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Rural transportation is facing the challenges of the required mobility increasing and the public transportation parallel being limited to a deficient level. A new mobility application (app) based on Intelligent Transport Systems (ITS), called Intelligent Carpooling, can be a significant contributor to mitigate these challenges. This system uses ITS to plan and coordinate carpooling. A study in two Danish rural areas found that a markedly part of residents are interesting in Intelligent Carpooling, but also that they require knowledge of whom they are driving with and as well as planning the carpooling in sufficient time (2-24 hours before). Another factor that has to be fulfilled is a high level of cohesion in the local area, i.e. a high level of knowledge of any participants in the scheme. Despite of these requirements being met, it is still a challenge to change car owners’ habit in order to make carpooling work.

This paper present the first large-scale results from a finalised research project regarding identification of Hazardous Road Locations (HRL) on the basis of Floating Car Data (FCD). The objective of the project was to build a predictive model for identification of HRLs on the basis of FCD. FCD are GPS data about the driving activities from cars in normal use. Although enhancing road safety, which might partly, be caused by the deep financial crisis in the last 5-6 years, most countries are still far behind the set road safety target. Also, still around 25,000 fatalities appear yearly on the European road network, which require ongoing actions.A central part of the road safety work is the identification and enhancement of HRL. However, this identification is based on police-reported accidents, which show increasingly underreporting. In Denmark in 2011, only 10% of the injury accidents were included in the official traffic accident statistics – more than a halving during the last 15 years. Indications from various European countries indicates, that a similar tendency is present in other countries as well – especially regarding accidents, which include Vulnerable Road Users (VRU) as involved part in the accidents. Hence, HRL identification and enhancement is to a great extent carried out at random. Moreover, it is retrospective as accidents from a 3-5 years period has to appear and to be collected before any road safety enhancements can be made and/or assessed. Instead, a predictive model based on serious jerks (the derivative of the deceleration) found in FCD has been developed. Studies indicate that the vast majority of accident avoidance activities are decelerations. Also, there are indications, which show that near accident situations cause more hard decelerations, i.e. bigger jerks, than normal driving behaviour. From conflict studies it is known that there is a connection between the number of conflicts and the number of accidents. Likewise, the hypotheses are that there is a connection between the number of serious jerks and the accidents, and that the method can work as an area-covering conflict study technique, where jerks are proxies for serious conflicts.A central part of the past analyses were concerning data quality and reliability. The total amount of data is big: around 9.9 million km and 19.1 billion accelerations are collected. Besides erroneous FCD due to installation problems and software errors in a few cars collecting FCD, it was also found that road surfaces effect the recording of jerks considerably. It is particularly the case regarding speed bumps and any driving on dirt roads. Hence, a full data collection on all speed bumps (2,300) in the northern part of Denmark (which is the study area) were carried out, to avoid this systematically erroneous in the FCD. FCD used for this project are from the newly finalised project ITS Platform (http://itsplatform.dk/en.html), which includes driving data from 425 cars. A subset of data from 3 months of driving, equivalent to around 1.6 million km driven have been used for the analyses which focus on identification of HRLs in the northern part of Denmark. The analyses based on the selected jerks are ongoing and results are expected in June 2015. The dark figures for the Danish traffic safety have increased for decades and are now around 91%. As the Hazardous Road Location (HRL) identification, a cornerstone in the traffic safety work, is based on the registered accidents, the identification is increasingly more random and uncertain. Therefore, it is investigated if GPS data from cars can be used to detect potential HRLs (PHRL). The hypothesis is that concentration of jerks, which is the derivative of the deceleration, can be used for identification of PHRL and that these are better for this task than deceleration. The study is based on data from three months of driving by 380 cars, which is equivalent to a distance of 1.9 million km. This indicates that concentrations of decelerations are located where there are high traffic volumes, but not that the design and furniture of the road on the location can explain an HRL. This also indicates that concentrations of jerks can be found where the road has safety problems or is inappropriately designed. This is supported by literature dealing with this topic. On the other hand, jerks are very sensitive to unevenness in the road surface, and data from these locations must be removed in order to have reliable identification on the basis of jerks. The number of included decelerations and jerks is too low to clarify if HRLs can be identified from jerks.

Der er sket en markant reduktion i antallet af omkomne på de danske veje i de senere år. Dog er antallet af tilskadekomne, der modtager behandling i Sundhedsvæsenet i forbindelse med trafikulykker kun faldet lidt. Derimod er antallet af ulykker registreret i de offentlige statistikker faldet voldsomt, hvorfor mørketallet er steget til ca. 91%. Da sortpletarbejdet, der er en hovedhjørnesten i trafiksikkerhedsarbejdet, baseres på de officielle statistikker, er det baseret på et usikkert grundlag. Artiklen tager udgangspunkt i GPS-data fra biler i det nyligt afsluttede ITS Platformsprojekt og undersøger, om koncentrationer af kraftige decelerationer og de afledte herfra, ryk, indsamlet fra kørende biler, kan anvendes som en supplerende metode til at udpege sorte pletter. Ideen baseres på den svenske konfliktstudieteknik, hvorfra der kan dokumenteres en sammenhæng mellem antallet af konflikter (nær-ulykker) og faktiske rapporterede ulykker. Denne undersøgelse baserer sig på data fra 380 biler i tre måneder, hvilket svarer til ca. 1,9 mio. km. Den antyder, at koncentrationer af store decelerationer genfindes, hvor der er store trafikmængder, men ikke nødvendigvis, hvor der kan konstateres problemer med vejnettets indretning og omgivelser. Den indikerer, at koncentrationer af store ryk kan genfindes, hvor vejnettet er uhensigtsmæssigt indrettet og/eller hvor der tidligere er konstateret ulykker. Et litteraturstudie antyder ligeledes, at ryk giver en bedre indikation på nær-ulykker end decelerationer. Til gengæld kan det konstateres, at ryk optræder koncentreret i forbindelse med ujævnheder på vejnettet, hvorfor registreringer i disse lokaliteter skal fjernes, for at ryk kan være en troværdig indikator. Endvidere konstateres det, at antallet af registrerede decelerationer/ryk i det anvendte datasæt er for lavt til at det endelig kan afklares, om sorte pletter kan identificeres ved hjælp af ryk.

Effekten af hastighedsdæmpende foranstaltninger er ved hjælp af GPS-data fra kørende biler undersøgt i 14 mindre byer i Nordjylland. Undersøgelsen viser, at der køres for hurtigt på 75 % af bystrækningerne. Hastighedsdæmpende foranstaltninger kan reducere hastighedsoverskridelsen med 40-50 %, men kun hvis de placeres med kort indbyrdes afstand (150 m).

As part of ITS Platform North Denmark a full-automatic GNSS-based parking payment (PP) system was developed (P app). On the basis of the parking position and parking time it can determine the price of parking and collect the amount from the car owner’s bank account. The driver is informed about any initiation of PP via SMS. If the driver finds the payment erroneous, it can be cancelled via SMS. Parking attendants can check if the car in question has an ongoing payment for parking. To handle the problems with GNSS-based positioning in densely built-up areas an advanced mapmatching algorithm was integrated in the P app. 24 of the participating vehicles used the P app, and 58 parking payments were carried out without errors. In a few cases, a wrong parking area was selected. This was due to lack of information in the map rather than errors in the mapmatching algorithm. As part of ITS Platform North Denmark, a full-automatic GNSS-based parking payment (PP) system was developed (PP app). On the basis of the parking position and parking time, the PP app can determine the price of parking and collect the amount from the car owner’s bank account. The driver is informed about any initiation of PP via SMS message. If the driver finds the payment erroneous, it can be cancelled via SMS message. Parking attendants can check if the car in question has an ongoing payment for parking. To handle the problems with GNSS-based positioning in densely built-up areas, an advanced map matching algorithm was integrated in the PP app. 24 of the participating vehicles used the PP app, and 58 parking payments were carried out without errors. In a few cases, the wrong parking area was selected. This was due to lack of information in the map rather than errors in the map matching algorithm.

Aalborg Universitet har sammen med to lokale virksomheder de seneste fire år udviklet og afprøvet en ITS platform, der kan anvendes til kommunikation med bilerne og give bilisterne en række services. Formålet har været af få en teknologisk afprøvning af hvad en GPS-boks med en dataforbindelse til en backendserver skjult i bilen kan anvendes til. ITS Platformsprojektet har haft et budget på 33 mio. kr. og har vist at bokse, der registrerer bilens position, på mange måder kan hjælpe bilisterne. Det et teknologisk muligt at etablere dynamisk trafikinformation samt etablere støttesystemer til mere sikker og mere økonomisk kørsel. Big Data fra systemet kan give vejmyndighederne bedre beslutningsgrundlag til trafikplanlægningen. Og sidst men ikke mindst er det muligt at etablere betalingssystemer. Projektet har også vist at boksene i bilerne ikke i sig selv behøver at være meget intelligente. Dette bliver i stigende grad overtaget af app’s på mobiltelefonerne. ITS Platformen er færdigudviklet og kan nu anvendes til teknologiske afprøvninger af f.eks. betalingssystemer.

Sammenhængen mellem trafikulykker og hastighed viser, at øget hastighed resulterer i flere og mere alvorlige trafikulykker. Tidligere undersøgelser har indikeret, at bilister overskrider hastighedsgrænsen på gennemfartsveje i mindre byer i Danmark. For at holde farten nede i bygennemfarter er der i Danmark traditionelt anvendt vejtekniske tiltag i form af bump, forsætninger og byporte. Formålet med denne undersøgelse er at finde ud af, hvilken effekt disse tiltag har på bilisters kørselsadfærd i gennemfartsbyer i Danmark. Undersøgelsen er foretaget på baggrund af GPS-baserede data fra kørende biler for 14 gennemfartsbyer i Nordjylland. Undersøgelsen viser, at enkeltstående bump og forsætninger kun har meget lokal effekt og ikke er tilstrækkelige til at holde bilisternes hastighed nede i byerne. Bilisterne øger hastigheden igen umiddelbart efter passagen af tiltaget. Kun hvor der er etableret bump og forsætninger efter Vejreglernes anbefalinger, er hastigheden reduceret, som ønsket. En tætliggende randbebyggelse reducerer også hastigheden i en del bygennemfarter, men den har ingen effekt på de højeste hastigheder.

Aalborg University and two local companies have over the past four years developed and tested an ITS Platform, which can be used for communication with cars and for providing a number of services to the drivers. The purpose has been to perform a technological test of the possible use of a hidden GPS box with data connection to a backend server. The ITS Platform project has had a budget of DKK 33 million (app € 4.4) and it has demonstrated that boxes which register the position of the cars can be helpful to drivers in many ways. Establishing dynamic traffic information and support systems for safer and more economic driving is technologically possible. Big Data from the system can provide traffic authorities with a better basis for decision for their traffic planning. Last, but not least, it is possible to establish payment systems. The project has also shown that the boxes in the cars do not have to be very intelligent. This is gradually taken over by applications on smart phones. The ITS Platform with 425 test drivers is now completely developed and can be used for technological testing of e.g. payment systems.

A significant number of trials with Intelligent Speed Adaptation (ISA) have been carried out within the last two decades. Almost all with a promising result; the drivers reduce their proportion of speeding and are in general positive to ISA. However, two tings question this offhand success story; 1: there has been no commercial break through for ISA so far, even though estimated has shown that ISA can reduce the n. of fatalities in traffic accidents with up to 59%, and 2: in the only ISA trial included drivers, who not participated voluntary in the trial, ISA had virtually no effect on these drivers. The ISA trial with involuntary participants was known as ISA C and was carried out in and around the Danish town Vejle 2007-2008. First an ultra short presentation to ISA will be given. It will be followed by a project presentation of ISA C followed with the most significant results regarding the involuntary drivers and other circumstances, which can have resulted in the limited effect from ISA in the trial. Finally, there will be presented some considerations about ISA and involuntary drivers in general – are there national differences and has the attitude changed in the last year to a more safety-oriented view in the public?

I Aalborg Midtby blev der primo 2012 etableret et nyt dynamisk Parkeringsinformationssystem (P-INFO), der dækker en større del af midtbyens betalingsparkeringspladser, end det gamle gjorde. I den forbindelse blev der lavet en interviewundersøgelse blandt 1.643 parkerende på centrale parkeringspladser i hverdagsmyldretiden før og efter etableringen af det nye P-INFO. Hovedresultaterne var, at alle parkerende var fra regionen og 58 % fra Aalborgområdet, og at 90 % havde bestemt sig for, hvilket sted de ville parkere, før de nåede frem. Selvom kendskabet til P-INFO var højt (ca. 85 %) var andelen af parkerende, der anvendte det meget lavere; 23 og 31 % før og efter etablering af det nye P-INFO. I gennemsnit forkortes rejsetiden med 1-11 sekunder pr. tur med det nye P-INFO i forhold til det gamle. Det svarer til en reduktion i den parkeringssøgende trafik i Aalborg Midtby på 0,5-4,1 %. Disse resultater er gennemregnet på to måder, men må tages med et vist forbehold. Det vurderes, at effekten er større, hvis der ses på parkerende i ferieperioder og weekender., Proceedings from the Annual Transport Conference at Aalborg University, Vol. 1 Núm. 1 (2013): Proceedings from the Annual Transport Conference at Aalborg University

Den officielle ulykkesstatistik og sygehusregistreringer af trafikulykker fortæller to meget forskellige historier om udviklingen i danske cyklisters trafiksikkerhed. Førstnævnte indikerer en forbedring af cyklisternes sikkerhed, mens sidstnævnte angiver, at trafiksikkerheden er stort set uændret for cyklisterne. Lægges hertil, at de seneste års effektstudier af trafiksikkerhedstiltag målrettet cyklisterne, ikke er i stand til at dokumentere positive sikkerhedsmæssige effekter af vejtekniske tiltag, tegner der sig et broget billede af udviklingen i cyklisternes trafiksikkerhed samt af mulighederne for fremadrettet at forbedre sikkerheden.Indlægget omfatter en analyse og karakteristik af udviklingen i trafiksikkerheden for cyklisterne i perioden 2000-2012 baseret på såvel den officielle ulykkesstatistik, sygehusregistreringer og gennemførte effektstudier med henblik på at identificere og diskutere årsagerne til de modsatrettede tendenser, de hver især beskriver, herunder det tiltagende mørketal i den officielle ulykkesstatistik. Tendensen er, at antallet af ulykker og personskader ikke er ændret, men at alvorligheden af cyklistulykkerne er reduceret over tid.Med afsæt i effektstudier samt nylige analyser af cyklisters adfærd i signalanlæg identificeres tiltag med lovende sikkerhedsmæssigt potentiale. I den forbindelse inddrages blandt andet de foreløbige resultater af de sikkerhedsmæssige effekter af brugen af reflekterende cykeljakke – et kontrolleret eksperiment, der afsluttes i oktober 2013 – samt de dokumenterede effekter af brugen af kørelys blandt cyklister. Sidstnævnte benytter sig begge af selvrapportering af cyklistuheld for at omgå problemerne knyttet til det høje mørketal for cyklistuheld i den officielle uheldsstatistik. Analyserne indikerer, at de største sikkerhedspotentialer knyttet sig til tiltag, der øger cyklisters synlighed, snarere end til punktvise trafiktekniske tiltag.

In order to encourage cycling, we need to reduce the hazards that cyclists face. Single-bicycle crashes or ‘bicycle-only crashes’ are falls and obstacle collisions in which only one cyclist is involved. Between 60 and 95% of cyclists admitted to hospital or treated at an emergency department are victims of single-bicycle crashes. As proportion of the total number of traffic casualties the share exceeds 20% in most countries with medium to high levels of cycling. This paper discusses the prevalence of the problem and describes measures that may both reduce the risks and make cycling a more attractive transport choice at the same time. In order to encourage cycling, we need to reduce the hazards that cyclists face. Single-bicycle crashes or ‘bicycle-only crashes’ are falls and obstacle collisions in which only one cyclist is involved. Between 60 and 95% of cyclists admitted to hospital or treated at an emergency department are victims of single-bicycle crashes. As proportion of the total number of traffic casualties the share exceeds 20% in most countries with medium to high levels of cycling. This paper discusses the prevalence of the problem and describes measures that may both reduce the risks and make cycling a more attractive transport choice at the same time.

I 2004/2005 blev der i det gamle Viborg Amt afprøvet et nyt afmærkningsprincip på de skarpeste vejkurver. Det nye afmærkningsprincip havde til formål, at gøre kurverne mere tydelig således, at trafiksikkerheden i kurverne blev forbedret. Derfor er det undersøgt, hvorvidt det nye afmærkningsprincip giver anledning til en reduktion af ulykker. Saneringen ser ud til at have en positiv effekt på personskadeulykker. Resultatet er dog ikke statistisk signifikant.

This paper presents the ITS Platform Northern Denmark, which is an open platform to test ITS solutions. The platform consists of a new developed GNSS/GPRS On Board Unit installed in nearly 500 cars, a backend server and a specially designed digital road map for ITS applications. The platform is open for third part application. This paper presents the platform’s potentials and explains a series of test applications, which are developed on the plat- form. Moreover, a number of new projects, which are planned for ITS Platform is introduced.

På ring 2, Østre Alle i Aalborg er der etableret adaptiv signalstyring i 2011. Effekten er målt ved hjælp af GPS-data fra kørende biler. Hovedresultaterne er at transporttiden i eftermiddagsmyldretiden reduceres med 17 % mens effekten i morgenmyldretiden og midt på dagen er mere blandet.

I Aalborg Midtby blev der primo 2012 etableret et nyt dynamisk Parkeringsinformationssystem (P-INFO), der dækker en større del af midtbyens betalingsparkeringspladser, end det gamle gjorde. I den forbindelse blev der lavet en interviewundersøgelse blandt 1.643 parkerende på centrale parkeringspladser i hverdagsmyldretiden før og efter etableringen af det nye P-INFO. Hovedresultaterne var, at alle parkerende var fra regionen og 58 % fra Aalborgområdet, og at 90 % havde bestemt sig for, hvilket sted de ville parkere, før de nåede frem. Selvom kendskabet til P-INFO var højt (ca. 85 %) var andelen af parkerende, der anvendte det meget lavere; 23 og 31 % før og efter etablering af det nye P-INFO. I gennemsnit forkortes rejsetiden med 1-11 sekunder pr. tur med det nye P-INFO i forhold til det gamle. Det svarer til en reduktion i den parkeringssøgende trafik i Aalborg Midtby på 0,5-4,1 %. Disse resultater er gennemregnet på to måder, men må tages med et vist forbehold. Det vurderes, at effekten er større, hvis der ses på parkerende i ferieperioder og weekender.

Sammenhængen mellem trafikulykker og hastighed viser, at øget hastighed resulterer i flere og mere alvorlige trafikulykker. Tidligere undersøgelser har indikeret, at bilister overskrider hastighedsgrænsen på gennemfartsveje i mindre byer i Danmark. For at holde farten nede i bygennemfarter er der i Danmark traditionelt anvendt vejtekniske tiltag i form af bump, forsætninger og byporte. Formålet med denne undersøgelse er at finde ud af, hvilken effekt disse tiltag har på bilisters kørselsadfærd i gennemfartsbyer i Danmark. Undersøgelsen er foretaget på baggrund af GPS-baserede data fra kørende biler for 14 gennemfartsbyer i Nordjylland. Undersøgelsen viser, at enkeltstående bump og forsætninger kun har meget lokal effekt og ikke er tilstrækkelige til at holde bilisternes hastighed nede i byerne. Bilisterne øger hastigheden igen umiddelbart efter passagen af tiltaget. Kun hvor der er etableret bump og forsætninger efter Vejreglernes anbefalinger, er hastigheden reduceret, som ønsket. En tætliggende randbebyggelse reducerer også hastigheden i en del bygennemfarter, men den har ingen effekt på de højeste hastigheder., Proceedings from the Annual Transport Conference at Aalborg University, Vol. 1 No. 1 (2012): Proceedings from the Annual Transport Conference at Aalborg University

A central aspect of road safety work relies on identification of hazardous road locations (HRL). However, the said identification is based on police-reported accidents, which show massive underreporting. Thus, in Denmark, only 14% of the serious injury accidents were reported in 2007, and the proportion is decreasing. Hence, HRL identification and enhancement are carried out more or less at random. Also, they are retrospective, i.e. accidents must occur before road safety enhancements can be made. In place of that procedure, a predictive model based on serious jerks (the derivative of deceleration) found in GPS data from driving cars is under development. Other studies have found a connection between serious jerks and conflicts. This paper focuses on a small-scale study based on a distance driven of 38,000 km and 2 million observations. It is found that to be useful for HRL identification observations, should include a clear indication of when deceleration is initiated as well as when deceleration ends. Also, to avoid erroneous results due to speed bumps etc. a measurable reduction of the driving speed has to occur within few seconds prior to the jerk. Furthermore, the speed prior to jerks has to be above a certain level to enable distinction from results involving for example the passing of kerbs and departure from driveways. However, large-scale studies are required to assess if the approach is sufficiently reliable and to establish a threshold for including jerks in the HRL identification. These studies were initiated towards the end of 2012.

The Danish Intelligent Speed Adaptation (ISA) trial ISA C included 26 commercial cars and 51 drivers a number of whom were involuntary. After a baseline period, ISA was activated for one year. The drivers should identify themselves with a personal key ID before driving. As well as being informative and warning, the ISA had an incentive in the form of rewards for speeding avoidance and social control - the latter, however, did not work sufficiently. When a key ID was used, the proportion of speeding was low while driving with ISA. Without key ID there was virtually no change in driving behaviour regardless of ISA. Also, a statistical model showed that drivers sensitive to ISA sped significantly less in baseline than insensitive dri- vers. Moreover, on the basis of questionnaires it was found that drivers could be categorised as either green drivers (not positive to speeding) or red (more positive to speeding). A high correlation between the use of key ID, sensitivity to ISA, and the driver’s colour was found: green drivers would use the key ID while red virtually never did. Hence ISA, as used in this trial, has virtually no effect on the driving behaviour of involuntary drivers

This paper presents the project entitled “ITS Platform North Denmark” which is used as a test platform for Intelligent Transportation System (ITS) solutions. The platform consists of a newly developed GNSS/GPRS On Board Unit (OBU) to be installed in 500 cars, a backend server and a specially designed digital road map for ITS applications. The platform is freely accessible, which means that third party applications could be run on the platform. It is estimated that using this platform enables the ITS applications to be developed for 20% of the normal cost, hence third party are invited to test their applications in this platform. This paper presents the platform’s potentials and explains a series of test applications which are under development on it. Moreover, a number of new projects planned for the platform are demonstrated.

The Danish Intelligent Speed Adaptation (ISA) trial ISA C included 26 commercial cars and 51 drivers a number of whom were involuntary. After a baseline period, ISA was activated for one year. The drivers should identify themselves with a personal key ID before driving. As well as being informative and warning, the ISA had an incentive in the form of rewards for speeding avoidance and social control - the latter, however, did not work sufficiently. When a key ID was used, the proportion of speeding was low while driving with ISA. Without key ID there was virtually no change in driving behaviour regardless of ISA. Also, a statistical model showed that drivers sensitive to ISA sped significantly less in baseline than insensitive dri- vers. Moreover, on the basis of questionnaires it was found that drivers could be categorised as either green drivers (not positive to speeding) or red (more positive to speeding). A high correlation between the use of key ID, sensitivity to ISA, and the driver’s colour was found: green drivers would use the key ID while red virtually never did. Hence ISA, as used in this trial, has virtually no effect on the driving behaviour of involuntary drivers

Det danske udvalg inden for Nordisk Vejforum om Intelligente Transport Systemer (NVF-ITS) repræsenterer den danske ITS-branche bredt. De i alt 16 deltagere fordeler sig på Vejdirektoratet, de største kommuner, rådgivere, leverandører og forskningsinstitutioner indenfor ITS-området.

Den nuværende sortpletudpegning på det danske vejnet lider under faldende uheldsregistrering, og bliver derfor foretaget på et stadigt mere usikkert grundlag. Trafikforskningsgruppen på Aalborg Universitet arbejder i øjeblikket med to andre tilgange til udpegning af risikolokaliteter. Det ene er det vejinventeringsbaserede perspektiv, der skal munde ud i en vejkarakteristikabaseret udpegningsmetode til lokalisering af risikolokaliteter. Det andet er det ITS-baserede perspektiv, og det drejer sig om anvendelsen af data fra kørende biler, hvor kraftige decelerationer indikerer en øget risiko og dermed en potentiel risikolokalitet, hvor mange af disse decelerationer er registreret. Artiklen beskriver perspektiver, ideer og mål for udviklingen af de to metoder.

Et forsøg med Intelligent Farttilpasning blandt firmabiler i Vejle, hvor alle hastighedsovertrædelser blev logget, viser, at andelen af de kørte kilometer over hastighedsgrænsen + 5 km/t blev nedsat fra 18% til 4% for den 1/5 af chauffører, som var positive overfor systemet. For de andre 4/5 havde systemet ingen effekt. Forsøget gav mulighed for, at både chefer og kollegaer kunne se hastighedsovertrædelserne, men denne mulighed blev ikke brugt.

Befordring af personer i landdistrikterne er et centralt emne i disse år, og den kollektive transport omorganiseres. Befolkningstallet er mange steder vigende, men alligevel er behovet for befordring stigende, fordi landsbyer i dag kun kan eksistere og forstås som højmobile pendlersamfund. Samtidigt giver moderne kommunikationsteknologi nye måder at organisere befordringen på. Derfor blev befordringsbehovet i landdistrikter undersøgt med Favrskov Kommune som casekommune. Dataindsamlingen blev foretaget ved hjælp af en spørgeskemaundersøgelse, fokusgruppeinterviews og en ekspertkonference. Hovedresultaterne fra undersøgelsen er følgende: Kollektiv transport i dens nuværende form opfattes kun som et relevant og brugbart befordringsmiddel af et fåtal ifm. bolig-arbejdsbefordringen. Det vigtigste transportmiddel er personbilen, og kollektiv trafik dækker ikke befolkningens behov for befordring tilstrækkeligt. En betydelig andel af befolkningen anvender moderne kommunikationsmidler som mobiltelefon og internet, og manglende forståelse for brugen af disse er ikke en større barriere mod indførelse af mere intelligente løsninger til personbefordringen.

Speed regulating Effects of Incentive-based Intelligent Speed Adaptation in the short and medium term Despite massive improvements in vehicles’ safety equipment, more information and safer road network, inappropriate road safety is still causing that more than 250 people are killed and several thousands injured each year in Denmark. Until a few years ago the number of fatalities in most countries had decreased while the amount of traffic increased. However, this trend has been replaced by a more uncertain development towards a constant or even somewhat increasing risk. Inappropriate speeding is a central cause for the high number of fatalities on the roads. Despite speed limits, speed limit violating driving behaviour is still widespread in Denmark. Traditional solutions to prevent speed violation have been enforcement, information, and enhanced road design. It seems, however, hard to achieve sufficient further road safety on the basis of these solutions, while additional solutions known as Intelligent Transport Systems, and more particularly Intelligent Speed Adaptation (ISA), can be seen as a central solution towards a safer road network. ISA can be informative. It informs the driver about the speed limit. It can also give warnings if the speed limit is violated. Also, ISA can be recording, which means that driving behaviour is logged and driving data can be used for a number of purposes. It can also be incentive. Incentive ISA is based on recording ISA but is supplemented with a kind of reward or penalty system associated with driving behaviour. Moreover, ISA can be intervening, so it can prevent speed violations physically. More than 30 ISA trials involving different ISA equipment have been carried out, and almost all trials have shown significant effects on driving behaviour towards fewer speed limit violations. Estimation of safety effects showed various results and the reduction in the number of fatalities was estimated to be as high as 37 to 42% if ISA was fully implemented. Despite convincing effects of ISA in short term, it was found that the effect of ISA decreased over time and that exposed road users, such as young novice drivers, were underrepresented in most trials. Could it be that an economic incentive linked to driving behaviour could be the determining factor that might open the market to ISA on a large scale? This was the underlying idea when two Danish ISA trials were developed involving an incentive-based ISA system aimed at the target groups of young drivers and commercial drivers, on a commercial basis. The trials were Pay As You Speed (PAYS) and Intelligent Speed Adaptation Commercial (ISA C). In PAYS the size of the insurance rate would depend on the driver’s amount of speeding. Thus no speeding would result in a 30 per cent reduction on the car insurance rate. Focus in the thesis has mainly been on PAYS. The ISA consisted of a display with loudspeakers, a small computer and a GPS antenna. Feedback was given, if the speed limit was exceeded by more than 5 km/h. The display showed the actual speed limit, any penalty points received due to speeding during the on-going trip, and the number of penalty points received during the previous test period. Also, auditory feedback was given every six seconds in the case of speeding. From the third and subsequent warnings penalty points worth DKK 0,50 was added to each warning. The driver could see any penalty points on a personal webpage. The first 1.5 months - a baseline period (ISA was passive) was used to assess each participant’s normal driving behaviour. The discount was independent of the driving behaviour during this period. During the next 4.5 months, the participants were randomly divided into four groups, each driving under different ISA conditions. A control group continued like in baseline. An incentive group continued with no real-time feedback. However, penalty points would result in reduced discount on the insurance rate. An information group was given only information and driving behaviour did not affect the discount. In a combination group, the participants received information and any reduced discount in case of speeding. The combination treatment was the main mode for the trial, and after the 4.5 months, all participants drove in this mode. The aim of this thesis was to establish how informative and warning ISA in combination with incentives for avoiding speeding affect driving behaviour among exposed road users (18-28 years old drivers) in short term and in medium term after activation of ISA. The effect was studied on the basis of the Danish ISA trial PAYS. Short term means 0-1.5 months after ISA activation, while medium-term means 3-4.5 months after ISA activation. Regarding short-term effects, it was found that the combination of informative and incentive ISA resulted in statistically significant less speeding and less speed variation than did either of them. Moreover, it was found that incentive without informative ISA worked significantly better than informative ISA without incentive. These results hold good, in general, regarding 50 and 80 km roads, which is equivalent to 78% of the data studied. On 110 and especially on 130 km roads the pattern is more confounding. In the medium term the differences between the different ISA treatments became even more substantial. The effect of informative ISA differed markedly but in general decreased over time. Regarding incentive the effect appeared and remained although, in most cases, the effect of combination was significantly bigger than of incentive. Hence, the overall conclusion is that informative and warning ISA combined with an economic incentive for avoiding speeding has a significant and lasting effect on driving behaviour. Also it is found that this combination works significantly better than do each of the parts of the ISA conditions.

En lang række Intelligente Transportsystemer udvikles i disse år til at hjælpe den enkelte bilist med at køre mere sikkert. En central del er omkring trafiksikkerhed, og som en del af det nordjyske ITS Platform projekt udvikles en risikolog, der beskriver hvor risikobetonet den enkelte deltagende bilists kørselsadfærd er. Den giver feedback til bilisten, hvis der foretages risikobetonet kørsel i form af for høje hastigheder, kraftige decelerationer samt kraftige accelerationer i kørselsretningen samt sideværts. Den afledte af accelerationen, kaldet rykket beskriver risikobetonet adfærd bedre end accelerationen. Der er en god sammenhæng mellem antallet af kraftige ryk i kørselsretningen og kørselsadfærden, mens der ikke kan konstateres en klar sammenhæng mellem sideværts ryk og kørselsadfærden. Datagrundlaget for disse resultater er ikke stort, og grænseværdier for de ryk, der skal resultere i feedback i forbindelse med risikolog dokumenteres løbende i takt med, at data fra deltagerne i ITS Platform bliver indsamlet.

Intelligent Speed Adaptation is an Intelligent Transport System developed to significantly improve road safety in helping car drivers maintain appropriate driving behaviour. The system works in connection with the speed limits on the road network. It is thus essential to keep the speed limit map used in the Intelligent Speed Adaptation scheme updated. The traditional method of updating speed limit maps on the basis of long time interval observations needed to be replaced by a more efficient speed limit updating tool. In a Danish Intelligent Speed Adaptation trial a web-based tool was therefore developed to give road authorities the opportunity to keep the speed limit map updated. However, the feedback from road authorities was insufficient. Hence a new web application based on Google Maps was made to provide easier speed limit updates for road authorities. The lessons learnt were that tools for map updating should preferably be made on the basis of a commercial map provider, 2 such as Google Maps and that the real challenge is to oblige road authorities to carry out updates.

Befordring i landdistrikterne er et centralt emne i disse år, hvor den kollektive transport omorganiseres og bliver efterspørgselsstyret, befolkningstallet er vigende og behovet for befordring er større end nogensinde før. Samtidigt åbner moderne kommunikationsteknologi op for nye måder at organisere befordringen på. Derfor blev befordringsbehovet undersøgt i Favrskov Kommunes landdistrikter (det åbne land og landsbysamfund med op til 1.000 indbyggere). Dataindsamlingen blev foretaget ved hjælp af en spørgeskemaundersøgelse, fokusgruppeinterviews og en ekspertkonference. Hovedresulta- terne fra undersøgelsen er, at landdistriktsbeboerne i det store hele har de samme problemer og daglige udfordringer, som flere tidligere undersøgelser fra Danmark også viser: nemlig at den kollektive transport kun opfattes som et relevant og brugbart personbefordringsmiddel af et fåtal, og det vigtigste transportmiddel er personbilen, samt at befordringsbehovet ikke opfyldes tilstrækkeligt. Endvidere vi- ser undersøgelsen, at langt hovedparten af undersøgelsens respondenter anvender moderne kommuni- kationsmidler såsom mobiltelefon og Internet, og at manglende forståelse af disse ikke er en barriere mod indførelse af mere intelligente løsninger på personbefordringen på landet i fremtiden., Selected Proceedings from the Annual Transport Conference at Aalborg University, Årg. 5 Nr. 1 (2010): Selected Proceedings from the Annual Transport Conference at Aalborg University

I dette paper fremlægges de endelige resultater for Intelligent Farttilpasning projektet ’Spar på Farten - Tab ikke kunder i svinget’. Projektet involverede i alt 26 erhvervskøretøjer med i alt 51 chauffører. Hver bil kørte med udstyret i cirka 14 måneder, hvoraf de første to var med udstyret inaktiveret som baseline. Udstyret var både informerende, advarende og gav incitament hvis der blev kørt for hurtigt. Hver måned vandt chaufføren med færrest strafpoint en præmie ligesom der var større præmier i forbindelse med afslutningen af forsøget. Paperet præsenterer resultater om, hvordan chaufførernes hastighedsvalg blev påvirket af IFT-udstyret. Dette ses desuden i forhold til udviklingen over tid og i forhold til hvorvidt chaufføren havde identificeret sig inden turen påbegyndtes. Endvidere fremlægges det, hvordan og hvor meget chaufførernes holdninger ændrede sig efter at have kørt med systemet. Hovedresultaterne er, at informerende og advarende Intelligent Farttilpasning alene havde en mindre effekt på deltagernes adfærd, og at denne endvidere aftog over tid. Når incitament i form af en nøgle-ID og medfølgende registrering også blev medtaget, var effekten markant større og mere konstant over tid. Andelen af den kørte distance, hvor hastigheden var over 5 km/t over hastighedsgrænsen blev i gennemsnit reduceret fra 17 til 4 %, hvor chaufførerne havde identificeret sig, mens der blev konstateret en minimal stigning fra 17 til 19 %, hvor chaufførerne ikke havde identificeret sig., Proceedings from the Annual Transport Conference at Aalborg University, Vol. 1 No. 1 (2009): Proceedings from the Annual Transport Conference at Aalborg University

Dette paper beskriver de første resultater fra det danske Intelligente Farttilpasningsprojekt ”Spar på Farten - Kommerciel” for firmabiler der afvikles i Vejle Kommune. Udstyret er både informerende og giver incitament, da det både giver information og advarsler samt efterfølgende strafpoint, hvis der køres for stærkt. Hver måned vinder den chauffør med færrest strafpoint en præmie. Paperet præsenterer resultater omkring chaufførernes valg af hastighed i de første 3 af planlagte 131⁄2 måneds testperiode. I alt kørte 26 køretøjer og 51 chauffører fordelt på 6 firmaer med udstyret. Hovedresultatet var, at kørsel med mere end 5 km/t over hastighedsgrænsen blev reduceret fra 18,7 % til 7,4 % på veje med en hastighedsgrænse på 50 km/t, mens det blev reduceret fra 18,9 % til 4,7 % for veje med en hastighedsgrænse på 80 km/t., Proceedings from the Annual Transport Conference at Aalborg University, Vol. 1 Núm. 1 (2008): Proceedings from the Annual Transport Conference at Aalborg University

Spar på Farten er et nordjysk Intelligent Farttilpasningsprojekt. Projektet er baseret på et princip om, at i jo mindre grad hastighedsgrænsen overskrides, jo mere sparer den enkelte forsøgsdeltager på sin bilforsikring. Når overskridelser af hastighedsgrænsen skal opgøres finansielt, er det vigtigt, at overskridelserne er baseret på korrekte hastighedsgrænser. Derfor er vedligeholdelse af hastighedskortet af vital betydning. Det udviklede kort er planlagt til at være delt mellem kommunerne i Nordjylland og projektet. På trods af det, har det vist sig, at opdateringerne fra kommunerne har været begrænset og at kun 46 % af kommunerne har indrapporteret ændringer til hastighedskortet. Det har dermed vist sig, at det er svært at basere opdatering af hastighedskort på frivillige bidrag fra kommunerne., Proceedings from the Annual Transport Conference at Aalborg University, Vol. 1 Núm. 1 (2007): Proceedings from the Annual Transport Conference at Aalborg University

Intelligent Speed Adaptation [ISA] has proved successful at reducing the speed of normal drivers. However, until now the potential of ISA as an assistive device has been neglected. Two case studies were conducted to test ISA as a support for drivers with acquired brain injury [ABI] in driving with appropriate speed and thereby releasing cognitive capacity for other aspects of driving. The participants were two persons with ABI, who had retained their driving licenses. They were interviewed about their driving strategies before installation of ISA, and about their experience driving with ISA after the test period. The effect of ISA on the participants’ speed is analyzed and combined with their evaluation of the utility of ISA. The results suggest that with further customisation ISA may be a suitable “cognitive prosthesis” for drivers with ABI, but with some reservations towards certain cognitive deficits., Proceedings from the Annual Transport Conference at Aalborg University, Vol. 1 Núm. 1 (2007): Proceedings from the Annual Transport Conference at Aalborg University

The present study is a part of the ISA PAYD project being conducted in the County ofNorth Jutland, Denmark. The first part of the study compared background data andattitudes between young ISA-volunteers and non-volunteers. Volunteers and nonvolunteersdiffered only with respect to their judgement of ISA effects. The second partof the study compared effects of ISA on speeding for ISA-volunteers exposed to differentcombinations of informative ISA and incentives e.g. speed dependent insurancediscounts. Comparisons of amount speeding between treatment groups showed that ISAin combination with incentives and ISA alone reduced speeding, incentive without ISAhad some effect on speeding whereas the control group, which neither had ISA orincentives continued to speed throughout an observation period of 18 weeks.

The paper describes an Intelligent Speed Adaptation (ISA) project in Denmark based on PayAs You Drive principles, which means that the ISA equipment both gives a warning whenthe driver is speeding but also gives penalty points which reduce a promised bonus at 30 %on the insurance rate. In the project we have developed an On Board Unit (OBU) for ISAwith mobile phone (GPRS) connection to a web server, and with an advanced map matchingprogram, and air based map update function. We have developed a speed map for 22,000 kmroads, including a web based maintaining tool. The project will proceed in a three year testperiod involving 300 car drivers as participants in the project, and we have some very primaryresults from the first 3 months driving. We have problems recruiting participants in theproject, until now only 90 have signed a contract to have an OBU installed.