| 1. |
- Abdul Manan, Marizwan, et al.
(författare)
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Development of a safety performance function for motorcycle accident fatalities on Malaysian primary roads
- 2013
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Ingår i: Safety Science. - : Elsevier BV. - 0925-7535. ; 60, s. 13-20
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Tidskriftsartikel (refereegranskat)abstract
- This study uses a generalized linear model approach, i.e. negative binomial regression, to develop a predictive model for motorcycle fatal accidents on Malaysian primary roads. For the modeling process, a huge data inventory has been carried out, integrating the road geometry features, fatal accident records and traffic censuses from 3 selected states for the past 3-year period. The results show that motorcycle fatalities per kilometer on primary roads are statistically significantly affected by the average daily number of motorcycles and the number of access points per kilometer. The model established for this study can also be regarded as the first motorcycle safety performance function in Malaysia and probably in Asia. Also noted in this study is the need to establish a proper and systematic road geometry and traffic census inventory in order to develop better accident prediction models for Malaysia in the future. (C) 2013 Elsevier Ltd. All rights reserved.
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| 2. |
- Abdul Manan, Marizwan, et al.
(författare)
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Exploration of motorcyclists’ behavior at access points of a Malaysian primary road – A qualitative observation study
- 2015
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Ingår i: Safety Science. - : Elsevier BV. - 0925-7535. ; 74:April, s. 172-183
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Tidskriftsartikel (refereegranskat)abstract
- The majority of motorcycle accident fatalities in Malaysia occur on primary roads, especially at access points situated along straight road sections. To explore the behavioral factors that may contribute to motorcyclists being involved in hazardous situations at these locations and to develop working hypotheses for a consecutive quantitative study, a qualitative observational study was carried out. Six subject riders exiting from the access point of a primary road were observed. The observations were narrated in detail and coding was used as a means to analyze the observations and divide (and sub-divide) them into categories, which were then segregated into themes. The results of the study produced a number of hypotheses based on various combination themes, i.e. background condition, motorcyclists’ behavior before exit, motorcyclists’ behavior during exit, and involvement in serious traffic conflicts. The newly developed hypotheses from this study are presented and discussed; they are put forward to be tested in a consecutive quantitative observational study. This study also presents novelty in terms of applying a qualitative observational study on motorcyclists, which can be easily adopted not only for Malaysian researches but also all countries that face similar motorcycle problems at access points or junctions.
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| 3. |
- Abdul Manan, Muhammad Marizwan, et al.
(författare)
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Road characteristics and environment factors associated with motorcycle fatal crashes in Malaysia
- 2018
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Ingår i: IATSS Research. - : Elsevier BV. - 0386-1112. ; 42:4, s. 207-220
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Tidskriftsartikel (refereegranskat)abstract
- This study aims to determine risk factors contributing to traffic crashes in 9,176 fatal cases involving motorcycle in Malaysia between 2010 and 2012. For this purpose, both multinomial and mixed models of motorcycle fatal crash outcome based on the number of vehicle involved are estimated. The corresponding model predicts the probability of three fatal crash outcomes: motorcycle single-vehicle fatal crash, motorcycle fatal crash involving another vehicle and motorcycle fatal crash involving two or more vehicles. Several road characteristic and environmental factors are considered including type of road in the hierarchy, location, road geometry, posted speed limit, road marking type, lighting, time of day and weather conditions during the fatal crash. The estimation results suggest that curve road sections, no road marking, smooth, rut and corrugation of road surface and wee hours, i.e. between 00.00. am to 6. am, increase the probability of motorcycle single-vehicle fatal crashes. As for the motorcycle fatal crashes involving multiple vehicles, factors such as expressway, primary and secondary roads, speed limit more than 70. km/h, roads with non-permissible marking, i.e. double lane line and daylight condition are found to cause an increase the probability of their occurrence. The estimation results also suggest that time of day (between 7. pm to 12. pm) has an increasing impact on the probability of motorcycle single-vehicle fatal crashes and motorcycle fatal crashes involving two or more vehicles. Whilst the multinomial logit model was found as more parsimonious, the mixed logit model is likely to capture the unobserved heterogeneity in fatal motorcycle crashes based on the number of vehicles involved due to the underreporting data with two random effect parameters including 70. km/h speed limit and double lane line road marking.
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| 4. |
- Abdul Manan, Marizwan, et al.
(författare)
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Motorcycle fatalities in Malaysia
- 2012
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Ingår i: IATSS Research. - : Elsevier BV. - 0386-1112. ; 36:1, s. 30-39
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Tidskriftsartikel (refereegranskat)abstract
- Malaysia has the highest road fatality risk (per 100,000 population) among the ASEAN countries and more than 50% of the road accident fatalities involve motorcyclists. This study has collected and analysed data from the police, government authorities, and national and international research institutes. Only fatality data are used due to the severe underreporting of severe injuries (up to 600%) and slight injuries (up to 1400%). The analysis reveals that the highest numbers of motorcycle fatalities occur in rural locations (61%), on primary roads (62%) and on straight road sections (66%). The majority are riders (89%), 16 to 20 years old (22.5%), and 90% of the motorcycles are privately owned. Of those involved in fatal accidents, 75% of the motorcyclists wear helmets, and 35% do not have proper licences. The highest number of fatalities by type of collision is ‘angular or side’ (27.5%). Although fatal motorcyclist crashes mostly involve ‘passenger cars’ (28%), motorcyclists are responsible for 50% of the collisions either by crashing singly (25%) or with other motorcyclists (25%). While male motorcyclists predominate (94% of fatalities), female motorcyclists aged 31 to 70, possessing ‘no licence’, not wearing helmets and travelling during the day, account for a higher percentage than male motorcyclists. Malaysia must acquire more motorcycle exposure data and establish an injury recording system and database based on hospital-records. To reduce motorcycle fatalities, it first has to understand why young male motorcyclists are prone to fatal crashes in the evenings and on weekends on rural primary roads, especially on straight road sections.
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| 5. |
- Abdul Manan, Marizwan, et al.
(författare)
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Motorcyclists’ road safety related behavior along primary roads in Malaysia – a case study
- 2014
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Ingår i: ; , s. 1-11
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Konferensbidrag (refereegranskat)abstract
- Majority of Malaysian motorcycle fatalities have occurred along straight road sections, which are mostly two-lane undivided roads with several small junctions or access points. In order to gain more insight into the actual road traffic situation and the course of events on these sites because, an observational and traffic conflict study, focusing on motorcyclists, was conducted by the author between June and August 2012 on straight road sections that has access points along primary roads in Malaysia. Our speed analysis showed that the majority of the motorcyclists traveled below the speed limit and had a lower speed when approaching the access point, especially when road users were on it. However, when the primary road traffic volume was high, they maintained higher speeds compared to other vehicles. The percentage of motorcyclists that did not slow down while approaching the access point was higher on the nearside to the access point approach, especially when they were travelling near the shoulder, and when there is a vehicle waiting on the approach of the access point. Our conflict study has shown that motorcyclists entering from the access point are involved in serious traffic conflicts with mainly motorcycles and heavy vehicles, to about the same extent as other vehicles entering the primary road.
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| 6. |
- Abdul Manan, Marizwan, et al.
(författare)
-
Motorcyclists’ road safety related behavior at access points on primary roads in Malaysia – A case study
- 2015
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Ingår i: Safety Science. - : Elsevier BV. - 0925-7535. ; 77:August, s. 80-94
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Tidskriftsartikel (refereegranskat)abstract
- An observational study, focusing on motorcyclists, was conducted between June and August 2012 at access points on straight road sections of primary roads in Malaysia. This was done in order to gain more insight into the actual road traffic situation at these sites. The majority of the motorcyclists kept to the speed limit and lowered speed when approaching an access point, especially when road users were on it. However, when the primary road traffic volume was high, they maintained higher speeds compared to other vehicles. The behavioral observations revealed a risky right turning movement, i.e. Opposite Indirect Right Turn (OIRT), from the access point into the primary road. Motorcyclists generally had a high compliance rate of helmet (except for female motorcyclists) and headlight usage. Motorcyclists attempting to enter the primary road were poor at utilizing the turning indicator. They were observed not to turn their heads to look for vehicles when entering a road with a low volume of traffic, compared to entering a road with a high volume of traffic. Most of the motorcyclists did not comply with the stop line rule, especially those who made the OIRT. Motorcyclists entering from the access point are involved in serious traffic conflicts to about the same extent as other vehicles. Moreover, motorcyclists who stopped at the stop line and made a right turn into the primary road by accepting a short gap, resulting in a time lag of less than 4 s, were involved in the majority of the serious conflicts.
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| 7. |
- 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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| 8. |
- Adell, Emeli, et al.
(författare)
-
Actors’ expectations and requests regarding ISA implementation.
- 2003
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Konferensbidrag (refereegranskat)abstract
- The stake holders seem to be pending on each others reaction towards ISA-systems (Intelligent Speed Adaptation). A situation can occur in which the car owners do not invest in the system because the car industry do not believe in it, the car industry waits upon the politicians’ standpoint, and the politicians leer at the public opinion… Decision makers need a good picture of what decisions are needed in order to make the car industry produce the system; to make companies with fleet of vehicles invest in the system; to make purchaser of transport services demand the system; to make the insurance companies reward drivers with the system etc. The manufacturers need straight answers of the standpoint of the decision makers and how big the demand among companies with fleets of vehicles is. Private car drivers and companies with fleets of vehicles need to know what support they can expect from the government or from the insurance companies. The study is based on explorative studies were the different stake holders’ attitudes, interests, needs, expectations are explored and the differences between the stake holders are analysed. The stake holders are categorized into four different groups: – Stake holders keen to improve traffic safety (politicians and insurance companies) – Manufacturer (car industry) – Catalysts (opinion makers) – Users (privet car drivers, companies with fleet of vehicles, car rental companies etc.) The aim of this paper is to describe the hypotheses and methods of the study.
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| 9. |
- Adell, Emeli, et al.
(författare)
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Auditory and haptic systems for in-car speed management – A comparative real life study
- 2008
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Ingår i: Transportation Research. Part F: Traffic Psychology and Behaviour. - : Elsevier BV. - 1369-8478. ; 11:6, s. 445-458
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Tidskriftsartikel (refereegranskat)abstract
- Field experiments with ISA (intelligent speed adaptation) were carried out in Hungary and Spain in 2003 and 2004, respectively. Twenty private vehicles in each country were equipped with two kinds of systems: (1) support via an active accelerator pedal (AAP) and (2) warning via beep signals and a flashing red light when the speed limit was exceeded (BEEP). The test drivers drove for a month with both systems installed in each car. Speed was continually logged in all the vehicles and the test drivers were interviewed about their acceptance and experiences of the systems. The results show that both systems reduced the mean and 85 percentile speeds, but that the AAP was more effective. There was no long-lasting effect on speeds when the systems were removed. After the trial half of the drivers were willing to keep an ISA system, but more drivers wanted to keep the BEEP-system even though it showed lower satisfaction ratings than the AAP. The results indicate no major differences between the countries despite the workload being perceived to be higher in Hungary than in Spain.
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| 10. |
- Adell, Emeli, et al.
(författare)
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Developing HMI components for a driver assistance system for safe speed and safe distance
- 2008
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Ingår i: IET Intelligent Transport Systems. - : Institution of Engineering and Technology (IET). - 1751-9578 .- 1751-956X. ; 2:1, s. 1-14
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Tidskriftsartikel (refereegranskat)abstract
- This paper describes a pre-screening procedure that was carried out with a number of candidate Human-Machine-Interaction solutions in three different modes (visual, auditory and haptic) for the concepts of “safe speed and safe distance” (referred to as SASPENCE) of an Advanced Driver Assistance System (termed as ADAS). This procedure was performed simultaneously in two European countries, Sweden and Spain, in 2004. In each country two groups of about 30 drivers each participated in the two-phase procedure. Eleven visual display alternatives for speed information and ten alternatives for distance warning as well as twelve auditory warning sounds were screened by a standard procedure. In addition, two alternatives of haptic feedback via the accelerator pedal were tested in a mock-up driving seat. The overall results provide recommendations for visual, auditory and haptic feedback alternatives to build a driver support system for safe speed and safe distance.
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| 11. |
- Adell, Emeli, et al.
(författare)
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Development of HMI components for a driver assistance system for safe speed and safe distance
- 2006
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Ingår i: [Host publication title missing].
-
Konferensbidrag (refereegranskat)abstract
- A pre-screening procedure with a number of candidate Human-Machine-Interaction solutions (visual, auditory and haptic) for the concept of Safe Speed and Safe Distance was carried out. Two groups of about 30 test persons participated in the two-phase test procedure. Eleven candidate visual displays for speed information and ten alternatives for distance warning as well as twelve auditory warning sounds were screened by a standard procedure. Two alternatives of haptic feed-back via the accelerator pedal were tested in a mock-up driving seat. The activity resulted in recommendations for visual, auditory and haptic feedback alternatives to build the “warning package”.
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| 12. |
- Adell, Emeli, et al.
(författare)
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Driver comprehension and acceptance of the active accelerator pedal after long-term use
- 2008
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Ingår i: Transportation Research. Part F: Traffic Psychology and Behaviour. - : Elsevier BV. - 1369-8478. ; 11:1, s. 37-51
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Tidskriftsartikel (refereegranskat)abstract
- Driver comprehension and acceptance of the active accelerator pedal (AAP) after long-term use were evaluated in a large-scale Swedish trial held in 2000-2002. The system was installed in the cars of 281 test drivers who then used it for between six months and a year. The participants' responses, elicited by questionnaires in the end of the trial, showed a positive rating of the concept of the AAP, while the willingness to pay for it was lower than for other driver-assistance systems studied elsewhere. The typically skeptical driver was a young, male, company car driver with initially negative attitude and a faulty AAP. The typically enthusiastic driver was an older, female, private driver with initially positive attitude and a fault-free AAP. The drivers found that the system, if not satisfactory, was useful but added to the emotional pressure felt by the driver. However, they did think it had positive impacts on performance and safety. Still, the largest perceived effect was a decrease in the risk of being fined for speeding. The gap between the concept of the AAP and willingness to keep and pay for the system puts a clear focus on the importance to define acceptance and developing a tool to ensure reliable assessments of it.
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| 13. |
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| 14. |
- Adell, Emeli, et al.
(författare)
-
Field trials with ISA in Hungary
- 2004
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Ingår i: [Host publication title missing].
-
Konferensbidrag (refereegranskat)abstract
- Field experiments with ISA (Intelligent Speed Adaptation) has been carried out in the city of Debrecen, Hungary. Twenty vehicles were equipped with two kinds of ISA systems: 1) support via an active accelerator pedal and 2) warning via beep signals and flashing red light when exceeding the speed limit. Speed was continually logged in all vehicles and the test drivers were interviewed. The results show that they had a positive attitude towards ISA generally, but they reported some negative changes in workload factors. They liked the warning beep signal more than support via the gas pedal.
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| 15. |
- Adell, Emeli, et al.
(författare)
-
Field trials with ISA in Hungary and Spain
- 2004
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Ingår i: [Host publication title missing].
-
Konferensbidrag (refereegranskat)abstract
- Within the framework of the European project, PROSPER, field experiments with ISA (Intelligent Speed Adaptation) were carried out in Hungary and Spain. Twenty vehicles in each country were equipped with two kinds of ISA systems: 1) warning via an active accelerator pedal and 2) warning via beep signals and flashing red light when exceeding the speed limit. Both systems are based on a GPS receiver and a digital map with speed limits. Speed was continually logged in all vehicles and the test drivers were interviewed. The effects of the systems will be presented at the congress.
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| 16. |
- Adell, Emeli, et al.
(författare)
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How Is Acceptance Measured? : Overview of Measurement Issues, Methods and Tools
- 2014
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Ingår i: Driver Acceptance of New Technology. - Farnham, Surrey, England : Ashgate. - 9781409439844 ; , s. 74-88
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Bokkapitel (refereegranskat)abstract
- This chapter describes how acceptance has been measured and identifies various measurement categories. The relationship between these measurement methods and the different definitions of acceptance appearing in the literature is described and the lack of correspondence between definition and measurement is highlighted. The chapter illustrates the different outcomes of acceptance measurements depending on choice of assessment method and gives some guidance that could be used depending on the purpose of the assessment.
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| 17. |
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| 18. |
- Adell, Emeli, et al.
(författare)
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Modelling Acceptance of Driver Assistance Systems : Application of the Unified Theory of Acceptance and Use of Technology
- 2014
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Ingår i: Driver Acceptance of new technology. - Farnham, Surrey, England : Ashgate. - 9781409439844 ; , s. 23-34
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Bokkapitel (refereegranskat)abstract
- This chapter provides a brief overview of acceptance models used within the area of information technology. One particular model, the Unified Theory of Acceptance and Use of Technology (UTAUT), is then discussed, and a study is reported in which the model was used to assess driver acceptance of a particular driver assistance system. The key findings of that study are reported, and suggestions are made for refining UTAUT to make it more suitable for assessing acceptance of driver assistance systems.
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| 19. |
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| 20. |
- Adell, Emeli, et al.
(författare)
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Test of HMI Alternatives for Driver Support to Keep Safe Speed and Safe Distance - A Simulator Study
- 2008
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Ingår i: The Open Transportation Journal. - : Bentham Science Publishers Ltd.. - 1874-4478. ; 2, s. 53-64
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Tidskriftsartikel (refereegranskat)abstract
- This paper describes a driving simulator trial to evaluate driver reactions to a number of alternative information/ warning modes of a multi-modal system for the “safe speed and safe distance” concept. In 2006, eight Human Machine Interaction alternatives, consisting of a combination of visual, haptic and auditory modes were used alternatively to give information/warning to the driver on safe speed, safe distance and the prevailing speed limit. Thirty-four test drivers drove once without the SASPENCE system and twice with the system. The system did not affect the speed behaviour of the driver in either normal conditions or sharp curves. The average number of alarms was slightly larger when driving with the system. The haptic HMI alternative - the combination of force feedback in the accelerator pedal and vibration of the seat belt for speed warning and pulsation in the accelerator pedal for distance warning - gave the lowest proportion of time of being in an unsafe situation, and improved driver-reaction time most. This haptic alternative also resulted in the most positive driver ratings/experiences of the system. The visual alternatives used were positively rated by the drivers, but no clear differences between them could be found according to opinions. The auditory feedback was not appreciated by the drivers. All the drivers stated they would accept the SASPENCE system if the system was installed in their cars free of charge. The majority would accept a system that was both informative and advisory, while some of them also stated they would accept an intervening system.
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| 21. |
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| 22. |
- Adell, Emeli, et al.
(författare)
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The Definition of Acceptance and Acceptability
- 2014
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Ingår i: Driver Acceptance of New Technology. - Farnham, Surrey, England : Ashgate. - 9781409439844 ; , s. 11-21
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Bokkapitel (refereegranskat)abstract
- Despite the recognised importance of the concept of acceptance, how and why new technologies are actually accepted by drivers is not well understood. While many studies claim to have measured acceptance, few have explicitly defined what it is. This chapter points out the importance of defining acceptance and categorises definitions that have been used according to their “essence”. Distinctions between different types of acceptance as well as between acceptance and acceptability are also described. A proposal for a common definition of acceptance is then presented and discussed.
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| 23. |
- Adell, Emeli, et al.
(författare)
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The effects of a driver assistance system for safe speed and safe distance - A real-life field study
- 2011
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Ingår i: Transportation Research. Part C: Emerging Technologies. - : Elsevier BV. - 0968-090X. ; 19:1, s. 145-155
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Tidskriftsartikel (refereegranskat)abstract
- The effects of a driver assistance system for keeping safe speed and safe distance (referred to as SASPENCE) on driver behaviour, reactions and acceptance were evaluated in a test carried out in 2006. Twenty test drivers, recruited by ads, drove two times (once with the system off and once with the system on) in real traffic conditions along a 50 km long test route containing urban and rural roads and motorway sections outside Turin, Italy. Driving data was logged and the test drivers were observed by means of an in-car observation method, in this case by two observers riding along in the car with the driver. Driver opinions were collected through questionnaires. The findings show positive effects of the system in terms of fewer alarm situations, shorter alarm lengths, shorter reaction times, increased headway and better interactions with vulnerable road users at intersections. On the negative side, driver performance worsened slightly, the number of centre line crossings increased, there was worse facilitating behaviour with regard to other drivers and harder braking at traffic lights. No major effect on speed behaviour of the driver, lane choice, lane keeping, lane change, overtaking, red running, use of turning indicator and workload was found. (C) 2010 Elsevier Ltd. All rights reserved.
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| 24. |
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| 25. |
- 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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| 26. |
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| 27. |
- Bagdadi, Omar, et al.
(författare)
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Development of a method for detecting jerks in safety critical events
- 2012
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Ingår i: Accident Analysis and Prevention. - : Elsevier. - 0001-4575 .- 1879-2057. ; 50, s. 83-91
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Tidskriftsartikel (refereegranskat)abstract
- A new method for detecting jerks in safety critical events, based on the characteristics of the braking caused by the driver in time critical situations, has been developed and evaluated in a small pilot test and also applied on a naturalistic driving study. A portable event data recorder, capable of measuring and recording acceleration profiles for a predetermined time period before and after the safety critical situation, has also been developed to ensure high data quality used to evaluate the proposed method. Thus, an analysis of the acceleration profile is possible during the entire braking event. The study involves analyses of acceleration profiles and different characteristics of the rate of change of the acceleration profiles, i.e. jerks, such as negative jerk, used in previous studies, and a peak-to-peak value of the jerk. The finding is that the proposed method provides a more distinct difference between critical and potentially critical events and thus may be an appropriate method used to detect safety critical events.
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| 28. |
- Bagdadi, Omar, et al.
(författare)
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Jerky driving : an indicator of accident proneness?
- 2011
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Ingår i: Accident Analysis and Prevention. - : Elsevier. - 0001-4575 .- 1879-2057. ; 43:4, s. 1359-1363
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Tidskriftsartikel (refereegranskat)abstract
- This study uses continuously logged driving data from 166 private cars to derive the level of jerks caused by the drivers during everyday driving. The number of critical jerks found in the data is analysed and compared with the self-reported accident involvement of the drivers. The results show that the expected number of accidents for a driver increases with the number of critical jerks caused by the driver. Jerk analyses make it possible to identify safety critical driving behaviour or “accident prone” drivers. They also facilitate the development of safety measures such as active safety systems or advanced driver assistance systems, ADAS, which could be adapted for specific groups of drivers or specific risky driving behaviour.
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| 29. |
- Bagdadi, Omar
(författare)
-
The development of methods for detection and assessment of safety critical events in car driving
- 2012
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Doktorsavhandling (övrigt vetenskapligt/konstnärligt)abstract
- Improving our knowledge of drivers’ behaviour, especially in hazardous situations is a key to understanding why accidents occur and how to improve safety on our roads. Crash surrogate measures have proven to be very useful in traffic safety analysis. As a valid crash surrogate measure shares the same logical chain of events as actual crashes, studying those events increases the opportunities to analyze external circumstances as well as events and driver behaviour preceding the crash. A new definition of crash surrogate measures is proposed, i.e. safety critical braking events: Situations (including crashes) that require a sudden, evasive manoeuvre to avoid a crash or to correct for unsafe acts performed by the driver himself/herself or by other road users. This thesis develops a method for detecting Safety CRItical Braking Events (SCRIBE) and evaluates against other methods mostly used in large naturalistic driving studies. The evaluation shows promising results in the success rates of detecting safety critical events. Further, a Method for estimating the SEverity of safety Critical events (M-SEC) involving more than one road user, is developed and evaluated. The method combines a measure of closeness-to-collision, or safety margins, with a measure of possible consequences based on the speed and mass of the involved road users. Besides, a comparison is made with the Traffic Conflict Technique. Evaluation of the method shows that the estimated severity using M-SEC enables comparison of safety critical events involving different types of road users and is not limited to comparisons between similar types of events. In addition, the estimations when using M-SEC seem to reflect the seriousness of the safety critical events.
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| 30. |
- 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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| 31. |
- Bakri, Taoufik, et al.
(författare)
-
Requirements for the Evaluation Framework.
- 2011
-
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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| 32. |
- Bruel, Laure, et al.
(författare)
-
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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| 33. |
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| 34. |
- Comte, Samantha, et al.
(författare)
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The Effects of ATT and Non-ATT Systems and Treatments on Driver Speed Behaviour
- 1997
-
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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| 35. |
- Czemiel Berndtsson, Justyna, et al.
(författare)
-
LTH - en attraktiv arbetsplats för både kvinnor och män?
- 2012
-
Ingår i: Ledarutvecklingsprogram för kvinnor och män vid Lunds universitet 2010-2011. - 9789163703522 ; AKKA IV, s. 115-145
-
Bokkapitel (övrigt vetenskapligt/konstnärligt)
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| 36. |
- Ditze, Michael, et al.
(författare)
-
A Survey on Intelligent Vehicle Safety Systems for Adverse Weather Conditions
- 2010
-
Ingår i: ; , s. 1-8
-
Konferensbidrag (refereegranskat)abstract
- Adverse weather conditions involving diminished visibility through rain, snow, fog and reduced traction as a consequence of rainy, snowy, and icy surfaces have been a major cause for traffic accidents throughout the EU in recent years. In conjunction with deficient speed adjustments and improper headway control on the part of the driver, they represent one of the chief causes for traffic accidents in Europe. Intelligent vehicle safety systems (IVSS) have the potential to improve traffic safety. The purpose of this paper is to summarize the state of the art of existing technologies and research for IVSS on the European level and to draw conclusions on the remaining challenges. It will furthermore analyze how a joint deployment of IVSS and paradigms such as car-to-car and car-to-infrastructure communication can further improve the safety.
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| 37. |
- Draskóczy, Magdolna, et al.
(författare)
-
The effects of active accelerator pedal in cars – Results from a large scale trial with intelligent speed adaptation.
- 2002
-
Konferensbidrag (refereegranskat)abstract
- Within the framework of the Swedish national trial with Intelligent Speed Adaptation (ISA) in urban areas, the effects of large scale use of “active accelerator” were evaluated. 284 cars were equipped with the system for a period of 5-11 months in the city of Lund. The driving data of all equipped vehicles were logged with regard to time and speed, both before and after activating the system. Driver behaviour were studied with the help of an instrumented vehicle. Possible system effects, such as speeds, interactions with other road-users and driving against red were studied in the field. Possible changes in driver attitudes and acceptance were studied by interviews. The results revealed that test drivers’ compliance with the speed limits increased and practically no negative compensatory effects could be found.
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| 38. |
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| 39. |
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| 40. |
- Fahrenkrog, Felix, et al.
(författare)
-
Impact Assessment Methodology in InteractIVe.
- 2013
-
Ingår i: ; , s. 1-11
-
Konferensbidrag (refereegranskat)abstract
- This paper describes the safety impact assessment methodology that is developed and used for the evaluation of safety related Advanced Driver Assistance Systems (ADAS) in the interactIVe project. The used method builds on the assessment method that was developed in the projects eIMPACT and PReVAL, and is refined in interactIVe. With this method the safety effects of the developed functions on road fatalities and injuries in Europe are calculated, based on safety mechanisms and the results of the technical and user-related tests in the project. This paper presents the safety mechanisms and refinements of the method that are made by interactIVe.
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| 41. |
- Fahrenkrog, Felix, et al.
(författare)
-
Impact Assessment of Developed Applications – Overall interactIVe Assessment
- 2013
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- interactIVe introduces active intervention safety systems in order to increase traffic safety. The interactIVe functions are – depending on their purpose – able to brake and steer autonomously. Furthermore, the driver is continuously supported by interactIVe assistance systems which warn the driver in potentially dangerous situations. Seven demonstrator vehicles – six passenger cars of different vehicle classes and one truck - are built up in interactIVe to develop, test, and evaluate the next generation of safety systems. The three vertical subprojects in interactIVe SECONDS, INCA and EMIC have developed 11 different functions with a wide range of target areas. The developed advanced driver assistance systems (ADAS) comprise the following systems: • SP4 “SECONDS” dealing with functions, which support the driver continuously in the driving process. These functions should not only support the driver in dangerous situations, but help the driver to avoid them. • SP5 “INCA” dealing with functions, which combine longitudinal and lateral control of the vehicle in order to prevent imminent accidents. The INCA functions’ focus is not only on the collision avoidance in rear-end conflicts, but also on other types of conflicts, such as blind-spot and road departure situations. • SP6 “EMIC” deals with critical pre-crash applications, where collision mitigation can be realised at a reasonable cost. In order to evaluate the ADAS developed, an evaluation framework is required. Therefore, the subproject “Evaluation and Legal Aspects” is part of the interactIVe project, which has as main objective to provide this framework and to support the vertical subprojects in their evaluation work. The evaluation of the interactIVe functions has been divided into three main categories: • Technical Assessment to evaluate the performance of the developed functions and collect information and data for safety impact assessment. • User-Related Assessment to assess the functions from the user perspective, and also to provide further input to the safety impact assessment. • Impact Assessment to estimate how and how much the functions influence traffic safety. In this deliverable, the results of the evaluation in interactIVe are presented.
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| 42. |
- Gietelink, Olaf, et al.
(författare)
-
Pilot Plan Design
- 2006
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- This document describes the methodology for the evaluation and the assessment of the Safe Speed – Safe Distance (SSSD) concept of the SASPENCE system. It describes the evaluation using the prototype vehicles from a technical and functional point of view, as well as to assess such a system by a subjective rating by the driver. In particular, the first part is the report on the pilot plan design, that is the methodology of technical and functional evaluation, including the field-tests driver’s evaluation – the subjective evaluation with ordinary users on real road scenarios – performed on the SSSD system. The methodology for the technical and functional evaluation involves simulations using a computer environment, as well as experiments in the Vehicle Hardware-in-the-Loop (VEHIL) laboratory, and on-road test drives. The test method for traffic impact assessment (in terms of improved quality of the driving experience and traffic safety) will be focused on traffic simulation. The test case consists of an integrated set of methods and tools which will allow also a more rapid evaluation and assessment of future Advanced Driver Assistance Systems (ADASs).
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| 43. |
- Hjälmdahl, Magnus, et al.
(författare)
-
Preliminary results from A Large Scale Trial with Intelligent Speed Adaptation in Lund, Sweden.
- 2001
-
Ingår i: [Host publication title missing].
-
Konferensbidrag (refereegranskat)abstract
- Within the framework of the Swedish national trial with Intelligent Speed Adaptation (ISA) in urban areas, 225 cars are equipped with an active gas pedal for a period of 10 months in the city of Lund. In order to evaluate the systems a number of studies are being carried out. The driving data of all equipped vehicles is logged with regard to time and speed, both before and after activating the system. Driver behaviour and workload is studied with the help of an instrumented vehicle. Possible system effects, such as speeds, interactions with other road-users and driving against red are studied in the field. Possible changes in driver attitudes and acceptance are studied by interviews.
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| 44. |
- Hjälmdahl, Magnus, et al.
(författare)
-
Speed regulation by in-car active accelerator pedal – Effects on driver behaviour
- 2004
-
Ingår i: Transportation Research. Part F: Traffic Psychology and Behaviour. - : Elsevier BV. - 1369-8478. ; 7:2, s. 77-94
-
Tidskriftsartikel (refereegranskat)abstract
- The long term effects of driving with an active accelerator pedal (AAP) on driver behaviour was studied by using an in car observation method. The AAP produced a counterforce in the accelerator pedal when the speed limit was reached, it could however be overridden by pressing the accelerator pedal harder. Twenty-eight drivers were studied when driving without the AAP and then when driving with the AAP after they had used the system in their own cars for at least six months. The results showed that the behaviour towards other road users improved, they had a correct yielding behaviour to a higher degree and were more likely to give pedestrians the right of way at zebra crossings when driving with the AAP. It was also found that the headway to the vehicle in front increased slightly with the system. There were also signs of negative behavioural modifications in the form of drivers forgetting to adapt their speed to the speed limit or the prevailing traffic situation when they were not supported by the AAP. These effects, however, were statistically not significant.
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| 45. |
- Hjälmdahl, Magnus, et al.
(författare)
-
Speed Regulation by in-car active Accelerator pedal – effects on speed and speed distribution
- 2002
-
Ingår i: IATSS Research. - 0386-1112. ; , s. 60-66
-
Tidskriftsartikel (refereegranskat)abstract
- The effects on speeds and speed distribution were studied in a large scale field trial with an in car system for speed adaptation in the city of Lund, Sweden. In the trial 290 vehicles were equipped with an "active accelerator pedal" and data logger for a period of 3-11 months. Data was logged in each test vehicle during the whole trial and was analyzed for 3 one-month periods: Before activating the system, after short time use and after long time use. The results showed significant reductions in the speed level. Speeds on stretches decreased statistically significantly (p<0.05) at 60 out of 69 observed sections. The effects were largest on arterial roads, at mid-block sections, where the prevailing traffic conditions and street design allows higher speeds. The standard deviation decreased on all arterial roads, mainly due to the decrease in speed of the fastest vehicles but there is also an effect from an increase in speed of the slowest vehicles. On streets with mixed traffic no differences in speed or speed distribution could be shown. This is most likely due to the fact that speeds were already controlled by the prevailing traffic conditions and they already were so low that the system never had to interfere. Further research is needed in order to investigate possible behavioral adaptation effects when the system is active as well as inactive and how driver behavior would be influenced in a situation where a large part of the vehicle fleet equipped with an active accelerator pedal.
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| 46. |
- Hjälmdahl, Magnus, et al.
(författare)
-
Validation of in-car observations, a method for driver assessment
- 2004
-
Ingår i: Transportation Research. Part A: Policy & Practice. - : Elsevier BV. - 0965-8564. ; 38:2, s. 127-142
-
Tidskriftsartikel (refereegranskat)abstract
- An in-car observation method with human observers in the car was studied to establish whether observers could be trained to observe safety variables and register driver's behaviour in a correct and coherent way, and whether the drivers drove in their normal driving style, despite the presence of the observers. The study further discussed the observed variables from a safety perspective. First three observers were trained in the observation method and on-road observations were carried out. Their observations were then compared with a key representing a correct observation. After practising the observation method the observers showed a high correlation with the key. To establish whether the test drivers drove in a normal way during the in-car observations, comparisons of 238 spot-speed measurements were carried out. Driver's speeds when driving their own private cars were compared with their speeds during the in-car observations. The analysis showed that the drivers drove in the same way when being observed as they did normally. Most of the variables studied in the in-car observations had a well documented relevance to traffic safety. Overall, in-car observation was shown to be a reliable and valid method to observe driver behaviour, and observed changes provide relevant data on traffic safety. (C) 2003 Elsevier Ltd. All rights reserved.
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| 47. |
- Hjälmdahl, Magnus, et al.
(författare)
-
Validation of Wiener Fahrprobe – A method description.
- 2000
-
Konferensbidrag (refereegranskat)abstract
- On the decision of the Swedish government, the Swedish National Road Administration (SNRA) has started a large-scale trial with Intelligent Speed Adaptation (ISA) in urban areas. One of the four test sites is the city of Lund. At the Department of Technology and Society, Lund University, research about ISA has been carried out since 1986 and the first field study was carried out in 1993. The ongoing large scale trial is based on experience from previous research on the concept of ISA. It is likely to assume that ISA will change the speed behaviour for the test drivers, but it is also likely that there will be secondary effects related to driver behaviour. Examples of such effects are a change in communication with other road users, improved car following behaviour or, on the negative side, compensatory or automated behaviour. In order to assess the driver behaviour in the Lund trial, a method called Wiener Fahrprobe (WF) will be used. The method was originally developed by Risser and Brandstätter (1985) as an instrument to analyse driving behaviour in order to make sure whether a person is apt for driving a car or not. In the WF two observers ride along with the test-subject, one of them is doing standardised observations and the other is doing free observations (non-predictable events). In addition to the observers, an instrumented vehicle will be used to obtain continuos variables such as speed, speed-limit, distance to the vehicle in front etc. When doing observations with observers on the spot there is always a scepsis that the test-subjects will be affected and behave in a way that does not correspond with their normal driving. There are a few studies that has dealt with this issue and there are some differences in the results. Höffner, K.J. (1978) found that the behaviour of moped riders did not change when they knew that they where observed. On the other hand, Rathmayer, Beilinson, Kallio, Raitio (1999) found that subjects driving in an instrumented car with and without the presence of an experiment leader had a lowered mean speed by 1-2 km/h when the experiment leader was present. They further found that acceleration and deceleration was smoothed down and lateral acceleration was reduced. In Lund, all the test vehicles will be equipped with data-logs saving data about among others time, position and speed. These data are collected for two months before the installation of ISA and for 2*two months after the installation. These data will be compared with the data gathered during the test-drive and the differences, if any, will be analysed. The analysis will then show how and of which magnitude the drivers are affected by the observer.
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| 48. |
- Hjälmdahl, Magnus, et al.
(författare)
-
Will ISA be effective? Analysis of the active accelerator pedal’s effect on different driver groups
- 2004
-
Konferensbidrag (refereegranskat)abstract
- The effects of the Active Accelerator Pedal (AAP), on speed behaviour of drivers with different backgrounds and attitudes was analysed. It was found that most of the drivers initially reduced their speed to the speed limit. However, after driving with the system for a while, speeds increased. Drivers who had a high speed without the AAP started to speed again. This finding suggests that an advisory system, such as the tested AAP, is efficient in reducing the speed of drivers who are speeding inadvertently, but it is not as efficient, however, in reducing the speed of drivers who speed deliberately.
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| 49. |
- Hjälmdahl, Magnus, et al.
(författare)
-
Workload-study of ISA-drivers - A method description.
- 2000
-
Konferensbidrag (refereegranskat)abstract
- On the decision of the Swedish government, the Swedish National Road Administration (SNRA) has started a large-scale trial with Intelligent Speed Adaptation (ISA) in urban areas. One of the four test sites is the city of Lund. At the Department of Technology and Society, Lund University, research about ISA has been carried out since 1986 and the first field study was carried out in 1993. The ongoing large scale trial is based on experience from previous research on the concept of ISA. One hypothesis regarding the effects of ISA is that the drivers will drive slower and in a more relaxed way, thus reducing the workload induced by the driving task. In order to test this hypothesis, 25 test-subjects will drive an instrumented vehicle on a predetermined route. The route consists of both urban and rural environment of varying complexity. In total, the test-drives will be carried out three times, before using ISA, after using it for a short period and finally after one year driving with ISA. During the test-drive the drivers will carry out a secondary task called “peripheral dot detection”. The task consists of responding to two lights, one on each side of the driver, by pressing one of two buttons, one for each light. The lights will be lit for 0.75 seconds and the response time, missed responses and left / right errors will be registered. In addition to the secondary task a number of other indicators of workload will be used such as lane position, speed, steering wheel rotation and NASA-TLX. Stress induced by other road-users will also be studied by studying changes in rear-view mirror glance-frequency with and without vehicles behind.
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| 50. |
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