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Den danske transportsektor har historisk valgt en trafikpolitik som har gjort brug af tillokkende styringsmidler, såsom forbedringer af alternativerne til privatbilisme, i håb om at dette ville medføre et frivilligt transportmiddelskift. Til trods for dette så kører den danske befolkning mere i bil end nogensinde før med en øget udledning af CO2 fra vejtransporten til følge. Denne udvikling efterspørger nærmere undersøgelse af, hvordan vi kan fremme og opfordre til mere klimavenlig transport gennem påvirkning af transportadfærd. Påvirkning af transportadfærd og -mønstre kan forsøges opnået gennem brug af forskellige trafikpolitiske virkemidler, og nærværende artikel bidrager til forskningen omhandlende hvilke trafikpolitiske virkemidler, som har den største effekt. Dette er undersøgt gennem en spørgeskemaundersøgelse baseret på en stated preference analyse. Analysen viste at det er ekstrem vanskeligt at påvirke transportadfærd, hvor ændringer i form af takstnedsættelser og kortere rejsetid med den kollektive transport havde en begrænset effekt på respondenterne. Resultaterne viste imidlertid at forbedringer af den kollektive transport har en lidt større effekt, når disse sker i kombination med virkemidler som en trængselsafgift eller variable kørselsafgifter (road pricing), som er direkte rettet mod bilisternes kørsel.

This research focuses on investigating human commuting patterns within the GeoVisual Analytics (GVA) environment using Floating Car Datasets (FCD) collected in Aalborg municipality between years 2012 – 2014. According to studies in the transportation domain, physical commuting remains an actual routine in the everyday lifestyle of modern society. And yet, insufficient number of studies have been conducted in this direction nor presented from the GVA analytics perspective that would provide a more indepth understanding. To contribute to the existing studies, we investigate the spatio-temporal distribution of the travel behaviour of Aalborg commuters from location-to-location during peak and off-peak hours throughout working days and weekends with morning and afternoon rush hours. Accordingly, we propose an interactive GVA environment as an essential tool for the extensive analysis of human mobility data to ensure effective exploratory interpretation of the commuters’ travel behaviour while following the analysis workflow provided by the traffic experts. The GVA reveals ongoing dynamic processes in traffic flow over space and time to help local authorities for a better decision-making process in traffic management.

Mange landsbyer har det tilfælles, at de gennemskæres af en meget trafikeret hovedvej. Det almindelige greb for at få trafi-kanterne til at sænke hastigheden og overholde fartgrænsen på 50 km/t er bump og chikaner. I landsbyerne Sjørring, Hundborg og Snedsted har Thisted Kommune med støtte fra TrygFonden sammen med to kunstnere fra Thy udformet nye kunstneriske indslag, som skal få trafikanterne til at sætte far-ten ned. Denne rapport er en evaluering af projektet foreta-get af Trafikforskningsgruppen ved Aalborg Universitet.Evalueringen viser, at kunstneriske tiltag har en positiv effekt. Derødmalede felter på vejen, som viser, hvor farten skal sæn-kes eller LED-skilte, der med stjerner og bananskralder viser, om billisten har overholdt fartbegrænsningen eller ikke, får rent faktisk billisterne til at sænke farten. I Sjørring er andelen af billister, der overholder fartbegræns-ningen steget fra 25% til hele 83%, mens 58% af bilisternefortsat overskrider fartbegrænsningen i Hundborg.I Hund-borg er derderfor brug for yderligere tiltagfor at opnå den ønskede effekt Mange landsbyer har det tilfælles, at de gennemskæres af en meget trafikeret hovedvej. Det almindelige greb for at få trafi-kanterne til at sænke hastigheden og overholde fartgrænsen på 50 km/t er bump og chikaner. I landsbyerne Sjørring, Hundborg og Snedsted har Thisted Kommune med støtte fra TrygFonden sammen med to kunstnere fra Thy udformet nye kunstneriske indslag, som skal få trafikanterne til at sætte far-ten ned. Denne rapport er en evaluering af projektet foreta-get af Trafikforskningsgruppen ved Aalborg Universitet.Evalueringen viser, at kunstneriske tiltag har en positiv effekt. Derødmalede felter på vejen, som viser, hvor farten skal sæn-kes eller LED-skilte, der med stjerner og bananskralder viser, om billisten har overholdt fartbegrænsningen eller ikke, får rent faktisk billisterne til at sænke farten. I Sjørring er andelen af billister, der overholder fartbegræns-ningen steget fra 25% til hele 83%, mens 58% af bilisternefortsat overskrider fartbegrænsningen i Hundborg.I Hund-borg er derderfor brug for yderligere tiltagfor at opnå den ønskede effekt

I Aarhus har Danmarks første letbane været åben for passagerer siden december 2017. I Odense og København er anlægsarbejdet påbegyndt for kommende letbanestrækninger, hermed bliver letbaner mere udbredt i Danmark. Gennem et adfærds- og konfliktstudie i et større signalreguleret kryds med letbanestandsningssted i Aarhus kunne det blandt andet konkluderes, at ankomsten af et letbanetog motiverer letbanepassagerer til at krydse for rødt. Studierne undersøgte også fodgængernes generelle krydsningsadfærd for rødt, hvor det kunne konkluderes, at de i særlig høj grad gik over for rødt på den sidste del af fodgængerfeltet. Derudover havde fodgængerne en højere risiko for at blive involveret i en konflikt, hvis de krydsede for rødt, end hvis de krydsede for grønt.

Et studenterprojekt på AAU har gennemgået litteraturen om cyklister og rødkørsel. Litteraturen viser generelt, at en betydelig del af cyklisterne kører over for rødt lys. Andelen af rødkørsler er varierende i forskellige lande, hvor cykelkulturen er forskellig. Cyklisters villighed til at passere et rødt lys afhænger blandt andet af tilstedeværelse af andre cyklister ved det røde lys.

AnbefalingDanmark skal have en ny sammenhængende mobilitetsplan. Stigende urbanisering, ændret demografi og klimaudfordringer gør det nødvendigt at gentænke, hvordan vi sikrer god mobilitet for alle i hele Danmark. Nye teknologier kan hjælpe os et langt stykke af vejen, men vi bliver også nødt til at ændre vores syn på trafikarbejde: Det er ikke længere nok at se på biler eller tog, for grænserne mellem kollektiv og individueltransport er ved at udviskes. Der bør tænkes bredere end bare traditionelletransportformer, når der planlægges infrastruktur. Vi skal se på mobilitet som ét hele i forhold til infrastruktur, regulering og forretningsmodeller og adfærd på tværs af transportformer og regionale niveauer.

Flere års forskningsprojekter, hvor Floating Car Data (FCD) er en essentiel del af observationerne, viser at der er en stor værdi i disse. Desværre er erfaringen, at projekterne når at afsluttes før deres potentiale er fuldt udnyttet. Ved at åbne for adgangen til disse data, kan potentialet forhåbentligt realiseres. Før der kan gives adgang, skal centrale informationer relateret til køretøjet og dennes ejer i datasættet anonymiseres, så den videre brug ikke afslører individers færdselsmønstre, da dette er et brud på den enkeltes privatliv. FCD indsamlet i det Nordjyske projekt ITS Platform, er anonymiseret ved en metode der modificerer tidspunktet for afgange, og en trimning af enderne i turene.I alt er FCD fra 389 biler anonymiseret, svarende til 0,7 milliarder positioner og en turlængde på 9,7 millioner kilometer. De anonymiserede FCD afspejler de oprindelige kørselsmønstre på vejnettet med undtagelse af småture. Antallet af småture ture er reduceret med 27 %, mens de lange ture er bevaret, hvilket har forøget den gennemsnitlige turlængde med 30 %.

Vejret påvirker forskellige transportmidler og -omfang forskelligt. Generelt påvirkes cyklister mest af vejret, efterfulgt af fodgængere, mens brugen af bil, bus og tog kun påvirkes i mindre grad. Påvirkningen på cyklister er ofte modsatrettet de andre transportformer, da cyklister i høj grad skifter til andre transportmidler i forbindelse med nedbør og kolde temperaturer. Pendling påvirkes mindre end fritidsture.

Det politiske mål om maksimalt 120 dræbte i trafikken i 2020 ser ikke ud til at blive indfriet, og en stor del af trafikulykkerne skyldes helt eller delvis manglende opmærksomhed. Dette antages ikke mindst at foregå ifm. brug af spejle mv., under specielt svingningsmanøvrer. Der er antagelig brug for nye metoder til at opnå større viden om trafikulykker for at forebygge dem. Derfor er det undersøgt, om Eye Tracking teknologien kan anvendes i forbindelse med ulykkesbekæmpelse. Det er sket i et pilotprojekt, som tog udgangspunkt i et studie, hvor otte forsøgspersoner bar Eye Tracking udstyr, imens de gennemkørte en rute i Aalborg, for at undersøge brug af spejle og lignende. Ruten inkluderede to sorte pletter. Det blev undersøgt, hvordan forsøgspersonerne orienterer sig igennem de sorte pletter, og resultaterne blev sammenholdt med optegningen af ulykkerne i Vejman. Igennem analyse af det indsamlet data, blev fire potentieller ulykkestyper fundet. To af ulykkestyperne var sammenlignelige og var allerede af finde i de optegnede ulykker i Vejman, og to nye potentieller ulykkestyper blev fundet. Disse to potentieller ulykkestyper, er ulykkestyperne, der ikke er registreret, men resultaterne fra Eye Tracking studiet viser generelt manglende orienteringen i trafikken. Eye Tracking tek-nologien kan derved bidrage med ny viden, som kan anvendes i en mere målrettet ulykkesbekæmpelse.

Der blev på verdenskongressen i Montreal i november 2017 sat meget fokus på udviklingen af selvkørende biler.

Inductive loop technology is essential for detection of road users in order to optimize traffic flows at signalised intersections. Experience shows that bicyclists do not always position themselves on the loops, resulting in reduced passability. This paper evaluates the effect of a marked box for left turning cyclists placed over the induction loop in signalised intersections via a with/without study and a before/after study. The with/without study in four intersections shows 0-44% placement on the loop without the left turn box compared to 61-89% with the left turn box, respectively. The before/after study in one intersection shows a statistically significant increase in the correct position from 0-11% before and 18-48% after, respectively. The left turn boxes have a significant positive effect on the position of the bicyclists, but also the clarity of the intersection design is important for the correct use of the induction loops. Inductive loop technology is essential for detection of road users in order to optimize traffic flows at signalised intersections. Experience shows that bicyclists do not always position themselves on the loops, resulting in reduced passability. This paper evaluates the effect of a marked box for left turning cyclists placed over the induction loop in signalised intersections via a with/without study and a before/after study. The with/without study in four intersections shows 0-44% placement on the loop without the left turn box compared to 61-89% with the left turn box, respectively. The before/after study in one intersection shows a statistically significant increase in the correct position from 0-11% before and 18-48% after, respectively. The left turn boxes have a significant positive effect on the position of the bicyclists, but also the clarity of the intersection design is important for the correct use of the induction loops.

Visualization of complex spatio-temporal traffic movements on the road network is a challenging task since it requires simultaneous representation of vehicle measurement characteristics and traffic network regulation rules. Previously proposed visual representations addressed issues related to traffic congestion to explore movements along the road networks. However, those studies did not focus on the traffic safety aspects for the vulnerable road users in densely populated areas. This research deals with traffic safety issues for pedestrians on arterial roads located within the urban areas. Arterial roads are important for the mobility and connectivity of modern society, but they also have traffic regulations that are not always followed by the vulnerable road users. In order to understand complex movement behaviors between vehicle drivers and pedestrians on the arterial roads, a GeoVisual Analytics approach was developed in dialog with traffic experts. The exploratory interactive tools have assisted experts to extract unknown information about movement patterns from large traffic data at different levels of details. The results of the analysis revealed detailed patterns of speed variations and demonstrated the effectiveness of the proposed GeoVisual Analytics solutions.

Accident data from official records such as police reports or emergency room data is affected by a large degree of underreporting, particularly for vulnerable road users. Naturalistic data collected automatically from the road users can be a means to overcome this problem. The large amount of collected data, however, necessitates the use of technology to facilitate data processing and analysis. This manual describes the three smartphone apps developed with the aim of getting more insight and knowledge in accidents among vulnerable road users based on naturalistic data. The apps and source codes are available via https://bitbucket.org/aauvap/vrumonitorapp/.The VRUMonitor app was developed to detect accidents based on an analysis of the motion data of the phone. The underlying idea is that abnormal motion occurs in the event of an accident and that this motion differs from everyday activities. Due to the fact that different smartphones contain different motion sensors it is a complex task to make a fully functional system across all smartphone brands and models. Therefore, it has not yet been tested on a larger scale. In addition, the SafeVRU app was developed for self-reporting of accidents and near-accidents and has been used by more than 400 participants.

Arterial roads have a particular operational significance and play a substantial role in the mobility and economic development of the modern society. They make up the majority of the road transport in urban and rural areas, and allow high-speed movement despite speed limitations and traffic controlling elements urban areas. In densely populated areas, where the presence of Vulnerable Road Users (VRU) is high, a high-speed movement is problematic from a road safety perspective, since many VRUs do crossroads by ignoring regardless of regulation and design limitations of the road network. These aspects have been researched in traffic domain from a statistical and an engineering perspective, however, not much has been investigated from a cartographic perspective. In order to fill this gap and provide comprehensive insights on movement characteristics of arterial roads, we propose a GeoVisual Analytics (GVA) approach. GVA techniques are suitable solutions to display and extract knowledge from large Floating Car Datasets (FCD). With the cross-sector collaboration between cartographic and traffic experts, five streets in Aalborg City were selected to answer; where, when and how often VRU do cross streets by igniting traffic rules. This will be studied on the basis of clusters of big unexplainable deviations from driving speed in FCD. The results will allow us to uncover meaningful patterns from complex traffic movements in populated areas, and provide some recommendations that are critical for traffic safety.

This report describes a study on self-reporting of accidents and near-accidents that was carried out to gain more knowledge about the safety of vulnerable road users, i.e. pedestrians, cyclists and moped riders.In the study, the participants registered their accidents and near-accidents in monthly questionnaires for a period of nine months (01.09.2016 - 31.05.2017). The study was conducted in Belgium, Denmark, Spain and Sweden. In total, 2343 participants contributed to the study, mainly from Belgium and Denmark. Therefore, the results in this report are based on the Belgian and Danish data. The results of the study show that more than one third of the registered accidents are single accidents of cyclists and pedestrians. Inmost cases, the registered accidents are less severe than what is registered by the police or at the hospital.The results indicate that as few as 2-7% of the participants, who were involved in an accident, have been in contact with the police. Furthermore, only 9% have registered that they had received treatment at the hospital or emergency room. This study thus indicates that self-reporting is a useful tool for gaining knowledge about a larger share of accidents. By including near-accidents as well, the amount of data can be further increased.

There is an increase in traffic volumes and, as such, a requirement for maximisation of the road capacity. It is crucial that there is awareness of the traffic volumes in order to make the right choices regarding road development. Video registrations and related software to video analysis to measure traffic volumes are increasingly used, but there is limited documentation on the reliability of these. This paper compares manual registrations, treated as ground truth, the hardware independent software RUBA and an on-the-shelf product. While the RUBA software, in general, had a reasonable precision on the direction parallel to the camera direction (8% and 3% deviations, respectively); it was less precise regarding transversal-driving vehicles (23% deviation). The on-the-shelf hardware had a significantly higher deviation regarding the two parallel directions, (35% and 67% deviations, respectively) and a reasonable deviation regarding transversal-driving vehicles (11% deviation). It indicates that on-the-shelf hardware might need further calibration in general. There is an increase in traffic volumes and, as such, a requirement for maximisation of the road capacity. It is crucial that there is awareness of the traffic volumes in order to make the right choices regarding road development. Video registrations and related software to video analysis to measure traffic volumes are increasingly used, but there is limited documentation on the reliability of these. This paper compares manual registrations, treated as ground truth, the hardware independent software RUBA and an on-the-shelf product. While the RUBA software, in general, had a reasonable precision on the direction parallel to the camera direction (8% and 3% deviations, respectively); it was less precise regarding transversal-driving vehicles (23% deviation). The on-the-shelf hardware had a significantly higher deviation regarding the two parallel directions, (35% and 67% deviations, respectively) and a reasonable deviation regarding transversal-driving vehicles (11% deviation). It indicates that on-the-shelf hardware might need further calibration in general.

Modulvogntog blev tilladte i Danmark i 2008. I alt godt 4.000 km af det danske vejnet er blevet ombygget, så der er kapacitet til at modulvogntogene kan køre der med deres maksimale længde på 25,25 m. Ændringerne har primært været rettet mod kryds og især rundkørsler. De vigtigste ændringer i enkeltsporede rundkørsler er, at midterøen er reduceret og de yderste dele erstattet af et overkørbart overkørselsanlæg. Effekten på personbilførernes hastighedsvalg i i alt tre rundkørsler: Dels som et før- /efterstudie i én rundkørsel samt et med-/udenstudie i to rundkørsler med stort set identisk design med undtagelse af etableret overkørbart overkørselsareal i den ene. Personbilers free-flow hastighed var undersøgt ved hjælp af RUBA software ud fra én uges videoregistrering i hver rundkørsel. I rundkørslen, hvor det overkørbare overkørselsareal var blevet etableret, steg gennemsnitshastigheden fra 28 til 36 km/t. Med-/udenstudiet vidste samme men markant mindre tendens end for før-/efterstudiet. Den fundne mindre effekt i de to kryds kan skyldes forskelle i design og evt. bilistsammensætning, som ikke er registreret. Overordnet set, indikerer undersøgelsen at etablering af et overkørbart overkørselsareal forøger hastigheden i rundkørsler markant., Proceedings from the Annual Transport Conference at Aalborg University, Vol. 24 No. 1 (2017): Proceedings from the Annual Transport Conference at Aalborg University

Floating Car Data (FCD) has been collected in many projects and under business conditions since the Millennium. Most FCD have been scarcely used, and the abundance of information in these data sets has rarely been utilised. In cooperation with FOT-Net Data, Aalborg University has made FCD from ITS Platform available to the public. The available FCD covers the distance driven of above 10 million km. The use of FCD is manifold, especially from the cartographic perspective to present a range of possible applications.Different representations to manipulate data and enhance visual expressiveness and perception of FCD with interactive three-dimensional (3D) maps are proposed. Yet, selection of suitable visual representations for particular research questions and tasks are needed to get comprehensive analysis. As results show, information extracted from the FCD through 3D interactive representations lead to the comprehensive insights in spatio-temporal distribution of FCD on four-legged intersection.

An efficient infrastructure is essential for economic development. However, economic growth has been closely connected to the increasing road transport. This increases traffic congestions significantly, and road network gets near or at its capacity limits. Hence, congestion has become a central problem in modern cities. Existing traffic information systems do rarely provide optimized information for both users and operators to make quick decisions on alternative routes, and to optimize the capacity of the road network. Therefore, development of an effective and efficient system that will enhance information on traffic congestion and road operation for an intelligent decision-making is essential. Over the last decades, the research interest in traffic congestion has been increasing, but more detailed studies are needed to alleviate existing traffic issues. In this research, we use a systematic approach to investigate the spatio-temporal distribution of traffic congestion patterns on route segments at different temporal granularities to reveal the known problems and discover the unknown. Based on the high-frequent data collected in city of Aalborg (Denmark), through GNSS receivers for 425 cars in two years, an intensive exploration and analysis of complex transport data is considered. Based on the information such as location, time, segment length and road categories, the average time and speed required to cover each route segment will be calculated. The used visualization methods should lead to a better understanding of the behavior of movement patterns and the factors that are influencing the traffic phenomena.

Young novice car drivers are much more accident-prone than other drivers – up to 10 times that of their parents’ generation. A central solution to improve the traffic safety for this group is implementation of a step-by-step driving licence. A number of countries have introduced a step-by-step driving licence for young drivers within the last decades. The Danish Government has also decided to introduce it for a three-year trial. The Danish trial added an opportunity to the traditional driving licence education to drive together with an experienced driver from 17 to 18 years old. This paper presents a review of safety effects from step-by-step driving licence schemes. Most of the investigated schemes consist of a step-by-step driving licence with Step 1) various tests and education, Step 2) a period where driving is only allowed together with an experienced driver and Step 3) driving without companion is allowed but with various restrictions and, in some cases, additional driving education and tests. In general, a step-by-step driving licence improves traffic safety even though the young people are permitted to drive a car earlier on. The effects from driving with an experienced driver vary with effects of up to 40% reduced accident risk, but there is a markedly reduced effect, the older the novice drivers are when they initiate the driving education. In some cases, step 3 is found to reduce accident risk with up to 61%. As the Danish trial includes an additional step 2, and only drivers from 17 to 18 years old and with the overall significantly positive safety development in the last years, it is reasonable to assume that we can reach a safety effect of 10 to 15% among the young novice drivers from the introduction of the Danish step-by-step driving licence. Young novice car drivers are much more accident-prone than other drivers - up to 10 times that of their parents' generation. A central solution to improve the traffic safety for this group is implementation of a step-by-step driving licence. A number of countries have introduced a step-by-step driving licence for young drivers within the last decades. The Danish Government has also decided to introduce it for a three-year trial. The Danish trial added an opportunity to the traditional driving licence education to drive together with an experienced driver from 17 to 18 years old. This paper presents a review of safety effects from step-by-step driving licence schemes. Most of the investigated schemes consist of a step-by-step driving licence with Step 1) various tests and education, Step 2) a period where driving is only allowed together with an experienced driver and Step 3) driving without companion is allowed but with various restrictions and, in some cases, additional driving education and tests. In general, a step-by-step driving licence improves traffic safety even though the young people are permitted to drive a car earlier on. The effects from driving with an experienced driver vary with effects of up to 40% reduced accident risk, but there is a markedly reduced effect, the older the novice drivers are when they initiate the driving education. In some cases, step 3 is found to reduce accident risk with up to 61%. As the Danish trial includes an additional step 2, and only drivers from 17 to 18 years old and with the overall significantly positive safety development in the last years, it is reasonable to assume that we can reach a safety effect of 10 to 15% among the young novice drivers from the introduction of the Danish step-by-step driving licence.

Hazardous road locations (HRL) are traditionally identified on the basis of reported accidents. However, the number of reported accidents is low and the dark figure is high. Hence identification of HRLs in traditional way is associated with uncertainty. Also, it is retrospective, i.e. the accidents have to occur before road safety enhancements can be made. The objective has been to build a predictive model for identification of HRL on the basis of Floating Car Data (FCD) associated with acceleration data. Strong decelerations are often involved in road accidents. From conflict studies it is known that there is a connection between the number of conflicts and the number of accidents. The hypothesis was that concentration of jerks, which is the derivative of the deceleration, can be used for identification of HRL and that these are better for this task than deceleration. A 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. It is therefore expected that focusing on position and acceleration changes 1-2 seconds before/after significant jerks will form a reliable basis for identifying HRLs.The purpose of the abstract is partly to discuss the results so far and partly to discuss and explorer if these combinations of time series surrounding the jerks are a feasible approach to identify HRL.

Identification of hazardous road locations is of key importance to traffic safety and has traditionally relied on accident statistics. Due to a declining quality of statistics on accidents in many countries, a need exist for new methods to identify hazardous road locations. This article presents a new method relying on GPS data and accelerometer data. The method developed in this article is superior to previous methods since it utilizes acceleration measurements to identify both a deceleration and a significant drop in speed by integrating acceleration measurements over time in a moving time-window. This calculation is combined with measurements of jerks to distinguish between planned decelerations and unplanned decelerations, which occurs when drivers react to hazardous situations. Finally, using GPS data, the unplanned decelerations identified are linked to specific locations. The method is tested and validated through a case study of Aalborg city, where HRLs identified on the basis of accident statistics are compared to the HCLs identified with the new method on a dataset of more than 36.531 hours of driving tracked with accelerometer and GPS, containing 131 million GPS and 1.1 billion acceleration measurements. Identification of hazardous road locations is of key importance to traffic safety and has traditionally relied on accident statistics. Due to a declining quality of statistics on accidents in many countries, a need exist for new methods to identify hazardous road locations. This article presents a new method relying on GPS data and accelerometer data. The method developed in this article is superior to previous methods since it utilizes acceleration measurements to identify both a deceleration and a significant drop in speed by integrating acceleration measurements over time in a moving time-window. This calculation is combined with measurements of jerks to distinguish between planned decelerations and unplanned decelerations, which occurs when drivers react to hazardous situations. Finally, using GPS data, the unplanned decelerations identified are linked to specific locations. The method is tested and validated through a case study of Aalborg city, where HRLs identified on the basis of accident statistics are compared to the HCLs identified with the new method on a dataset of more than 36.531 hours of driving tracked with accelerometer and GPS, containing 131 million GPS and 1.1 billion acceleration measurements.

Med udgangspunkt i GPS-data fra biler undersøges, om koncentrationer af kraftige decelerationer og de afledte herfra, ryk, indsamlet fra kørende biler, kan anvendes som en supplerende metode til ulykker registreret i de offentlige statistikker til at udpege sorte pletter

I foråret 2016 blev det undersøgt, hvilken betydning cyklistgelændere har på cyklisters adfærd ift. anvendelse, rødkørsel og placering i 11 signalregulerede kryds fordelt i Aalborg, Aarhus og Odense. Resultaterne har vist, at tiltaget fungerer som en komfortmæssig service, får flere til at placere sig korrekt ift. stopstregen samtidig med det ikke kan afvises, at det reducerer antallet af rødkørsler.

Mange lande har efterhånden indført trinvist kørekort til unge bilister. Generelt forbedrer et trinvist kørekort trafiksikkerheden, selvom de unge får lov til at køre bil tidligere.

I denne artikel præsenteres en ny metode til at udpege sorte pletter ved hjælp af GPS- og accelerometerdata. Udfordringen er, at decelerationer opbremsninger i mindre grad kan anvendes til at identificere pludselige opbremsninger, hvorimod den afledte af decelerationen, rykket, netop beskriver pludseligheden af en opbremsning. Når en klar hastighedsreduktion sammenkædes med et større ryk, identificeres lokaliteter, hvoraf en del rimeligvis er potentielle sorte pletter. Der er dog brug for yderligere forskning mhp. at afklare hvilke tærskelværdier, som bør anvendes for at opnå fornuftige resultater.

Road trains has been used internationally in many years, but it was first in 2008 the first trials with road trains (up to a length of 25.25m) on the Danish road network were initiated. The trial period was extended several times and is now prolonged to 2030, i.e. virtually as a permanent arrangement.The state roads and selected municipal roads have ongoing been rebuild to ensure sufficient space for these road trains – design changes, which mainly have been concentrated in nodes. In total are around 150 locations, of which a considerable part are roundabouts, converted to ensure passage. In single lane roundabouts the central island is reduced and the area added to the lane.All things being equal, it allows especially private cars to increase the speed in the roundabouts, as the turning radius will be bigger with an increasing width of the lane. The hypothesis is that the redesign will increase the speed through the roundabout considerably.This study consists of two sub studies; a before/after study in one round about and a with/without study in two identical roundabouts with exception of the increased width of the lane in one of the roundabouts. In common for the studied roundabouts are a moderate traffic level (AADT of 6-8,000) and outside built up areas.For each roundabout one week of video registration before and one after the redesign of it were recorded. Similarly, one week of data was recorded in the roundabout with and without the increased lane width, respectively.Based on the measured time use between two location identified in the roundabout for private cars driving under free flow conditions, an estimation of the speed with/after compared to the speed without/before the redesign is made for in total 100 cars per week per location.The very first tentative results show that the speed increases from about 28 kph to nearly 38 kph. It is therefore plausible that it resulted in increased accident risk and additionally increased speed variation, which is normally an outcome of an increased speed level.The final results will be presented in the final paper. Road trains has been used internationally in many years, but it was first in 2008 the first trials with road trains (up to a length of 25.25m) on the Danish road network were initiated. The trial period was extended several times and is now prolonged to 2030, i.e. virtually as a permanent arrangement.The state roads and selected municipal roads have ongoing been rebuild to ensure sufficient space for these road trains – design changes, which mainly have been concentrated in nodes. In total are around 150 locations, of which a considerable part are roundabouts, converted to ensure passage. In single lane roundabouts the central island is reduced and the area added to the lane.All things being equal, it allows especially private cars to increase the speed in the roundabouts, as the turning radius will be bigger with an increasing width of the lane. The hypothesis is that the redesign will increase the speed through the roundabout considerably.This study consists of two sub studies; a before/after study in one round about and a with/without study in two identical roundabouts with exception of the increased width of the lane in one of the roundabouts. In common for the studied roundabouts are a moderate traffic level (AADT of 6-8,000) and outside built up areas.For each roundabout one week of video registration before and one after the redesign of it were recorded. Similarly, one week of data was recorded in the roundabout with and without the increased lane width, respectively.Based on the measured time use between two location identified in the roundabout for private cars driving under free flow conditions, an estimation of the speed with/after compared to the speed without/before the redesign is made for in total 100 cars per week per location.The very first tentative results show that the speed increases from about 28 kph to nearly 38 kph. It is therefore plausible that it resulted in increased accident risk and additionally increased speed variation, which is normally an outcome of an increased speed level.The final results will be presented in the final paper.

BackgroundCyclist safety is heavily affected by car drivers’ involvement in accidents. Partly because of the high share of injury accidents including car involvement, but also due to the severity of these accidents compared e.g. with cyclist-cyclist accidents. In the majority part of the accidents reasons are related to driver lapses. As it is a set target to increase the modal share of cyclists with parallel ongoing traffic Safety improvements, is it crucial to improve this situation, so cyclist transportation become safer – also in part of the road network, which includes mixed modes of transport.Driver lapses are most frequent among young drivers, and focus in Denmark in the moment is, if there, via additional advanced driver training before the normal driving age (18 year) can be more safe driving among them.AimThe aim with this study is to investigate, which safety benefits there can be expected from advanced driver training, and if possible to identify, which measures there have the best effect on traffic safety. Method or methodological issuesThe method is literature studies. All Scandinavian-written reports and articles are screened. Likewise, are ScienceDirect, Google Scholar and Taylor Francis Online screened for articles of relevance. The search words will be ‘graduated driver license’, ‘evaluation’, and ‘experience’. In addition, will grey literature from IRTAD and the UN be included in the review. The results will to the highest possible extent be organised and compared in the search for clear, explicit effects from specific approaches or a combination of those.Results obtained or expectedIt is expected that clear evidence on positive effect from advanced driver training can be documented. Also, it is expected that the length of the driver training scheme and the connecting with safety effect can clarified. It is, however less likely that nor the type of advanced driver training, the risk of getting punished if violate the rules or the type of training can be documented to have a clear effect on the safety. BackgroundCyclist safety is heavily affected by car drivers’ involvement in accidents. Partly because of the high share of injury accidents including car involvement, but also due to the severity of these accidents compared e.g. with cyclist-cyclist accidents. In the majority part of the accidents reasons are related to driver lapses. As it is a set target to increase the modal share of cyclists with parallel ongoing traffic Safety improvements, is it crucial to improve this situation, so cyclist transportation become safer – also in part of the road network, which includes mixed modes of transport.Driver lapses are most frequent among young drivers, and focus in Denmark in the moment is, if there, via additional advanced driver training before the normal driving age (18 year) can be more safe driving among them.AimThe aim with this study is to investigate, which safety benefits there can be expected from advanced driver training, and if possible to identify, which measures there have the best effect on traffic safety. Method or methodological issuesThe method is literature studies. All Scandinavian-written reports and articles are screened. Likewise, are ScienceDirect, Google Scholar and Taylor Francis Online screened for articles of relevance. The search words will be ‘graduated driver license’, ‘evaluation’, and ‘experience’. In addition, will grey literature from IRTAD and the UN be included in the review. The results will to the highest possible extent be organised and compared in the search for clear, explicit effects from specific approaches or a combination of those.Results obtained or expectedIt is expected that clear evidence on positive effect from advanced driver training can be documented. Also, it is expected that the length of the driver training scheme and the connecting with safety effect can clarified. It is, however less likely that nor the type of advanced driver training, the risk of getting punished if violate the rules or the type of training can be documented to have a clear effect on the safety.

The emergence of new tracking technologies and Big Data has caused a transformation of the transport geography field in recent years. One new datatype, which is starting to play a significant role in public transport, is smart card data. Despite the growing focus on smart card data, there is a need for studies that explicitly compare the quality of this new type of data to traditional data sources.With the current focus on Big Data in the transport field, public transport planners are increasingly looking towards smart card data to analyze and optimize flows of passengers. However, in many cases it is not all public transport passengers in a city, region or country with a smart card system that uses the system, and in such cases, it is important to know what biases smart card data has in relation to giving a complete view upon passenger flows. This paper therefore analyses the quality and biases of smart card data in Denmark, where public transport passengers may use a smart card, may pay with cash for individual trips or may hold a season ticket for a certain route. By analyzing smart card data collected in Denmark in relation to data on sales of cash tickets, sales of season tickets, manual annual passenger counts and continuous automated door counts in busses and trains, and travel survey data, this article estimates quality and biases of using smart card data to illuminate the complete flow of public transport passengers in Denmark.

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., Proceedings from the Annual Transport Conference at Aalborg University, Vol. 1 No. 1 (2015): Proceedings from the Annual Transport Conference at Aalborg University

Transport er en del af hverdagen for alle og særligt for børnefamilier kan det være en udfordring at ”få logistikken til at hænge sammen”. Men hvordan hænger børns og forældres transport egentlig sammen og hvilken rolle spiller det for aktivitetsfremmende initiativer som Gåbus?

The Intelligent Parking Assistant (IPA) system is developed based on work done in the Danish ITS Platform project. The IPA system includes an Android app that helps the user chose, find and pay for parkings. The app uses information about parking lots fetched from a web service, including live availability, location and pricing schemes. The intelligence of the IPA system consists of automatically fetching parking lot information from the relevant service, automatically registering when the vehicle is stopped, evaluating whether the vehicle is stopped inside a payed parking lot, and automatically initiating the payment for the parking. The IPA app and the back end services, are published via the MOBiNET platform which is a European-wide platform supporting ITS services, and offering functionalities enabling easy migration of services. The migration is enabled by defining a common methodology for publishing services, covering interfaces in terms of what data formats are used, the coverage area of the service and other. Along with this, MOBiNET offers a service discovery interface, where B2B services can be discovered by other services via a M2M oriented RESTful interface. The IPA app and the back end services are implemented as a proof of concept utilizing MOBiNET, as a platform integration use case demonstration. IPA is evaluated in terms of correctness of the decisions made in during runtime and based on user input in a trial period, involving approximately 40 test users using the system on a regular basis.