| 1. |
- Adedokun, Adeyemi, et al.
(författare)
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Interaction between Cyclists and Motor Vehicles : the role of infrastructure design and vehicle characteristics
- 2019
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The aim of the project was to examine interactions between motor vehicle drivers and cyclists at intersections and the impact of infrastructure design and motor vehicle characteristics on interactive behaviour. The project activities included literature reviews on cycling infrastructure at intersections, vehicle driver behaviour and cyclist behaviour; questionnaires among motor vehicle drivers and cyclists across different cities in Sweden; field observations to investigate what cues cyclists use to interpret the intention of motor vehicles they interact with at signalised intersections; on-site interviews with cyclists to explore their strategy in an encounter with a motor vehicle; and a cycling simulator study to examine the behaviour of cyclists when approaching an intersection and the factors that may influence their decisions. The findings confirm that the way the cycling infrastructure is designed at intersections contributes to how cyclists and motor vehicles interact. Placing cyclists and motor vehicle drivers close (where they are visible to one another) at intersection areas increases the level of presence-awareness for both road users and consequently it increases safety. Though cyclists may feel more uncomfortable (exposed and unsafe) with this solution, they tend to be more careful and attentive. This finding from the literature was confirmed by the field observations showing that mixed traffic, i.e. “no cycle facility” at the intersection is the safest solution and the cycle lane solution is the least safe one. However, the on-site interviews with cyclists revealed that the large majority of the respondents preferred the infrastructure solution with a separated bicycle path. This is a typical case where objective safety and subjective safety stand in opposite relationship. The findings also revealed that one-directional cycle tracks enhance interaction at intersections, since motor vehicle drivers only expect cyclists from one direction. However, cyclists not following the rule and riding against the prescribed direction create problems and conflictive situations. Cyclists and the way they use the road infrastructure were found to be highly heterogeneous; the availability of cycling infrastructure at an intersection does not guarantee that cyclists use it as expected by designers and perhaps by motor vehicle drivers, as the infrastructure solution in some cases might not provide the shortest path for the cyclist. The uncertainty in cycling behaviour was found to be more at intersections with no cycling infrastructure. Confidence level among cyclists was found to affect their interaction with motor vehicles which tends to be hard for motor vehicle drivers to predict as different cyclists behave differently depending on their confidence in traffic.The majority of the interviewed cyclists said that when arriving at an intersection just after a motor vehicle they usually pass it on its right side. This was seen in observations on sites with cycle lane or cycle path but not on sites with mixed traffic. Also, if the motor vehicle was a heavy vehicle (bus or truck), somewhat fewer cyclists passed it on its right side. Also the cycling simulator study revealed that the most significant difference of longitudinal stop position was between the condition of a narrow lane without cycle lane marking and a truck standing at the stop line and the condition of wide lane with cycle lane marking and a car standing at the stop line, where the average stop position of the cyclist was behind the truck in the first condition and next to the car in the second condition. This finding corresponds to the test cyclists’ verbal expressions of the importance of “being visible and avoiding the blind spot”. The increased caution associated with the presence of a truck is motivated and in line with previous studies. At sites with mixed traffic (no cycle facility), compared to with cycle lane or cycle path, the cyclists’ scanning behaviour was more complete. At sites with cycle path, the cyclists looked for eye contact with the driver of the motor vehicle to a much larger extent than cyclists at the other two types of sites. Cyclists at sites with mixed traffic (no cycle facility) were more active in their visual search behaviour than cyclists at the other two types of sites. Also, those cyclists who passed the motor vehicle on its right side were more active in their visual search behaviour than those who did not pass the motor vehicle. The share of critical situations indicates that sites with mixed traffic (no cycle facility) is the safest solution and cycle lane solution is the least safe one.
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| 2. |
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| 3. |
- Almqvist, Sverker, et al.
(författare)
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Säkrare fordon genom integrerade säkerhetssystem - en litteraturstudie
- 2010
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Föreliggande litteraturundersökning om integrerade säkerhetssystem i fordon visar att system som funnits ha en positiv trafiksäkerhetseffekt är: Adaptiv farthållare, Alkolås, Automatisk lagring av färddata (svarta lådan), Antisladdsystem, Bältespåminnare, Däcklufttryckskontroll, e-Call, Hastighetsanpassare (ISA), Kollisionsvarningssystem och Körfältsstöd. System som kan ge både positiva och negativa traffiksäkerhetseffekter är ABS, Trötthetsvarnare, Adaptiva strålkastare och Mörkerkörningsassistent. System för vilka inga kända utvärderingar med avseende på trafiksäkerhet påträffats: Automatisk fordonsidentifikation, Bromsstöd, Bältessträckare, Dödvinkelassistent, Elektroniskt körkort, Parkeringsstöd, Regnsensor, Start i motlutassistent, Väderinformation.
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| 4. |
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| 5. |
- Bagdadi, Omar, et al.
(författare)
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Utveckling av mätinstrument för registrering av säkerhetskritiska händelser i motorfordon
- 2009
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Ett mätinstrument för registrering av trafikkonflikter i fordon via ”Jerk” har tagits fram. Metoden bygger på sambandet mellan ”Jerk” (en plötslig förändring i retardationen) och trafikkonflikt. Utrustningen består av en accelerometer, en liten videokamera, GPS samt datalogg för registrering av händelser (bildsekvens och kördata som föregick en säkerhetskritisk händelse). Resultaten från testkörningarna visar att instrumentet är kapabel till att mäta och registrera accelerationsprofiler med tillräckligt hög noggrannhet för att kunna skilja inbromsningsförlopp för planerade kraftiga inbromsningar från oplanerade nödbromsningar. Detta görs genom att analysera första derivatan av accelerationsprofilen, s.k. ”Jerks”.
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| 6. |
- Bakri, Taoufik, et al.
(författare)
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Requirements for the Evaluation Framework.
- 2011
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- interactIVe has the objective to develop new integrated Advanced Driver Assistance Systems (ADAS). In order to evaluate these ADAS, an evaluation framework is required. Therefore, a horizontal subproject called “Evaluation and Legal Aspects” is part of interactIVe, with the main objective to provide this framework and give support to the vertical subprojects in their evaluation work. The purpose of this deliverable is to define the relevant aspects for the development of the common and centralized evaluation framework. The goal is not to have the final document for evaluating the systems and functions, but to define and establish available methods and tools. Based on the defined Use Cases and the description of the developed interactIVe functions,research questions are formulated and included in this deliverable 7.1. Based on these research questions, corresponding hypothesis will be included in Deliverable 7.2. Evaluation has been divided in three main categories: • Technical Assessment, with the objective to evaluate the performance of the developed functions of interactIVe and to collect information and data for safety impact assessment. • User-Related Assessment has the goal to evaluate the functions from the user perspective, and also to provide further input to the safety impact assessment. • Impact Assessment will estimate how and how much the functions influence traffic safety. The challenge when dealing with the above-mentioned assessments is the fact that every system (SECONDS, INCA and EMIC) includes various functions. These different functions can be assessed individually or being part of the complete system, so interactions between them have to be taken into account. Moreover, the availability of tools and prototype vehicles has to be assured. The outcome of this deliverable is a list of methods, tools and research questions.
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| 7. |
- Bruel, Laure, et al.
(författare)
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HMI tests in simulator
- 2007
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The main goal of SASPENCE is to develop and evaluate an innovative system able to perform the Safe Speed and Safe Distance concept, that means to help the driver in avoiding accident situations related to excessive speed or too small headway. So, the system should co-operate seamlessly with the driver, suggesting the proper velocity for the given condition (road structure, traffic situation, etc.) preventing risky and dangerous situations and thus avoiding collision. This support is done through a Human Machine Interface (HMI). It is essential that the HMIs are easily understandable by the driver and that they induce a suitable reaction to the danger, otherwise the system is worthless. The simulator tests are the second step of the HMI design process that counts three of them. After the static tests that have enabled to show up the preferred visual, haptic and acoustic HMI, 8 combinations of HMI have been tested in dynamic conditions in the PSA driving simulator while part of the SASPENCE modules were running and tested. These tests should enable us to understand which HMIs are the best for the driver, that is to say, which HMI makes it possible to give the SASPENCE information in the clearest way to the driver. The main aims of these tests were to evaluate the effects of the SASPENCE system on drivers’ behaviour and to give recommendations for the HMI to be installed in the two test-cars, according to drivers’ preference and the efficiency of the HMI. They were also useful: - to improve the representativeness of the static tests results, - to check the good operation of some modules, that will be implemented in the test cars, and to check the good communication between the driver and the HMI, very early in the project, long before the demonstration cars are ready, - to complete the final road tests by measurements and observations in a more reproducible and observable conditions than the real road test. One interesting result of these tests is that the HMIs that were selected at the end of the static tests appeared to be too complex to be understood when one was driving. Another main result is that the SASPENCE system is efficient, as drivers spend less time in risky situations when driving with the SASPENCE system.
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| 8. |
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| 9. |
- Comte, Samantha, et al.
(författare)
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The Effects of ATT and Non-ATT Systems and Treatments on Driver Speed Behaviour
- 1997
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- MASTER (MAnaging Speeds of Traffic on European Roads) aims to provide re-commendations for speed management strategies and policies and develop guidelines for the development of innovative speed management tools. This document reviews the relevant literature and various Advanced Transport Telematics (ATT) and traditional (non-ATT) methods of reducing driver speed are evaluated. It is concluded that traditional methods such as traffic calming can be effective at reducing speed at isolated sites. However their effects are localised in time and space, and have the additional drawbacks of lack of public acceptability, secondary costs such as noise and pollution, and possible accident migration. The most successful measures appear to be those which require drivers physically to lower their speed (e.g road humps) or alter the way in which drivers perceive the road (e.g. perceptual countermeasures). Technologically innovative methods offer opportunities of providing feedback to individual drivers, of implementing variable speed limits to maintain traffic flow and of automating longitudinal control by means of speed limiters and adaptive cruise control. It was concluded that informative systems have much smaller negative safety effects than intervening systems and appear to be more acceptable to drivers. ATT technologies are promising, but the associated issues of reliability, behavioural adaptation and acceptability merit further research. Trials will be carried out on a driving simulator to establish the relative contributions of various ATT and non-ATT speed reduction measures to safety.
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| 10. |
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