian metropolis with high densities of roads and strong activities of industry, commerce and construction. By following the ESCAPE procedure, we derived LUR models of PM 2.5 , PM 2.5 absorbance, PM 10 , and PM coarse (PM 2.5–10 ) in Taipei. The overall annual average concentrations of PM 2.5 , PM 10 , and PM coarse were 26.0 ± 5.6, 48.6 ± 5.9, and 23.3 ± 3.1 μg/m 3 , respectively, and the absorption coefficient of PM 2.5 was 2.0 ± 0.4 × 10 − 5 m − 1 . Our LUR models yielded R 2 values of 95%, 96%, 87%, and 65% for PM 2.5 , PM 2.5 absorbance, PM 10 , and PM coarse , respectively. PM 2.5 levels were increased by local traffic variables, industrial, construction, and residential land-use variables and decreased by rivers; while PM 2.5 absorbance levels were increased by local traffic variables, industrial, and commercial land-use variables in the models. PM coarse levels were increased by elevated highways. Road area explained more variance than road length by increasing the incremental value of 27% and 6% adjusted R 2 for PM 2.5 and PM 10 models, respectively. In the PM 2.5 absorbance model, road area and transportation facility explain 29% more variance than road length. In the PM coarse model, industrial and new local variables instead of road length improved the incremental value of adjusted R 2 from 39% to 60%. We concluded that road area can better explain the spatial distribution of PM 2.5 and PM 2.5 absorbance concentrations than road length. By incorporating road area and other new local variables, the performance of each PM LUR model was improved. The results suggest that road area is a better indicator of traffic intensity rather than road length in a city with high density of road network and traffic. [ABSTRACT FROM AUTHOR]

In the last two decades parking has increasingly gained importance in urban planning. Despite the growing number of papers published in recent years, an overall conceptualization of parking policy is still missing. Previous attempts (Shoup, 2005; Litman, 2006; Barter, 2010) focus mainly on the North American planning experience. We try to bridge this gap analysing the evolution of parking policy in Europe. In this paper we first present the key aspects of parking policy, and describe their generic evolution. Next we suggest a novel approach for parking policy making. We conclude by discussing some of the major challenges policy makers will face in the near future regarding parking in urban areas. [ABSTRACT FROM AUTHOR]

Road pricing is an effective means of influencing car usage. Based on recent literature and empirical research, an established model was applied to five European cities. Not surprisingly, there is low acceptability for coercive measures like road pricing in general, but a closer look reveals a more differentiated picture. The impact of several factors on eventual acceptability was analysed. Consequently, critical factors can be identified in order to develop more effective strategies. Moreover, the role of trials is discussed. Acceptability is higher, if the necessity for a measure has well been communicated and if personal benefits can be expected. The results indicate that the underlying model can be regarded as a very valid measurement tool for acceptability of coercive traffic demand management measures. The paper also has implications for designing and successfully implementing urban road pricing schemes. [ABSTRACT FROM AUTHOR]

Active Traffic Management (ATM) systems have been emerging in recent years in the US and Europe. They provide control strategies to improve traffic flow and reduce congestion on freeways. This study investigates the feasibility of utilizing a Variable Speed Limits (VSL) system, one key part of ATM, to improve traffic safety on freeways. A proactive traffic safety improvement VSL control algorithm is proposed. First, an extension of the METANET (METANET: A macroscopic simulation program for motorway networks) traffic flow model is employed to analyze VSL’s impact on traffic flow. Then, a real-time crash risk evaluation model is estimated for the purpose of quantifying crash risk. Finally, optimal VSL control strategies are achieved by employing an optimization technique to minimize the total crash risk along the VSL implementation corridor. Constraints are setup to limit the increase of average travel time and the differences of the posted speed limits temporarily and spatially. This novel VSL control algorithm can proactively reduce crash risk and therefore improve traffic safety. The proposed VSL control algorithm is implemented and tested for a mountainous freeway bottleneck area through the micro-simulation software VISSIM. Safety impacts of the VSL system are quantified as crash risk improvements and speed homogeneity improvements. Moreover, three different driver compliance levels are modeled in VISSIM to monitor the sensitivity of VSL effects on driver compliance. Conclusions demonstrated that the proposed VSL system could improve traffic safety by decreasing crash risk and enhancing speed homogeneity under both the high and moderate compliance levels; while the VSL system fails to significantly enhance traffic safety under the low compliance scenario. Finally, future implementation suggestions of the VSL control strategies and related research topics are also discussed. [ABSTRACT FROM AUTHOR]

With the omnipresent influence of mankind around the world, controlling resource use and pollution are key factors in the progress toward sustainability in all sectors. These considerations appear in international and European policies, but there remains a need to make these policies suited to local conditions. This article aims to present a method of analysis for the transport sector that could prove useful for identifying the similarities and differences in the current state and historical development of transport systems in EU Member States. [ABSTRACT FROM PUBLISHER]

Highlights: [•] Many airports offer time-limited rebates on standard charges to attract traffic. [•] These incentives are an integral component of airport strategy. [•] The drivers of this strategy are assessed through an econometric approach. [•] Airport ownership and airport regulation impact on the prevalence of incentives. [ABSTRACT FROM AUTHOR]

Abstract: Various road safety performance indicators (SPIs) have been proposed for different road safety research areas, mainly as regards driver behaviour (e.g. seat belt use, alcohol, drugs, etc.) and vehicles (e.g. passive safety); however, no SPIs for the road network and design have been developed. The objective of this research is the development of an SPI for the road network, to be used as a benchmark for cross-region comparisons. The developed SPI essentially makes a comparison of the existing road network to the theoretically required one, defined as one which meets some minimum requirements with respect to road safety. This paper presents a theoretical concept for the determination of this SPI as well as a translation of this theory into a practical method. Also, the method is applied in a number of pilot countries namely the Netherlands, Portugal, Greece and Israel. The results show that the SPI could be efficiently calculated in all countries, despite some differences in the data sources. In general, the calculated overall SPI scores were realistic and ranged from 81 to 94%, with the exception of Greece where the SPI was relatively lower (67%). However, the SPI should be considered as a first attempt to determine the safety level of the road network. The proposed method has some limitations and could be further improved. The paper presents directions for further research to further develop the SPI. [Copyright &y& Elsevier]

Highlights: [•] The concepts of exposure and risk and the theoretical properties of various exposure measures are explored. [•] The methods for collecting disaggregate exposure data at national level are presented. [•] A common European framework for the collection and exploitation of exposure data is lacking. [•] Road safety performance assessment in Europe can be based on the exposure data available in the IDFs under certain conditions. [•] Steps for the improvement of the potential for analysis in the short and in the long term are proposed. [ABSTRACT FROM AUTHOR]

Abstract: This study aims to identify patterns of pedestrian attitudes, perceptions and behaviour in Europe, on the basis of the results of the SARTRE 4 (Social Attitudes to Road Traffic Risk in Europe) pan-European survey carried out in late 2010 and early 2011 (questionnaire-based personal interviews in 19 European countries involving 4290 pedestrians). The various components of pedestrian attitudes and behaviour (e.g. acceptance of measures and penalties, risk-taking behaviour, perceived level of service, etc.) were determined by means of a Principal Component Analysis (PCA) on 33 variables contained in the survey. Moreover, groups of pedestrians with similar attitudinal and behavioural characteristics were identified by means of a Two Step Cluster Analysis. The results revealed eight components, from which six are associated with pedestrian attitudes and two with pedestrian behaviour and were further analysed for different countries and different age and gender groups. Furthermore, the cluster analysis revealed three types of pedestrians. The first type concerns pedestrians with ‘positive behaviour and positive attitudes’. The second type concerns pedestrians with ‘negative behaviour and negative attitudes’, a group into which male and young pedestrians are over-represented. The third type concerns neutral pedestrians with ‘positive behaviour but mixed attitudes’, a group that presents the largest dispersion between countries and whose proportion defines the dominant type of pedestrian in each country. However, the proportion of the different types of pedestrians in each country does not appear to be associated with pedestrian fatality rates. [Copyright &y& Elsevier]

Abstract: Many cities in Europe have difficulties to meet the air quality standards set by the European legislation, most particularly the annual mean Limit Value for NO2. Road transport is often the main source of air pollution in urban areas and therefore, there is an increasing need to estimate current and future traffic emissions as accurately as possible. As a consequence, a number of specific emission models and emission factors databases have been developed recently. They present important methodological differences and may result in largely diverging emission figures and thus may lead to alternative policy recommendations. This study compares two approaches to estimate road traffic emissions in Madrid (Spain): the COmputer Programme to calculate Emissions from Road Transport (COPERT4 v.8.1) and the Handbook Emission Factors for Road Transport (HBEFA v.3.1), representative of the ‘average-speed’ and ‘traffic situation’ model types respectively. The input information (e.g. fleet composition, vehicle kilometres travelled, traffic intensity, road type, etc.) was provided by the traffic model developed by the Madrid City Council along with observations from field campaigns. Hourly emissions were computed for nearly 15 000 road segments distributed in 9 management areas covering the Madrid city and surroundings. Total annual NOX emissions predicted by HBEFA were a 21% higher than those of COPERT. The discrepancies for NO2 were lower (13%) since resulting average NO2/NOX ratios are lower for HBEFA. The larger differences are related to diesel vehicle emissions under “stop & go” traffic conditions, very common in distributor/secondary roads of the Madrid metropolitan area. In order to understand the representativeness of these results, the resulting emissions were integrated in an urban scale inventory used to drive mesoscale air quality simulations with the Community Multiscale Air Quality (CMAQ) modelling system (1 km2 resolution). Modelled NO2 concentrations were compared with observations through a series of statistics. Although there are no remarkable differences between both model runs, the results suggest that HBEFA may overestimate traffic emissions. However, the results are strongly influenced by methodological issues and limitations of the traffic model. This study was useful to provide a first alternative estimate to the official emission inventory in Madrid and to identify the main features of the traffic model that should be improved to support the application of an emission system based on “real world” emission factors. [Copyright &y& Elsevier]

Taking advantage of the regulatory framework of the European Single Sky being developed in Europe, Spain has begun a process of liberalization of air traffic services that could lead to strategic changes in the development of air transport. A series of legislative elements has been put in place to make this possible. Although this regulatory framework opens the way for liberalization, the strategic nature of the sector, and the necessity of guaranteeing continuity of service and safety, means that there are some restrictions or prior conditions. This will act as a significant barrier to entry for new providers. [ABSTRACT FROM AUTHOR]

This paper attempts to propose a framework on driving cycle development based on a thorough review of 101 transient driving cycles. A comparison of the driving cycles highlighted that Asian driving is the slowest but most aggressive while European driving is the fastest and smoothest. Further review of the cycle development methodologies identified three major elements for developing a driving cycle; test route selection, data collection and cycle construction methods. A framework was eventually proposed based on these findings and recommendations from this review. First, traffic activity patterns and quantitative statistics should be considered in determining the test routes. Speed data can be collected by using chase car method, on-board measurement techniques or their hybrid. As for the construction of driving cycle, the matching approach has been more commonly used. It is recommended that the tendency of zero change in acceleration, which has been commonly ignored in the literature, and the application of succession probability at second-by-second level should be further explored. A fifth mode, creeping, is also recommended for modal analysis for characterizing urban congested driving conditions. [ABSTRACT FROM AUTHOR]

Abstract: Out of the 50,000 yearly road traffic deaths in the European Union (formed by 27 European countries and commonly designated as EU-27), some 8500 are pedestrians. While some studies focus on the increased risk for pedestrian mortality compared to other road users, there is a dearth of information on injury patterns that could be used to prioritize injury prevention measures. Hospital discharge data from eight European countries have been used in this study. Injury information from 10,341 pedestrians sustaining 19,424 injuries has been analyzed. Data have been augmented with Abbreviated Injury Scale, Functional Capacity Index and Injury Severity Score codes, and have been categorized into the Barell Matrix. Fractures (51.1%, 50.3–51.8) and internal injuries (21.3%, 20.7–21.9) are the most frequently found in the data; however, blood vessel injuries and internal injuries are the ones associated with the highest risk of death. Head and lower extremities account for 26% of the injuries each, being spinal and thoracic injuries those showing the highest threat to life risk. Hip and lower extremities injuries are the most frequent cause of functional limitation 1 year after discharge. Due to its intrinsic importance, different injury causation mechanisms for head injuries have been analyzed. Though current standards and regulations consider Head Injury Criterion (HIC) as the only tool to assess the risk of injuries to the head, real world injury data show that only 12.1% (11.0–13.2) of these injuries can be attributed to a pure translational mechanism and therefore susceptible to be predicted by HIC. Design of prevention strategies, particularly from the engineering point of view, should benefit from this information. [Copyright &y& Elsevier]

Since the 1990s the Leutner shear test has become the most important device for testing the interlayer shear bond of asphalt pavements. The test device was originally designed by R. Leutner in the late 1970s, but since different countries and laboratories have made modifications or have built their own equipment. Besides others the gap width between the shearing rings has been a matter of modification. Recently this question also appeared in the process of European standardization. This paper shows the results of a laboratory study in which the gap distance was varied between 0 and 5mm. It was found that the influence of the gap width depends on the asphalt concrete type of the two layers (mixture type, max. aggregate size, and binder content). In most cases the gap width is negligible, in some cases maximum shear force and stiffness value decreases with increasing gap width. In addition to the shear values at the interface, shear tests were conducted in the material itself. Therefore, the difference between in-layer and interlayer shear properties and behavior is also discussed in more detail. [ABSTRACT FROM AUTHOR]

This paper aims to give an overview of the European Rail Traffic Management System (ERTMS) which is currently being implemented in Europe and other parts of the world. It provides some background on this system, the objectives behind the development of the ERTMS, its architecture, different application levels of the ERTMS and brief information on its implementation in Europe and worldwide. The paper assumes the readers have a little or no knowledge of the ERTMS. [ABSTRACT FROM AUTHOR]

Wireless communications for intelligent transportation systems promise to be a key technology for avoiding the traffic nightmares of today - accidents and traffic jams. But there is one major challenge to be overcome before such a cooperative system can be put into place: standardization. This article provides an overview of the technical developments in Europe and their convergence toward a set of European standards. We address the current state of the standardization activities and the potential scenarios and use cases, and we describe the fundamental concepts of a European communication architecture for cooperative systems. [ABSTRACT FROM AUTHOR]

Abstract: Data on road traffic fatalities, serious casualties and slight casualties in each local authority district England and Wales were obtained for 1995–2000. District-level data were assembled for a large number of potential explanatory variables relating to population numbers and characteristics, traffic exposure, road length, curvature and junction density, land use, elevation and hilliness, and climate. Multilevel negative binomial regression models were used to identify combinations of risk factors that predicted variations in mortality and morbidity. Statistically significant explanatory variables were the expected number of casualties derived from the size and age structure of the resident population, road length and traffic counts in the district, the percentage of roads classed as minor, average cars per capita, material deprivation, the percentage of roads through urban areas and the average curvature of roads. This study demonstrates that a geographical approach to road traffic crash analysis can identify contextual associations that conventional studies of individual road sections would miss. [Copyright &y& Elsevier]

In this paper, the vulnerability of the future electrified railway system in Europe from a high-power microwave (HPM) source is investigated. The scenario of in-band disturbances radiated toward a GSM-R antenna and damaging the connected communications system is evaluated for different classes of HPM sources and situations. The minimum realistic distances for the different HPM sources from the antenna to cause permanent damage is shown, and the severity of threat from the different sources is discussed. [ABSTRACT FROM AUTHOR]

Eighteen oxygenated volatile organic compounds (OVOCs) and eight nonmethane hydrocarbons (NMHCs) were measured continuously during a two-week campaign in 2004 in the Gubrist highway tunnel (Switzerland). The study aimed to estimate selected OVOC and NMHC emissions of the current vehicle fleet under highway conditions. For the measured OVOCs the highest EFs were found for ethanol (9.7 mg/km), isopropanol (3.2 mg/km), and acetaldehyde (2.5 mg/km), followed by acetone, benzaldehyde, and acrolein. Formaldehyde, the most abundant OVOC measured in other studies, was not measured by the method applied. Relative emissions of the measured OVOCs were estimated to contribute approximately 6 and 4% to the total road traffic VOC emissions from Switzerland and Europe, respectively. Results are compared with those from previous studies from the same tunnel performed in 1993 and 2002, and from campaigns in other tunnels. A continuous reduction in the emission factors (EFs) was determined for all measured compounds from 1993 until 2004. The relative contributions of light-duty vehicles (LDV) and heavy-duty vehicles (HDV) to the total emissions indicated that OVOCs were mainly produced by the HDVs, whereas LDVs dominated the production of the NMHCs. [ABSTRACT FROM AUTHOR]

Abstract: With the increasing traffic volumes in European railway networks and reports on capacity deficiencies that cause reliability problems, the need for efficient disturbance management becomes evident. This paper presents a heuristic approach for railway traffic re-scheduling during disturbances and a performance evaluation for various disturbance settings using data for a large part of the Swedish railway network that currently experiences capacity deficiencies. The significance of applying certain re-scheduling objectives and their correlation with performance measures are also investigated. The analysis shows e.g. that a minimisation of accumulated delays has a tendency to delay more trains than a minimisation of total final delay or total delay costs. An experimental study of how the choice of planning horizon in the re-scheduling process affects the network on longer-term is finally presented. The results indicate that solutions which are good on longer-term can be achieved despite the use of a limited planning horizon. A 60min long planning horizon was sufficient for the scenarios in the experiments. [Copyright &y& Elsevier]

Based on a review of available data from a database on large‐scale transport infrastructure projects, this paper investigates the hypothesis that traffic forecasts for road links in Europe are geographically biased with underestimated traffic volumes in metropolitan areas and overestimated traffic volumes in remote regions. The present data do not support this hypothesis. Since previous studies have shown a strong tendency to overestimated forecasts of the number of passengers on new rail projects, it could be speculated that road planners are more skilful and/or honest than rail planners. However, during the period when the investigated projects were planned (up to the late 1980s), there were hardly any strong incentives for road planners to make biased forecasts in order to place their projects in a more flattering light. Future research might uncover whether the change from the ‘predict and provide’ paradigm to ‘predict and prevent’ occurring in some European countries in the 1990s has influenced the accuracy of road traffic forecasts in metropolitan areas. [ABSTRACT FROM AUTHOR]

This paper describes a method for devising transport strategies that makes iterative use of transport models to find the optimal levels of pre-defined transport measures. It gives the results from using this method in nine European cities. At the heart of the procedure lies the definition of objective functions which encapsulate policy-makers'' objectives with respect to economic efficiency and sustainability. These objective functions include a number of significant parameters and the paper examines the sensitivity of the results to changes in the values of these parameters. The parameters concerned are: the level of shadow price used with regard to public sector financial surplus and deficit; the trade-off between the perspectives of the present generation and a future generation (of importance to issues of sustainability); the trade-off between internal benefits/costs and external (environmental) benefits/costs; and the level of user benefits that can be “value captured” in the sense of raising additional finance for transport policies. Full sets of results are given for these sensitivity tests, and a number of practical transport policy conclusions are made. [Copyright &y& Elsevier]

This paper gives the definitions of transport telematics and intelligent transport systems (ITS), and describes the basic pre-conditions, situation and market of ITS as well as its applications (products and services) in Europe. Availability of navigable digital maps is emphasized as a major premise. Strategic aspects and key issues for ITS development are explained. Current weaknesses and prospects for ITS services in 20 years are discussed. It is concluded that ITS will make a major contribution to the sustainable development of our society, because it increases our mobility without additional environmental burdens. [ABSTRACT FROM AUTHOR]

Automated underground transportation is an option to overcome accessibility and environmental problems related to urban goods transport. One underground alternative is an 'underground link' that connects an urban distribution park at the borders of a city directly to inner-city shopping areas. Standard or modified road vehicles (vans, small trucks) use the link, which is an advanced form of a dedicated lane. Another underground alternative is a fully underground distribution network. In this system, dedicated, automated vehicles distribute goods to the addressees. Underground systems use new vehicle and transhipment technologies and require new logistic concepts. Both alternatives underpass heavily congested roads and sensitive objects or areas and improve the accessibility (for goods transport) of urban centres. The underground network improves accessibility even more as it removes most goods traffic from surface roads. In the operational phase it also has significant positive effects on the environment (noise, emissions) and traffic safety. The construction phase and the traffic generating effect, on both goods and passenger transport, may limit some of the positive effects. Underground systems strengthen the position of cities and this will, in the long term, contribute to a sustainable development. [ABSTRACT FROM AUTHOR]

The paper provides a summary of accomplished and ongoing activities in the field of motor vehicle emission modeling in Europe. These activities have led to the development of a system of methods and corresponding computer models that address all the issues related to motor vehicle emissions that are of interest to policy-makers, institutions, and the automotive and oil industries. The Coordination of Information on Air Emissions/Computer Program to Calculate Emissions from Road Traffic (CORINAIR/COPERT) methodology for the estimation of emissions from road vehicles is presented and compared with other models. A COPERT-based approach for microscale traffic emission estimation, with direct application in regional and urban emission inventories, is outlined, and relevant case studies are briefly discussed. The FOREMOVE model, developed for forecasts of motor vehicle emissions, is presented, together with some results from its application in the European Auto/Oil program. Particular attention is given to modeling the deterioration of in-use vehicles. Finally, the major areas of further research in the field of vehicle emissions in Europe are indicated. [ABSTRACT FROM AUTHOR]

Explains the development of traffic calming in West European countries and some issues relevant to Britain. The challenge of urban transport; Three elements of a town-friendly strategy; The traffic calming contribution; Three basic components of traffic calming technique; The potential benefits of a traffic calming strategy; A glimpse on the account of traffic calming in Britain; Conclusion.

The article discusses the report "Confronting 'Death on Wheels': Making Roads Safe in Europe and Central Asia," released by the World Bank on November 19, 2009. Areas mentioned in the report include the Commonwealth of Independent States, eastern and central Europe, the Baltics and the Balkans. Reasons cited for the traffic accidents in these countries are weak road safety management capacity, poor roads and an exponential increase in the number of vehicles, among others. Components of an effective road safety strategy are enumerated.

Reports on the European Road Assessment Programme's partnership with motoring organizations and national and regional authorities. Aim to create a "star" safety rating system for the European highways.