Road transport: Third Annual Thematic Research Summary (D2 ...

DG Energy and Transport

Deliverable D2.E-2.3

Issue 1.0

Third Annual Thematic Research Summary – Road Transport

Prepared Andrew Winder EXTR@Web Project Date 07/08/2006

Approved Wolfgang Helmreich Date 09/08/2006

Released Gabriele Jauernig Contract No. GMA2/2001/52046-S07.13187

Date 10/08/2006

mailto:EXTR@Web

Contract No. GMA2/2001/52046-S07.13187 EXTR@Web

Document Change Record Issue Version Comments

Date Change

Release

0 1 Update from previous Deliverable (D2.D) 27/07/2006 A. Winder

0 2 Peer review 07/08/2006 B. Menaz

0 3 Final draft 07/08/2006 A. Winder

1 0 Final edited version 09/08/2006 W. Helmreich

Main Contributors Andrew Winder and Fabien Dreveton (ISIS) – authors Batool Menaz (ITS-Leeds) – peer review Further information on EXTR@Web’s editorial team for Thematic Research Summaries can be obtained from Annex III.

Distribution Public, via Transport Research Knowledge Centre website.

Deliverable D2.E-2.3 Third Annual Thematic Research Summary – Road Transport

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Abbreviations and Acronyms Used ADAS Advanced Driver Assistance Systems AG High level Advisory Group (to the EXTR@Web project) BG Benchmark Group (associated with the EXTR@Web project) CEEC Central and Eastern European Country DGTREN EC Directorate-General for Energy and Transport EC European Commission ERA European Research Area (EU, EFTA and CEECs) ERDF European Regional Development Fund ETC Electronic Toll Collection EXTR@Web Exploitation of Transport Research Results via the Web (DG TREN FP 5

Accompanying Measure project) EU European Union EU-15 European Union minus the 10 New Member States which joined on

01/05/2004 FP 4 (5, etc) EC Fourth (Fifth, etc) Framework Programme HGV Heavy Goods Vehicle HMI Human-Machine Interface IRPS Interurban Road Pricing Scheme ISA Intelligent Speed Adaptation ITS Intelligent Transport Systems MIP Multi-annual Indicative Programme – DG TREN investment programme

covering infrastructure development (TENs) and ITS deployment PAG Programme Analysis Group (part of EXTR@Web project) RTD Research and Technical Development TEMPO Trans-European Intelligent Transport Systems Projects – a group of

projects concerned with ITS for road traffic management on the Trans-European Road Network, and a sub-programme of DG TREN’s Multi-annual Indicative Programme (MIP).


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mailto:EXTR@Web


TEN-T Trans-European Transport Network(s) TERN Trans-European Road Network (TEN-T for road) TINA Transport Infrastructure Needs Assessment (former programme related to

networks in Accession Countries, including those that joined the EU in 2004)

TMC Traffic Message Channel TRKC Transport Research Knowledge Centre; TRKC website at

ec.europa.eu/transport/extra VMS Variable Message Sign


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http://ec.europa.eu/transport/extra


Table of Contents 1. INTRODUCTION.................................................................................................................... 1

1.1 HOW TO USE THIS PAPER........................................................................................................... 2 1.2 THE LINK TO THE TRANSPORT RESEARCH KNOWLEDGE CENTRE WEBSITE ...................................... 2

2. SCOPE OF THEME................................................................................................................ 3 2.1 DEFINITION OF THEME ............................................................................................................... 3 2.2 TOPICS INCLUDED IN THEME....................................................................................................... 3 2.3 SIGNIFICANCE OF THEME ........................................................................................................... 5

3. POLICY CONTEXT ................................................................................................................ 7 4. SYNTHESIS OF FINDINGS FROM COMPLETED PROJECTS ....................................................... 10

4.1 ROAD INFRASTRUCTURE PLANNING AND OPERATION ....................................................................11 4.2 ROAD INFRASTRUCTURE USE ....................................................................................................14 4.3 ROAD VEHICLE TECHNOLOGY ....................................................................................................18 4.4 PUBLIC / COLLECTIVE PASSENGER TRANSPORT BY ROAD..............................................................22 4.5 FREIGHT TRANSPORT BY ROAD..................................................................................................25 4.6 SLOW MODES ..........................................................................................................................26

5. REFERENCES....................................................................................................................31 ANNEX I: CONTRIBUTING PROJECTS .................................................................................... 32 ANNEX II: GENERAL INFORMATION ON THE TRANSPORT RESEARCH KNOWLEDGE CENTRE

AND ANALYSIS PROCESS USED ............................................................................108 ANNEX III: EDITORIAL TEAM FOR THEMATIC RESEARCH SUMMARIES ..................................... 111


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1. Introduction This paper provides a structured guide to the results of Research and Technical Development (RTD) projects relating to Road Transport, carried out in transport research programmes throughout the European Research Area (ERA). It is one of a series of 28 papers. Two further from an original set of 30 transport themes – i.e. Long-distance Transport and Financing Tools – have been discontinued as separate reports, though all related projects will eventually be covered elsewhere in Thematic Research Summaries.

Paper no. Transport theme

1.1 Passenger Transport 1.2 Freight Transport 1.3 Urban Transport 1.4 Rural Transport 1.5 Regional Transport D

imen

sion

1

1.6 EU Accession Issues 2.1 Air Transport 2.2 Rail Transport 2.3 Road Transport 2.4 Waterborne Transport 2.5 Other Modes D

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2.6 Intermodal Transport 3.1 Economic Aspects 3.2 Efficiency 3.3 Equity and Accessibility 3.4 Environmental Aspects 3.5 User Aspects (incl. ergonomics, quality, choice and rights) D

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3.6 Safety and Security 4.1 Decision-support Tools 4.2 Information and Awareness 4.3 Infrastructure Provision (incl. TENs) 4.4 Integration 4.5 Intelligent Transport Systems 4.6 Regulation / Deregulation 4.7 Land Use Planning 4.8 Transport Management 4.9 Pricing, Taxation and Financing Tools

Dim

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on 4

4.10 Vehicle Technology Of the roughly 5600 projects from research programmes covered in the Transport Research Knowledge Centre (TRKC), a total of 1713 projects deal partly or fully with Road Transport issues. That is to say that these projects have been allocated a Road Transport label as one of up to five thematic labels allocated to the project. Many more projects may


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deal with road transport in a looser or more general sense, such as projects which cover general issues over a variety of transport modes.

1.1 How to use this paper

It is recommended that you use this paper to locate RTD (Research and Technical Devel-opment) results on sub-themes where you have a particular interest, rather than reading the paper from start to finish:

• Start in Section 2 to get an overview of the scope of the particular theme. • Read Section 4 that summarises the findings for each sub-theme of interest to you. • Consult Annex I to identify the individual projects, be they of European or national

origin, relating to a particular sub-theme. • If this is the first time you have used one of the series of thematic research summaries,

it is strongly recommended that you read Annex II. This explains the background and purpose of the EXTR@Web project, and the basis upon which information in this document was selected and analysed.

The other sections of this paper can help you to gain an overall picture of the Road Trans-port theme, associated policy issues and the background of the EXTR@Web project.

The analysis in this paper is the responsibility of the EXTR@Web project team, and does not represent the official viewpoint of the European Commission.

1.2 The link to the Transport Research Knowledge Centre website

Further details on individual projects can be obtained from the Transport Research Knowledge Centre (TRKC) website at: ec.europa.eu/transport/extra

The TRKC website includes summaries and full final reports of individual projects, as well as a variety of analyses, and publications prepared by the EXTR@Web project. How best to use the online resource: • The ‘Projects & Analysis’ section allows the user to specify a project-wide search on

‘Publication date’, ‘Origin’, ‘Document type’, ‘Mode’, ‘Sector’, ‘Geographic area’, ‘Policy objective’ and ‘Tool’, or any combination of these criteria.

• This may be complemented, or superseded, by the flexible ‘Free text search’. • On the query result screen, free text search criteria may be refined, as appropriate.

Further tick boxes here allow limiting query results according to ‘Project status’ (five levels).

• Query results are presented in a table, which allows for sorting by column (click on relevant column header for alphanumerical sorting).

• Project-specific summaries may include links to project websites, or provide contact details for the project, where available.

It should be noted that the online Transport Research Knowledge Centre is updated frequently, though dependent on input from project co-ordinators. Other parts of the TRKC website cover transport research at Programme level, and expand on transport related issues, e.g. in the ‘Links’, ‘Events’, ‘Glossary’ and ‘FAQs’ sections.





2. Scope of theme

2.1 Definition of theme

Road transport consists of all transport which runs exclusively or principally on roads. For this paper, a “road” is taken to include all forms of thoroughfare ranging from a lane or rough track to a motorway, as well as associated infrastructure (bridges, cuttings, tunnels, parking areas, etc). However, it excludes ground activities in ports and airports which are directly associated with the functioning of air, maritime or inland waterway transport. Road transport includes all motorised transport by road (car, bus, lorry, motorcycle, etc), as well as non-motorised transport (foot, cycle, horse, etc), where this uses road infrastructure. Guided vehicles are included if they have the capacity to run on normal roads as well, e.g. guided buses can be counted as road, but not trams (as these are rail based, even if the rails run along a road).

2.2 Topics included in theme

Road transport can be broken down into a number of distinct road transport modes, as follows: • Public or collective passenger transport by road; this can be:

• scheduled public transport (e.g. public bus and coach services), • non-scheduled or demand-responsive public transport (e.g. taxis, shared car and

semi-scheduled minibus services), • non-public collective transport (e.g. dedicated school buses, private hire coaches);

• individual motorised passenger transport (e.g. cars, motorcycles); • individual non-motorised transport (“slow modes”, principally walking and cycling, but

may also cover horse riding, rollerblading, etc)1; and • freight transport. For each of the above, the following physical elements are employed: • Vehicles (cars, buses, lorries, motorcycles, bicycles, etc); • basic road infrastructure (roads, pavements, bridges, tunnels, etc); • terminal infrastructure (bus stations, depots, freight terminals, service areas, car parks,

etc); and • roadside equipment (signing, lighting, telecommunications, and intelligent transport

systems such as traffic control, enforcement, safety, information or toll systems, as well as facilities such as traffic control centres).

1 This paper covers general research actions relating to slow modes, particularly insofar as they affect road design and management and their interaction with other road users. However, projects covering technological solutions to assist walking, cycling, etc (such as moving walkways and cycle lifts) are covered under the “Other modes” thematic paper.




The above are planned, managed and regulated by legal frameworks, control and management systems, etc in order to meet objectives such as safety, efficiency, environmental protection, user-friendliness, accessibility, etc. The main aspects are: Road safety and security • Safety of vehicles (including design, ergonomics, maintenance, vehicle licensing); • safety of infrastructure (e.g. road design standards); • safety of operation (including driver licensing, training, working conditions and

enforcement of traffic regulations); and • security of transport operations (protection of transport systems, people and goods

from damage caused by natural phenomena or accidental, negligent or deliberate human acts).

Road efficiency • Efficiency of vehicles (including fuel consumption, etc); • network efficiency (planning, operation, pricing, traffic management and control, ITS);

and • operational efficiency (freight logistics and public transport planning/scheduling). Effects of roads on the environment • Technical aspects (vehicle design, etc); • fiscal and legislative aspects (standards, controls, enforcement, road pricing); and • awareness aspects (campaigns, good practice, promoting environmentally-friendly

transport use, mobility management). Economic and regulatory aspects related to road networks and operation • Regional and Europe-wide accessibility by road (including TEN-T and ERDF-funded

infrastructure, for Trans-European Road Network and regional development respectively);

• harmonisation of regulations and levels of service; • taxes, tolls and other charges on the road transport industry; • agreements between the EU and non-EU countries (regarding access, transit, etc); and • competition policy and the single European market (including cabotage, access to the

market, etc). Social aspects • Road transport pricing (subsidies and/or charges for public transport and car use); • access to and quality of public transport services; • working conditions; • training; • mutual recognition of professional qualifications between Member States; • effects of roads on non-users (severance, noise, environmental and safety factors); and • rights and obligations of road users (transport providers and customers). The above summary of topics describes the principal breakdown of technical, organisational and managerial aspects that come under the theme, whereas Chapter 4 of this document reflects sub-themes according to actual priorities in transport research policy.




2.3 Significance of theme

Road transport dominates the transport scene in Europe. It serves all Europeans every day (even those who do not travel consume food or goods which have been moved by road). Road transport accounts for 85% of motorised passenger-km in the EU-252 and 44% of freight tonne-km in the EU-253. If internal EU freight by sea is excluded, the road share rises to 72.6% (and over 75% just the EU-15 “old” Member States. The figure for freight disguises the fact that the other modes (rail, waterborne and pipeline transport) can carry far bigger loads in a single trip, so in terms of vehicle-km for freight, the road share is considerably larger. Road transport is a major employer in its own right, with 1.7 million jobs in the EU-25 in the road passenger transport industry (bus, coach and taxi operations) and 2.6 million in the road freight industry. This does not count those employed in vehicle manufacture, retail, maintenance and insurance, fuel delivery and retail, road construction, maintenance and operation, traffic management and road user information, etc. Growth in the demand for road transport has been spectacular: freight tonne-km by road in the EU-25 increased by 35% in just ten years, from 1995 to 2004, compared to a 31% increase in tonne-km by sea, 9% by inland waterway and just a 6% increase in freight by rail. Passenger-km by car increased by 16.4% from 1995 to 2003, with current increases of 1.9% per year [3]. The consequences of this growth are vastly increased mobility and access to goods and services for many, as well as reduced costs to industry. On the other hand, road transport presents a number of serious issues in terms of negative effects, most notably regarding: • Safety: about 43 000 people are killed annually on the EU's road network, compared

with 800 on the railways (which includes accidents at level crossings, which are also road-related – only about 120 of those killed are rail passengers).

• The environment: transport is the biggest single cause of carbon monoxide (CO2) emissions in the EU (64%), with road transport accounting for 57% of all CO2

emissions. Road transport causes 46% of nitrogen oxide (NOX) emissions. • Equity and accessibility: the growth of car ownership has led to a society where,

especially outside urban areas, those without access to a car can find themselves at a distinct disadvantage in terms of mobility and the all that it implies (access to work, education, services, leisure activities, etc).

• Efficiency: inefficiencies exist in all transport modes, but especially in road transport. This includes lorries running empty rather than carrying a return load, or traffic jams of single-occupancy cars. Bus operators normally need to maintain a fleet of vehicles to cover peak-period services, many of which then lie unused for the rest of the day.

2 Figure is for 2003 and is made up of 74.4% by car, 2.4% by powered two-wheelers and 8.1% by

bus/coach. Remainder is by railway, tram, metro, air and sea. Air and sea transport includes only domestic and intra-EU25 transport. For land transport (road and rail-based modes only, the split is 92% road modes and 8% rail modes. Source [3]

3 Figure is for 2004. Includes pipeline transport and intra-EU25 freight by sea. Source [3]




Infrastructure improvements are a major focus in the road mode, aiming at improving efficiency and safety, removing bottlenecks and increasing connectivity and economic efficiency. EU support is directed particularly towards the Trans-European Road and Rail Networks (TEN-T budget) and to improving transport links in peripheral or disadvantaged areas (ERDF budget). The promotion of clean vehicles, Intelligent Transport Systems (particularly for data collection and exchange, control and management of traffic and of incidents, traveller information, toll payment and freight services), harmonisation of standards and regulations, open access, and the use of pricing and taxation as a tool to correct market failures are also research priorities in road transport.




3. Policy context Demand The demand for Road Transport is increasing constantly. Two key factors can be considered: • The increase in car use for passenger transport: the number of cars in the EU-15 has

tripled in the last 30 years; and • the effects of freight transport on the European economy: because of better road freight

transport links, production plants for all but the heaviest industries no longer need to be located near to suppliers or final customers: this relocation of industry has entrenched the dominant position of road haulage, as for many industrial locations there is now no alternative mode.

Much of the rise in road freight transport (17% in the EU-25 from 1995 to 2004) is to the detriment of rail, whose mode share for freight has fallen from 20% in 1970 to just 8% today in the EU-15 and 10% in the EU-25 [3] [6]. The growth of road freight transport across borders between EU Member States has increased twice as fast. This is largely due to the opening up of trade and removal of restrictions between countries, and the fact that international road transport is not hindered by technical constraints which rail suffers from (lack of interoperability in terms of track gauge, signalling, etc). EU Actions and Priorities The EU’s responsibilities regarding road transport operations, particularly regarding the road haulage industry, but also in passenger transport by bus and coach, have been built up in successive stages. This has been to ensure progress on many specific points within national rules and regulations, and to bring common development and improvements. In the mid 1990s, the European Commission developed an Action Programme [7]. Actions concerning road transport were: • Improving quality in the road transport sector; • turning intermodality into reality; • improving road safety; • adopting a policy on effective charging for transport; and • developing high-quality urban transport. In its 2001 White Paper [4], the Commission’s key message was that the current rate of growth in freight transport by lorry and passenger transport by car, with respect to other modes, is not sustainable from an economic, energy or environmental perspective. The paper therefore proposed: • Economic policies to reduce the demand in road transport and restore a more equal

balance between different modes of transport; • specific urban policies for large cities; and • continued development of the Trans-European Networks (TEN-T) in order to increase

efficiency and bridge bottlenecks and “missing links”. The EC’s mid-term review of the White Paper in 2006 [2] concluded that, while the overall goals and policies of the 2001 White Paper remain the same, in many areas, European intervention alone will not suffice, and a broader dialogue with stakeholders is required, with actions at national, regional and local levels of government, as well as by industry and citizens.




Major actions proposed which deal with road transport include: • Reviews of the internal market and of legislation on working conditions; • a freight transport logistics strategy and action plan; • identification of possible future applications of Galileo; • smart charging for infrastructure; • examination of actions for minimum standards for coach transport; and • create a European Road Safety Day. Road infrastructure improvements are often needed for efficiency and safety reasons, and also environmental reasons in order to take heavy traffic away from unsuitable roads and urban areas. However, they tend to further increase the attractiveness of the road mode and can work against stated policy goals for a restoration of modal balance towards other modes. This is why the European Union is pursuing policies relating to fair and efficient pricing, so that users pay the true costs of road use, including social costs such as pollution. Different countries have different approaches to road charging: some charge tolls on much of their motorway infrastructure4. Some others, with largely toll-free networks, are signatories to the Eurovignette system5, under which lorries over 12 tonnes are charged common charges for motorway use in signatory countries on a time basis, differentiated according to pollution emission category. A vignette, or motorway sticker, is necessary in order to use motorways in some countries, particularly in the Alpine region, where Switzerland and Austria introduced such systems in response to the large volumes of transit traffic they face. Some of the New Member States have also adopted this principle. Moreover, electronic distance-based lorry road user charging is now operational in Austria, Switzerland, and (from 2005) Germany, and is planned in several other countries. A key role of the European Union is to ensure that all these different pricing schemes are fair and, as far as possible, interoperable. The latter aim has not yet been achieved (e.g. the German and Austrian electronic lorry charging schemes use different technologies and require separate non-compatible on-board units), but it is the focus of ongoing work. The EU has recently adopted a new road charging directive as a framework for the introduction of modulated tolling for lorries on the Trans-European network. By 2008 a model will be produced for the assessment of all external costs to serve as the basis for future calculations of infrastructure charges. Agreements with non-EU countries form an important part of the EU's role with respect to road transport. In particular this focuses on transit traffic in Switzerland (and also focused on Austria prior to its accession to the Union). In both countries, heavy transit traffic on a limited number of arteries running through environmental sensitive regions is a major concern and strong restrictions have applied on lorry weights, together with policies favouring the use of rail. Recent agreements have raised lorry weights in Switzerland to gradually bring its rules in line with those of the EU, and the charging mechanism (the Heavy Vehicle Fee) has become the main instrument in restricting lorry traffic and promoting rail and intermodal solutions. Other agreements include transit arrangements through Bulgaria, Romania and (prior to the 2004 accession) Hungary, in order to facilitate land access for freight traffic between Greece and the rest of the EU. For road passenger transport, the Interbus agreement with Croatia, Bulgaria and Romania (and originally most 4 Notably France, Spain, Italy, Greece, Slovenia, Portugal, Hungary and certain roads in Norway

and Austria. 5 Signed by Belgium, Luxembourg, the Netherlands, Germany, Denmark and Sweden, although

Germany has since opted out as it is has been replaced by the electronic motorway-tolling scheme for HGVs.




of the New Member States, which are no longer affected following their accession in 2004), is aimed at liberalising this industry in terms of several key social, fiscal and technical measures. Liberalisation of road passenger and freight transport operations is a key policy issue. In freight, while international road haulage is liberalised, national haulage is still largely protected, with cabotage (the carriage of goods within a single country by a haulier from another country) accounting for only 1.2% of national road transport markets [2]. The organisation of road passenger transport is very much at the national and regional level with respect to urban buses, regional buses and express intercity coach services – competition may exist for route-based or area-wide operating licences, or directly on the road with competing operators vying for passengers, or there may not be any competition at all. For both passenger and freight transport, EU actions aim for greater liberalisation, although subsidiarity means that decisions on the actual organisation and ownership of road passenger transport services rests at national level. Safety is one of the major concerns facing road transport in Europe. Road safety legislation and enforcement is generally at a national level, but key EU regulations affect, for example, drivers’ hours and rest periods for lorry and bus/coach drivers. These are aimed not just at safety, but also in harmonising social requirements and to ensure fair competition between operators in different countries. Other policies include enforcement: at present cross-border enforcement of traffic violations (e.g. fines from automatic speed cameras) is often lacking. This not only presents the wrong message as concerns safety, but also goes against key EU principles, which state that each citizen, regardless of his or her nationality or country of residence, should be treated equally before the law of the country in which he or she is situated. With regard to road safety, the EU 2001 White Paper mid-term review [2] proposes to implement an integrated approach involving vehicle design and technology, infrastructure and behaviour, including regulation where needed.




4. Synthesis of findings from completed projects

Research projects contributing to the theme of Road Transport can be broken down to the following sub-themes: • Road infrastructure planning and operation; • road infrastructure use (including safety, pricing and taxation); • road vehicle technology; • public / collective passenger transport by road; • freight transport by road; and • slow modes (e.g. walking and cycling). You may wish to consult some of the other Thematic Research Summaries listed in the Introduction (table on Page 1) that present research findings which are complementary to those covered in this paper. All other thematic papers (apart from those on air, rail and waterborne transport) have some relevance to road transport, however the following papers are particularly relevant in terms of complementary research. • D2.E-1.1 Passenger Transport; • D2.E-1.2 Freight Transport; • D2.E-1.3 Urban Transport; • D2.E-1.4 Rural Transport; • D2.E-2.6 Intermodal Transport; • D2.E-3.6 Safety and Security; • D2.E-4.3 Infrastructure Provision (including TENs); • D2.E-4.5 Intelligent Transport Systems; • D2.E-4.6 Regulation / Deregulation; • D2.E-4.8 Transport Management; • D2.E-4.9 Pricing, Taxation and Financing Tools; AND • D2.E-4.10 Vehicle Technology. Results from the following 35 projects have been included in this Thematic Research Summary: Research sub-theme Contributing projects Road infrastructure planning and operation AVL; INSTANT; ITSWAP; POLMIT;

S205Q; Concept for the integration of an information system for public information on the traffic conditions on state roads; How to design roads with heavy traffic in cities

Road infrastructure use (including safety, pricing and taxation)

DESIRE; DRL; TRAVEL-GUIDE; VERA2; Evaluation of options for reducing Irish diesel particulate emissions – utilising measurement and modelling methods; Road information systems in the information society; The long-term effects of hands free legislation on mobile phone use




Research sub-theme Contributing projects Road vehicle technology ADVISORS; CHAMELEON; CYBERCARS;

IVHW; NOPSEURA; RESPONSE2; TAXELPublic / collective passenger transport by road

MARETOPE; SERVICES; SVI 1999/321; VOYAGER; Network study of urban passenger transport

Freight transport by road BESTUFS; Socio-economic evaluation of freight traffic decantation from highways to parallel state roads

Slow modes A9 (Pedestrian and cycle traffic); S214G (Computer-based child pedestrian trai-ning); S224J (Effects of road engineering modifications on child pedestrian skills development); UG171 (Cycling facilities and engineering); VELO-INFO; Effects of cycle parking arrangements on bicycle use; Quiet lanes study; The promotion of walking and cycling on village roads

Detailed findings and policy implications for individual projects can be found in Annex I. Please refer to acronyms and project titles, respectively, listed above (projects with acronyms are listed first alphabetical order of acronym, followed by projects with no acronym which are then listed in alphabetical order of the project title in English.

4.1 Road infrastructure planning and operation

This sub-theme includes urban and regional planning, construction and maintenance for roads and associated infrastructure, and operations (including traffic management).

4.1.1 Research objectives

The scope of European FP4 and FP5 projects in this area (DG TREN projects only) included: • Overall road transport policy; • road investment and network development; • bridge management; • pavement maintenance; • alternative materials in road construction; • advanced models for analytical design of European pavement structures; • automated and robotics-based techniques; • new solutions for road construction and maintenance; • safety of road infrastructure, including tunnels; • impact of roads on the environment; • traffic modelling; • road pricing strategies6;

6 Note that this topic is also treated in the Road Infrastructure Use sub-theme, as pricing and tolling

are both planning/operational-related and use-related.




• traffic management, control and enforcement7; • incident handling and emergency call networks; and • Intelligent Transport Systems (ITS) applications. In addition, the entire MIP (Multi-annual Indicative Programme) is dedicated to infrastructure planning, construction and operation (for all transport modes), although most projects in this DG TREN programme are related to constructing and improving infrastructure (deployment) rather than research. Road-related projects in the MIP which include research elements focus essentially on the TEMPO sub-programme for traffic management and user services on the Trans-European Road Network (TERN), specifically through the use of Intelligent Transport Systems (ITS). TEMPO research elements include studies and evaluations of: • Road, traffic and weather monitoring systems; • traffic centres (control and information) and data exchange between them, particularly

at a cross-border level; • traffic management, traffic control and network operations, including cross-border traffic

management plans, strategic planning for long-distance European corridors, incident and emergency handling, electronic toll collection and enforcement; and

• ITS-based traveller information services, including seamless cross-border services, multimodal and multilingual services.

The research themes national projects in the European Research Area (ERA) mostly follow those for European FP4 and FP5 projects above. Some additional topics covered by national projects include the following: • Strategic transport visions; • road construction and roadwork procedures and permits; • road design for specific traffic types (e.g. heavy trafficked urban roads); • road network value, depreciation and refurbishment costs; • road network evaluation and risk analysis; and • traffic signing strategies and materials.

4.1.2 Main findings

One European project found that metal emission rates from roads and vehicles were primarily dependent on traffic volume, PAH (Polycyclic Aromatic Hydrocarbons) emission rates primarily on traffic volume and road type, chloride emission rates mainly on the severity of the winter during the monitoring period and hence on the application of de-icing salts. Comparison with reported atmospheric emission in the UK has indicated that road transport contributes little Cadmium (Cd) or Chromium (Cr), very small amounts of Copper (Cu; 2%) but significant amount of Lead (Pb; 59%) and Zinc (Zn; 23%). A mass balance approach has been used to determine what proportion of the calculated pollutant emissions entered the local terrestrial roadside, through highway runoff or aerial dispersion. The transfer rates of PAHs have been generally 10% of the emissions; within the metals, Zinc was transported in the greatest quantity, followed by Copper and Lead. Mitigation actions for metal emissions can be grouped into source-based and effect-based measures. Only source-based measures can tackle pollution that is transported by aerial dispersion. A draft Best Practice Handbook was produced for the assessment of potential pollution problems and identification of the most appropriate treatment strategies.

7 Note that enforcement is also treated in the Road Infrastructure Use sub-theme, as it relates to

modifying or sanctioning the behaviour of road users.




A cross-border project in Ireland (Northern Ireland/Irish Republic) developed an implementation strategy for ITS (Intelligent Transport Systems) on the Belfast-Dublin corridor. Recommendations covered aspects such as Data Exchange, System Architecture, Traveller Information Systems and Traffic Management measures. Work during the Design Study set up a portal web site bringing together existing sources of information across modes on both sides of the Irish border. The Feasibility Study made recommendations for the two public road authorities involved to become “ITS Champions” and lead the institutional framework to deliver an integrated ITS service. Recommendations are made on the organisation of stakeholders meetings and the required technical monitoring. It provides guidance to the road authorities on how best to deliver their roles and responsibilities. A European project on ITS services over Wireless Application Protocol (WAP) contributed to the development of innovative services delivering Internet-like information to mobile users. It established the technical and commercial feasibility of ITS over WAP, defining and testing the WAP delivery mechanisms for a number of on-board and off-board ITS applications provided in different field trial sites across Europe. The project also promoted the adoption of WAP as an ITS platform for service providers and car industry. A Romanian project on the optimisation of transport through information-communication, mobile and spatial technologies achieved an integrated system of tracking, tracing and positioning, in real time of a fleet of vehicles using GPS - GSM technologies. The results permit safety and security to be improved and for resource usage in road transport to be optimised via increased efficiency of vehicle use, and time savings and reductions in fuel consumption due to optimised routings. A UK project on improving junctions for vulnerable road users developed 31 different measures, with 24 of them progressing to trials. Measures were implemented at 156 locations, some of which consisted of a single junction while others consisted of a ‘corridor’ of junctions. The schemes trialled were raised junctions, coloured junctions, raised crossing areas, danger area illumination, entry and exit zebra crossings, junction countdown markings, coloured pedestrian crossings, reduced exit widths at traffic signals, main road cycle routes, hatched centre lines, wide centre lines, solid centre line and lane lines, junction speed limits, sight screens, and annular cycle lanes. The findings of the project reinforced the point that when undertaking any changes to the road system, changes measured within a few months of implementation of the scheme may not reflect the long-term situation. Similar caution is required about the measured changes in conflicts which did not always match changes in speed. While it might have been expected that a reduction in speed would lead to a reduction in conflicts this was not always the case. The research identified several effective low-cost measures that could be developed further and several others that, having been tried, need not be pursued further. In several of the schemes tried, the recommendations on whether or not they should be made available for wider use by highway authorities is conditional rather than clear cut. The main findings relate to each scheme and consider whether these are suitable or not for wider implementation, and if so whether further development or legislation is required. In many instances where the scheme results are considered to be neutral or have low impact, the decision on their use would need also to reflect how well they might complement other activities being undertaken by the highway authority. Because of the nature of the findings it was found out that it could be misleading to present them as they stand. Therefore it was recommended to carry out a further distillation of the results and to




publish this as the basis for information to local authorities about what worked and what did not, and which schemes might work in particular situations. A project in Slovenia produced a system architecture for integrating a system for traffic information on state roads. This is represented in the form of a structured record of organisational, functional and information relations as well as in graphical form. In this way the system is easily extended as the requests for new technologies and information providers are known well in advance. The pilot system consisted of sub-systems for automatic traffic counters, web cameras, a database server and a web server. Based on this study, a number of implementation projects were launched. It initiated an ongoing process, which will finally result in the establishment of a national road management and information centre for Slovenia. A Norwegian project produced a report on the design of heavily trafficked roads in cities, aimed to serve as guidance for the analysis of a street and the role it plays in the urban landscape. It gives a broader understanding of the relationships between traffic and street life by introducing architects and landscape architects in planning and detailed design of streets. The method implies that the street is analysed on four levels: specific elements along the street ; the street itself; the role of the street in relation to its surroundings (neighbourhood); and the role of the street related to the urban network and traffic. Evaluations of street enhancement efforts both in smaller urban areas and major cities have concluded that such investments have been successful. It was recommended that the method for analysis and planning which has been developed should be applied to future projects in order to improve the detailed planning and street design.

4.2 Road infrastructure use

This sub-theme includes safe driving (including driving regulations and enforcement), access and tolling, driver licensing, customer information and awareness, etc.


European FP4 and FP5 projects in this area include: • Toll effects and pricing strategies; • road traffic information, guidance and mapping; • road user behaviour and attitudes; • driver training and education; • development of strategies designed to avoid the need for road travel; • automated traffic enforcement (speed, traffic signals, vehicle weight, etc); • driving support systems and automated driving8; • pollutant emissions; • roadside testing assessment; and • preserving roads through traffic knowledge. The research themes national projects in the European Research Area (ERA) mostly follow those for European FP4 and FP5 projects above. Some additional topics covered by national projects include the following: • Traffic analysis and route choice by drivers; 8 This is also covered in the Road Vehicle Technology sub-theme.




• traffic safety and accident analysis; • driver psychology and ergonomics; • traffic noise; • links between social and economic structure and car use; and • effects of traffic congestion.

4.2.2 Main findings

A reference framework for Interurban Road Pricing Schemes (IRPS) was established in order to agree on a comprehensive harmonisation of concepts and terms enabling further comparability of results. Model designs of possible IRPS were provided, giving a detailed definition of different basic forms of IRPS, including an Excel toolkit for self-assessment of country situation and feasibility assessment regarding its implementation. An analytical framework was developed to assess the current situation and the feasibility of different types of IRPS under different transport environment characteristics (national contexts). In addition a reference scenario with the most likely evolution of a variety of national solutions to develop IPRS was presented. This detailed specification and methodologies for the analysis of country situation is highly relevant to road authorities since it can provide information on strategies and conditions for successful implementation of IRPS. A methodology for IRPS impact analysis was designed and tested and recommendations were given on the most appropriate IRPS for the European situation, which has major importance in the context of the goals of the Common Transport Policy. A study on the use of Daytime Running Lights (DRL) by motor vehicles presented a systematic review of current knowledge regarding their safety effects. A meta-analysis was made of 25 studies that have evaluated DRL for cars and 16 studies that have evaluated DRL for motorcycles. A cost-benefit analysis of five policy options for the use of DRL in the European Union was also made. The use of DRL was found to reduce the number of multi-party daytime accidents for cars by 5 to 15%. For motorcycles the reduction might be greater. The benefits of using DRL were found to be greater than the costs. Five options for the introduction of mandatory use of daytime running lights in the European Union were developed and analysed. A European project on traveller and traffic information systems aimed at developing guidelines for traffic related information provision by in-car and infrastructure based systems to assess the information needs of the end-users, and to test new information provision methods. It undertook eight pilot studies, investigating different issues and problems and produced 63 guidelines covering pre-trip information systems, on-trip in-vehicle information systems and on-trip roadside information systems. It was found that the less a driver is involved in interactions with a system, the higher a system's contribution to traffic safety is graded. It seems to be reasonable to restrict provision of information not directly related to car control and manoeuvring to non-driving situations and to reduce the amount of information of all on-trip messages to a minimum. The system should also provide background information like type of incident, benefit of the new route etc. in order to reduce the mental strain of the drivers. Contradictions between in-vehicle and roadside information systems need to be avoided, or else drivers are faced with difficult and distracting cognitive conflicts, resulting in decreases in safety. Balancing a high system functionality offering many user options with an increased mental strain caused by higher system complexity is an important issue for further development. This is especially the case with regard to adapting traffic information provision to road-user sub-




groups and individual preferences, as all adaptation options will in turn result in a more complex system. The integration of separated travel and traffic information systems and services to a European traffic information network is a pressing issue for Trans-European road transport. Regional and national traffic information services should be connected to a traffic information service for the whole Pan-European road network. Demand spreading by intermodal information provision should be intensified. Pre-trip information should be adapted to the needs of different road-user subgroups. Alternative pre-trip information modalities, such as the Traveller Advisory Free Telephone Service or the Highway Advisory Radio, being standardised in the USA, should also be promoted as alternatives to the Internet or fixed information points. Regarding on-trip in-vehicle information systems, further development of in-vehicle systems capable to translate coded messages into a driver's native language should be a priority for Trans-European road transport. A common policy should be developed defining what kind of information can be given to the private sector on what conditions and also how quality of information can be assured. Regarding cross-border traffic enforcement for violations caught on automated systems (speed and red light cameras, etc), a draft text for a possible future EU Directive was developed, along with the “eNFORCE" concept for an organisational network to facilitate cross-border enforcement and proposals for a common basis for the type approval of enforcement equipment. The draft text for a possible future Directive defined the basis on which cross-border enforcement could take place across the EU, specifying which parts of the enforcement chain should be conducted by the Member State in which a violation takes place and which parts need to be transferred to the Member State where the vehicle is registered (if different). It also defined how different agencies responsible for enforcement within each Member State should interact with others at a European level. The eNFORCE concept defined how a cross-border enforcement network could be established in the EU. This network could be responsible for coordinating and managing the 'operation' of cross-border enforcement as well as for monitoring its progress and maintaining the enabling tools. Trust between national administrations is necessary such that each Member State must accept other Member States’ violation records, their processing of records and the results of their prosecution processes. The common basis for type approval was intended to ensure that records of every violation are made on a common basis and that they can be accepted by all Member States. There are widespread differences between the types of penalties imposed by Member States for the same (or similar) offence. Financial penalties and the endorsement of a violator's driving licence with 'penalty points' are used widely, either on their own or in different combinations. At present there is no legal mechanism for the cross-border enforcement of driving license endorsements, thus in Member States where the endorsement of a violator's driving licence is the primary penalty (and therefore, the primary deterrent), violators who do not reside, are not a citizen or do not have income or property in the State where the violation took place cannot be treated in the same way as those that do. It was recommended that this issue be addressed a European Commission-level to ensure that all penalties can be enforced across Member States’ borders, thus treating all citizens equally. Accessing another Member States' information on a vehicle and its driver or owner is a potential barrier to implementing cross-border enforcement across the European Union, therefore Member States should give their full assistance to other States making a request for information. Consideration should be given to granting Member States remote access to each other's data for the purposes of cross-border enforcement. Finally it was considered that further work is required in the area of establishing vehicle identity: the readability of registration plates needs to be improved to




support the automatic vehicle identification, and the ability to automatically determine the country of vehicle registration should also be improved. An innovative approach for Advanced Traveller Information Systems (ATIS) on road networks was investigated, based on an elastic compliance. This means that travellers update their compliance with the information provided within a more general day-to-day dynamic process, where the compliance depends on the accuracy of the information supplied in previous days. The project has shown that this new modelling approach permits an improved evaluation of ATIS applications. Such a result has been shown, in a first phase of the research, with respect to a simple test-network and through numerical applications. It has been shown that in case of rigid compliance, the presence of ATIS seems to reduce traffic system’s oscillations compared to a system without ATIS. The case of elastic compliance is very different: in this case the traffic system increases its stability in presence of accurate information or, in case of large market penetration of the ATIS system, in the case where inaccuracy is limited to small values. On generalising the ATIS results for general networks, it was found that for accurate information strategies and in case of a correct simulation model, the stability region of the equilibrium condition of the dynamic process monotonically increases with increasing market penetration. This is a desired result for ATIS applications and contradict some common results that have shown instability phenomena in case of increasing ATIS market penetration. Such a difference is due to the lack of other models to explicitly simulate compliance to information and to the fact that most of the previous models do not deal with accurate information. Information and communication technologies (ICT) applied to transportation can lead to a more efficient use of existing transportation infrastructures and systems, however, at least in the field of ATIS (Advanced Traveller Information Systems), the research and application needs are not only of technological nature. Transportation and Traffic modelling aspects are of crucial importance and should be deeper investigated in theoretical ways and carefully implemented in operative applications. If ATIS applications are not based on solid theoretical foundations, they could lead to traffic system instability. An Irish project on using measurement and modelling methods to evaluate options for reducing Diesel Particulate Emissions (DPM) investigated how much DPM is actually emitted by vehicles, what are the burdens imposed on a roadside pedestrian when a diesel vehicle passes by, what is the concentration and composition of DPM pollution that the pedestrian will experience, and what are the best DPM reduction strategies for Ireland. A number of significant advances were made regarding the development and application of a new test method for on-road DPM measurement. A prototype measurement system was designed, built and applied to the measurement of DPM emissions from a light goods vehicle under urban and motorway driving conditions. This phase of the project achieved the aims of developing a prototype on-road DPM measurement system and of then using it to generate real-world emissions data for Irish driving conditions. This work is best viewed as a successful pilot project and it was recommended that additional funds and resources be directed towards further development in the future. No commercially available on-road diesel particulate measurement system yet exists, but the knowledge gained from the development of this measurement system forms a firm foundation for the creation of such a system which would generate much needed on-road DPM emissions data. Exposure to DPM matter was modelled: emissions legislation is concerned solely with engine and tailpipe emissions, and so research to date has focused on understanding,




quantifying and reducing these emissions. The question of how much DPM reaches a roadside pedestrian, and of what its chemical and physical composition is upon being inhaled, had not been previously examined. It is in this area that the most substantial original contribution was made in this project. A Computational Fluids Dynamics (CFD) computer model was to estimate the concentration of DPM that would reach a person located on the side of a road following the passage of a diesel vehicle and this was used to determine the dispersion of the exhaust plume for a ‘no-wind’ case, in a demonstration using two buses, the first with the exhaust pipe on the kerb side of the vehicle and the second on the off-side. Pedestrians experienced significantly higher concentrations of DPM in the case of the first bus. Increasing the distance between the person inhaling the exhaust and the location of the tailpipe exit allows for increased dilution to take place and results in lower concentrations being experienced (by a factor of over seven in this instance). Increased dilution also reduces the likelihood of the odour of a diesel exhaust being perceived by a passer-by. Finally, a Finnish project studied the long-term effects of hands free legislation on mobile phone use, following the introduction of a law in 2003 banning the use of hand-help mobile phones at the wheel. 48% of drivers in Finland owned a hands free device in the spring of 2004, this share having not increased since the post-legislation situation. The legislation decreased the use of phone in the car. Immediately after the legislation entered into force, the share of those drivers who admitted holding the phone in their hands while driving decreased from 56% to 15%, although by the spring of 2004, the share had risen again to 20%. The legislative shift has not decreased dangerous traffic situations – reported by drivers – which are related to mobile phone use. Neither have there been any changes in the profile of the dangerous situations – the most common one being failure to observe other traffic. The use of hands free devices has affected talking in such a manner that drivers now talk with their friends on the phone while driving more than previously. The attitude towards the use of mobile phones in the car has changed. A majority of dri-vers still feel that drivers should only be allowed the use of a hands-free equipped phone while driving, although the share of drivers subscribing to this view has dropped and the share of drivers who feel that one should be allowed to hold the phone in one’s hand while driving has increased. Based on the studies conducted so far, it was concluded that it is too early to draw any final conclusions regarding the safety effects of hands-free devices.

4.3 Road vehicle technology

This sub-theme includes design, construction, technology and maintenance of all types of motor vehicles, including on-board / in-vehicle systems.


Topics included in European transport research projects related to road vehicle technology include: • Advanced driver assistance systems9; • crash test dummy research for injury assessment; • driving simulators; 9 This is also covered under the Road Infrastructure Use sub-theme (where the focus is more on

the user rather than the technology)




• inter-vehicle communication for safety; • in-car safety systems and pre-crash applications; • intelligent tyres; • transmission and propulsion systems; • vehicle construction and materials; • development of special purpose vehicles; • in-car information systems; and • Radio Data System/Traffic Message Channel for European interoperability. National research includes, in addition to the above, the following: • Protection of vulnerable road users; • new types of vehicle for specific purposes (e.g. taxis); and • universal in-car device (electronic toll payment and driver information).

4.3.2 Main findings

A European project on Advanced Driver Assistance (ADAS) developed an integrated and common ADAS assessment methodology including the description of a comprehensive ADAS assessment approach, drawing on relevant criteria, involving various types of measurements, and setting up an evaluation checklist. The project assessed road safety, driver comfort, network efficiency and environmental impacts and identified a set of multidimensional future priority scenarios for ADAS developments, such as Adaptive Cruise Control (ACC) on motorways, intervening Intelligent Speed Adaptation (ISA) in urban areas, a warning type Driver Monitoring System (DMS) for professional drivers, and an integrated ADAS (IAS). The project identified major legal, institutional, socio-economic, financial, organisational and user acceptance problems relating to ADAS implementation, and formulated implementation strategies to overcome these barriers. The common assessment methodology targeted at ADAS technology development is, due to its comprehensiveness, considered transferable to other fields of innovative technologies. One of its key elements is the review and listing of pilot testing methods and the overview of measurement methods, which proved particularly useful for researchers who need to assess operator behaviour. As far as the effects of ADAS deployment are concerned, more research is needed to understand behavioural patterns that are triggered by the effects of certain ADAS technologies. Another EU project on ADAS, focusing on the route from introduction scenarios to a code of practice for development and testing, found that financial risk, liability risks, and risks related with brand image are preventing a successful market introduction of preventive and active safety systems. Steps were made towards a European Code of Practice for development and validation for an accelerated market introduction of ADAS. This implies the establishment of “principles” for the development and evaluation of ADAS on a voluntary basis as a result of a common agreement between all partners and stakeholders involved. This agreement shall promote positive public opinion concerning ADAS technology and its corresponding safety benefits, and provide the basis for market introduction of ADAS and therewith a significant reduction of accident rates in Europe. A project on pre-crash applications defined a concept for such an application and implemented the system in a demonstrator car, and a functional road map to guide future developments has been identified. Prototypes of advanced sensor solutions for pre-crash applications have been developed and tested, for example a compact multi-beam laser, a short range radar, a 77 GHz radar, a laser scanner with wide field of view and precise




distance measurement, and an active stereo video sensor for the detection and classification of objects.




In a time frame of about five years, considering the expected trends for Driver Assistance applications, exploitation will be based on the following approaches: • Products presented with a strong “safety related” content, changing somehow the from

previous ADAS commercial applications more focused on comfort; • specific features of the different sensor technologies, conceived for accurate and fast

detection at short range, will be exploited; and • the multifunctional applications already investigated will be further explored and

proposed, due to the remaining high costs of the sensor devices. Sensor suppliers have already launched development programmes with automotive partners regarding the technologies of the project. Car manufacturers are continuing their efforts to design and produce safer cars, and will make use of research results concerning especially system definitions, sensor characteristics and testing procedures. A Finnish projects on telematic speed controls found that a ‘Recording ISA’ (Intelligent Speed Adaptation) proved to be a good, and cost-effective, safety measure that can be taken into operation fairly quickly. The Recording ISA could be focused on companies and communities as a quality control system, while the Warning ISA is well suited to private cars. Mobile speed enforcement complements this intermediate phase, focusing on those who are not willing to adopt voluntary systems. An Inter-Vehicle Hazard Warning (IVHW) system was developed and demonstrated in France and Germany. This system provides an in-vehicle warning in the event of an accident or incident ahead. It was estimated which types and categories of accidents could avoided (or the follow-on effects of which could be alleviated) as a result of implementing the IVHW system. These are rear-end accidents, pile-ups after rear-end accidents and other complex accidents involving more than two vehicles where the initial accident was not a rear-end accident. It was estimated that this system could save 100 to 300 lives in France and Germany, depending on the number of vehicles which could be fitted with the IVHW equipment. Clearly, the effectiveness of IVHW relies on the drivers' capacity to correctly activate the system in hazardous situations and the results are highly dependent on the vehicle equipment rate. The IVHW system involves a terminal unit that is only useful if a certain proportion of vehicles on the road are equipped. Thus, there is a transition period in which IVHW units need to be built into the vehicles but the customer will not perceive any benefit and in which he, consequently, will not be willing to pay for an IVHW unit. The way to overcome this start-up problem could be to provide specific incentives to the end user (e.g. tax reduction). To reach European market penetration quickly, major car manufacturers need to fit IVHW systems into their vehicles and preferably also road and motorway operators should install roadside warning beacons interoperable with the IVHW in-car equipment. A European project focused on the development and dissemination of a new form of urban transport based on cyber cars, which are road vehicles with fully automated driving capabilities. Such innovative transport system can provide on-demand and door-to-door capabilities for passengers or goods. The project focused on the improvement and testing of the technologies, on the certification procedures and on dissemination. If the political will is present to offer an alternative to traditional cars, this approach could lead quickly to a large infrastructure dedicated to driverless cars (with mostly existing roads for low speed driving in limited access areas) and new infrastructures for high speed driving.




A French research project developed a concept for an electric taxi. Some key features of this were: • The type of vehicle: it was based on a MPV (multi-purpose vehicle, or “monospace”)

type vehicle of an ultra-light and spacious design, with separated driver and passenger compartments.

• Placing of batteries: in order to spread the load as evenly as possible across the vehicle chassis, it was decided to propose 3 blocks of batteries: one at the rear, one in the floor to the right of the driver (below the luggage space) and one at the front of the vehicle, forward of the motor compartment.

• Structure and chassis: 2 options were tested: a 185kg structure and a 110kg one. Both satisfied the criteria for torsion resistance, however the heavier version offered no resistance in a crash. For the second (110kg) structure, crash test results were ambiguous.

• Braking: the choice was constrained by factors such as the requirement to have regenerative braking in order to recoup energy and thereby optimise vehicle autonomy, the requirement to meet roadworthiness standards and norms, the fact that comfort is the main criteria rather than road-holding (due to the fact that the vehicle is for generally low or moderate speed urban use), etc.

• Air conditioning and heating can be provided by 5 sq. metres of solar panels, these could provide all the energy needed for air conditioning in summer and about half of the energy needed for heating in winter.

• User Comfort: driver facilities should include hi-fi system, television (only when vehicle is stopped), taximeter incorporated into the dashboard, electric windows, adjustable air conditioning independent to that of the passenger compartment, airbag, automatic locking of the passenger doors when speeds exceed 5km/h and before the end of the trip, and GPS/communication equipment. Passenger facilities should include hi-fi system, TV screen showing information, e.g. tourist and cultural facilities, addresses and contact for places of interest, video games, adjustable air conditioning independent to that of the driver's compartment, electric windows, credit card reader for payment, microphone and speakers for driver-passenger communication, socket or infra-red connection for GSM phones.

• The exterior design should feature a specific electric taxi branding. Because of the unsuitability of existing vehicle structures, a wholly electric taxi is a longer-term proposition. In the short-term, two hybrid solutions are favoured: • An electric vehicle with "autonomy extension", using a small 6 to 8 kW motor which can

recharge the batteries. This solution has existed with one French car manufacturer since 2002 and can reach an autonomy of some 200km.

• Fuel cell vehicle: based on the same principle as the vehicle above, i.e. the fuel cell replaces the motor and recharges the batteries. Autonomy in this case is between 200 and 300km. This solution does not yet exist except in the form of a prototype, however this prototype is at present only a research vehicle and industrial production is unlikely before the year 2010.

4.4 Public / collective passenger transport by road

This sub-theme includes planning, funding, operations, regulation and promotion of public transport by road (bus, coach, taxi, etc) as well as other means of private collective transport (shared minibuses, car sharing, self-service clean vehicles, etc).





European research projects related to this sub-theme have covered the following topics: • Public transport visions; • regulatory frameworks for local public transport; • bus priority strategies; • bus and coach occupant safety; • cybernetic cars/transport systems for cities; and • urban sustainable transport. In addition to the above, national research projects have also focused on: • Car pooling; • collective taxis; • vehicle occupancy; • views of bus drivers; • modal shift from car to public transport; • multimodal transport information; • automatic and mobile public transport ticketing; • public transport fraud (non-payment of fares); • access to public transport by disabled people; • perspectives for coach travel; • taxi deregulation; • bus links to airports; • efficiency of urban public transport operators; • public transport operations in emergency/crisis situations; • complementarity between public transport and cycling10; • analysis of “green microbuses”; • public transport in rural areas; • development of public vehicles for individual use in cities; and • co-habitation of public and private traffic on busy roads.

4.4.2 Main findings

A reference framework and harmonisation of concepts for the organisation of local public transport was produced, together with updates of views on the current legal, organisational and financial frameworks. An analytical framework was developed for the assessment of barriers, impacts and tool changes and a synthesis of empirical experiences and an assessment of barriers and impacts to change were made, as well as tools to assist key players in the process of change. Recommendations were also made on the management and assessment of regulatory evolution in local public transport operations in Europe. However, there was a limited number of cases in which a sufficient time lag had passed after the implementation of public transport framework reform that could allow measurement of the full extent of impacts. Research conducted highlights that the main driving forces of change for most European countries and cities were of financial nature (cost coverage and subsidies) and were also concerned with more transparent, effective and better quality urban public transport services. Recommendations from the research refer to a set of improvements that authorities and operators should undertake in order to create the basic data that will enable the assessment of their performance.

10 This is also covered in the Slow Modes sub-theme.




A number of key challenges to the public transport sector in Europe were identified. These challenges touch upon several business areas (administration, communication, planning and operation) and include the need for operators to reconsider their management structure, the need for staff to adopt a genuine customer-oriented approach, the need to search for innovative investment and financing solutions and the need to tackle new customer expectations. Public transport has to be considered as an element within the overall mobility chain. A network study of urban passenger transport in Finland concluded that if transport demand increases according to expected growth the resulting problems cannot be solved by a pure investment programme. Demand management through pricing measures was however found to be an effective tool to balance the supply and demand. A land use policy that supports the optimal distribution of the transport demand can alleviate the capacity problems of the transport networks and reduces the pressure for investments in infrastructure. Also a view of the stronger emphasis in the near future on park-and-ride and feeder connections to railway and metro stations has been given. The results showed that the development of the transport network should be focused on the orbital connections and concentrate on investments that support the development of the land use. Policy implications concerning road networks are that the capacities of orbital routes need to be expanded in addition to the development of the level of service in radial routes. A project reviewing taxi services in Ireland concluded that the taxi and hackney market in Ireland is working well and that there has been a rapid increase in the number of cabs (taxis, hackneys and limousines) since liberalisation of the market in 2000. This has increased the level of service and reduced waiting times for cabs. The increase in supply has not led to a reduction in the quality of service. However, the study identified a number of issues which need to be addressed in order to maintain and improve services. To maintain and further improve services, the report made a number of recommendations, including better education for taxi and hackney users in relation to their rights as consumers and the legal code applying to cab services, a comprehensive information and complaints system, a Customer and Driver Charter, expansion in the proportion of cabs that are wheelchair-accessible and monitoring on the level of service provided to people with a disability. It was also recommended that attendance of taxi drivers at a training course should be obligatory and should be part of the renewal process for driver licensing, with the renewal period itself being reduced to every two years. The first time taxi licence fee (€6300) is considered a barrier to entry to the market and it was recommended to reduce this and re-balance fees away from first time fees and towards renewal fees. A Swiss national project on coach travel found that by far the greatest use of the coach in Switzerland is in occasional service, with scheduled services in this country being almost exclusively cross-border (mostly from Switzerland to Eastern and Southern Europe). The structure of the Swiss coach tour industry is extremely heterogeneous and the industry is fighting internal problems such as overcapacity and high price competition. The infrastructure (bus stops and coach terminals) is also inadequate. There is a need for the coach tour industry to strengthen its marketing and sales efforts. The heterogeneous structure of the industry and the low profitability of individual companies both hamper efficient marketing and sales, and must be overcome through increased co-operation within the industry. It was also recommended that the cities, communes and tourist resorts affected by coach travel take this mode into account as an independent factor in transport planning.




4.5 Freight transport by road

This sub-theme includes planning, funding, operations, regulation, etc.


European FP4 and FP5 projects in this area include the following topics: • Optimum urban freight solutions; • optimising management of intermodal transport; and • the relationship between demand for freight transport and industrial effects; Additional topics covered by national projects relating to road freight transport are: • Co-ordinated transport of goods; • operating models for road haulage companies; • decision support for hazardous materials; • sustainable logistics planning; • freight traffic accidents; • decantation of freight traffic from motorways to parallel state roads (to avoid tolls); • freight transport in cities, including delivery and shuttle services; • freight vehicle characteristics and their effects on the road network, including

implications of increased weight limits; • safety and efficiency of multi-drop and local/short-haul operations; • improving knowledge of actors in logistics at micro and macro levels; • telematic systems for road freight transport optimisation (linking shippers with suppliers

to achieve return loads and reduce empty mileage) and increased co-operation between parties;

• loading units for city distribution; and • pilot using passenger cars for low-volume freight transport.

4.5.2 Main findings

A European Thematic Network on urban freight solutions produced a Best Practice Handbook, which aims at giving information and hints about innovative ongoing strategies, concepts and activities in European countries, providing knowledge and experiences of completed and running projects and actions, and describing the results as experiences (rather than as a thorough scientific analysis). The results of a city inquiry provided a good overview on the current problems and issues dealing with goods movements in urban areas and the urban freight transport planning in city administrations. Most of the European cities asked have problems concerning urban freight transport which affect the attractiveness and quality of life of the city; main problems are related to suitable infrastructure for deliveries, city access, noise and pollution. The use of workshops as a mechanism to explore ideas, proposals and experience and best practice in specific areas was seen as a particularly useful, bringing together key players and interest groups in urban freight issues (commercial interest groups, city administrations and policy enforcement agencies, civic interest groups, individuals, user groups, relevant national and European level directorates for city planning, transport facilities and services as well as relevant systems and technology providers). A national project in Slovenia studied the issues of road freight transport transferring from toll motorways to parallel (free) roads, following the lifting of a restriction on




through lorries using such diversionary routes. For three motorway corridors in Slovenia studied, and the parallel state roads, the increase in road user and road rehabilitation costs and the reduced toll revenue (following the ending of the restrictions) were calculated and the external effects of increased traffic were quantified (emissions, noise and traffic accidents). Depending on the corridor, between 88 and 182 HGVs (Heavy Goods Vehicles) per day used the parallel roads in preference to the tolled motorway. The increase of the external impacts of traffic was determined on a quantitative basis. Emissions of CO2, NOX, VOC and SO2 were evaluated. The most significant increase of emissions since the ending of the restriction on vehicles diverting from the motorway to state roads was over 50%, whereas the increase on two other routes was 15% on average. Furthermore, the increase of emissions on previously less loaded individual sections, is significantly higher. The increase in noise pollution due to additional diversion of heavy vehicles from motorways to parallel state roads is relatively small, with a higher level of noise pollution found on only one road section. According to estimations the diversion of heavy vehicles to state roads in the next 20 years could result in 3 to 5 more traffic accidents per km on bypass roads if compared to the situation with no diversion of heavy vehicles to state roads. This research showed that the driving restrictions on HGVs on regional roads, where parallel motorways exist, were justified. With an abolishment of this restriction, the efficiency of the traffic system has worsened, environmental emissions have increased, and the abolishment of the restriction has not been in accordance with efforts to shift freight traffic towards rail transport. Because of the construction of new motorway sections as well as re-routing and increase in traffic flows, it would be necessary to again analyse the existing road network and determine restrictions for heavy vehicles on those parallel regional road sections, where such diversions are expected to have significant negative impacts.

4.6 Slow modes

This sub-theme covers non-motorised transport which takes place on roads, on pavements (which are part of the road infrastructure), or on traffic-free paths or tracks. This mostly concerns walking and cycling, but also includes modes such as horse-riding, rollerblading, etc. Note that although walking and cycling are counted within the Road Transport mode in the Transport Research Knowledge Centre, motorised support systems for walking and cycling, such as moving walkways and cycle lifts, are separate from the road infrastructure and are therefore covered under the Other Modes theme (see Thematic Research Summary D2.E-2.5).


European projects in this area include the following topics: • Enhancing walking and cycling instead of short car trips; and • a European network for cycling expertise.




National research into slow modes has focused, in addition to the topics above, on the following: • Strategies for the promotion of pedestrian and cycle traffic (in cities, and on scenic rural

and village roads); • promotion of leisure cycling and exercise/health issues; • use of private roads for pedestrian and cycle routes; • inspection methods for cycle paths; • quality level objectives for pedestrian and cycle paths, • child pedestrian safety training; • effects of cycle parking on cycle use; • separation of pedestrians and cyclists; • rollerblading as a mode of transport and recreational activity; • guidance for visually impaired pedestrians; and • complementarity between public transport and cycling, including bicycle park-and-

ride11.

4.6.2 Main findings

A web-based expertise centre12 was established by a European project. This supports cities to incorporate the bicycle in urban planning. Access to expertise on cycling is essential to a local authority that wishes to increase bicycle use, by regarding the bicycle as an ordinary and daily mode of urban transport. This site, “VeloInfo”, has the purpose to become a key centre of expert and knowledge on bicycle planning, supporting European professionals on urban planning, infrastructure and transport. A critical mass of content will be established that, on the one hand, ensures a sufficient coverage of cycling expertise according to experts and, on the other hand, contains the answers for at least 80% of the search requests of the users. The site gives a rough estimation of what can be achieved by implementing cycling policy, in terms of reduction in exhaust emissions and congestion, increased traffic safety, etc. It was found in a Swiss study that cycle and pedestrian traffic in this country could increase by 50% and 20% respectively, and reduce car traffic by 20%. Half of all trips in Switzerland are on foot and by cycle, and yet numerous obstacles still hinder the spread of these modes. Within some 10 years cycle traffic volume could be increased from 10% to about 15%, and even 20% would be feasible through the introduction of a different framework (e.g. higher costs for motorised traffic). Road laws, transport policies, planning and funding, do not treat pedestrian and cycle traffic equally. Many efficient measures for the promotion of pedestrian and cycle traffic are available and awaiting implementation. Further research in the area of pedestrian and cycle traffic is needed to close the many research gaps. Intensive promotion is crucial for a sustainable transport policy that is only possible within the framework of a national government programme. A study on “Quiet Lanes” in the UK monitored the effects of this concept, whereby certain minor roads in rural areas receive this designation and commensurate treatment (e.g. reduced speed limits, traffic calming, etc). The study investigated whether concept of Quiet Lanes is successful or not in assisting rural authorities wishing to reduce the impact of through traffic or fast traffic on lanes more suitable for pedestrians, horse-riders etc. Surveys were undertaken (counts and video surveys), along with focus groups and a number of questionnaire surveys to assess attitudes towards the schemes developed in

11 This is also covered in the Public/Collective Passenger Transport by Road sub-theme. 12 www.velo.info



http://www.velo.info/


the English counties of Norfolk and Kent. Vehicle flows were found to have decreased slightly compared to control roads and vehicle speeds remained largely unchanged. The numbers of non-motorised users (walkers, cyclists and horse riders) had fluctuated but were not seen to have increased significantly. Support for the Quiet Lanes initiative was high in both areas but a high proportion of respondents thought that it was not working. The implementation of a single-track road with passing places reduced flows and speeds in one instance but numbers of non-motorised users were not seen to increase significantly. Overall the quiet lanes pilot schemes achieved the aims of the project, though did not meet all the expectations of stakeholders involved. The study concluded that greater public relations needed to be undertaken with locals recounting the success of the schemes. For Quiet Lane schemes to achieve success, attention needs to be paid to the suitability (particularly busy or higher speed limit roads) of being turned into quiet lanes, unless traffic calming is also included in the schemes. Larger signage, whilst appearing intrusive, is essential to ensure visibility to drivers, especially non-locals. Canvassing the support of the local population and business community is essential, especially to ensure local businesses assist in traffic calming. On a similar theme, a Finnish study treated the promotion of walking and cycling on village roads, and provided a publication which presents methods to mark the arrival at a village and measures for traffic calming and improving the conditions for walking and cycling. Village entrances can be indicated through landscape design, vegetation, the built environment, traffic signs, lighting, etc. Along with speed limits, measures to slow traffic include road layout and horizontal deflections, a village garden and the use of speed humps and rumble strips. Walking and cycling can be promoted by providing a separate pedestrian and cycle path or area and by modifying road verges. Alignment of the road and linking it to the surrounding buildings is especially significant in locations of high landscape value and in cultural environments. In addition to the traditional road design process, some other models for the design and implementation of road projects were presented, as well as routine and periodical maintenance phases. Maintenance often has a significant effect on the implementation costs and schedule of the project. Another Finnish study, into the effects of cycle parking arrangements on bicycle use, found that a poor, or non-existent, supply of cycle parking arrangements has only a minor influence on the use of bicycles by already active cyclists, however it has a more dramatic influence on potential users, who appreciate fast and easy solutions on their trips. For this group even a slight delay or obstacle can lead to the choice of another mode of transport (normally car). Rules and regulations set by cities have a major influence on the outcome of the cycle parking facilities. In many cases cycle parking facilities are taken to the minimum required level, which is not enough in order to promote cycling. It was considered that more detailed regulations were needed for planners and constructors in order to promote cycle use, particularly among occasional and potential users. A UK study on computer-based child pedestrian training found that its results were almost uniformly positive. With regard to the 'safe place finding' skill, training doubled the number of safe judgements made by 8- and 10-year-olds and substantially improved their ability to offer insightful justifications for these judgements. There were signs of the cumulative benefits arising from subsequent training in roadside search. Untrained children showed no gain whatsoever. It was noted that training had only a limited impact on 6-year-olds who showed no improvements in judgements and only small improvements in understanding. There was, however, good evidence that safe places training benefited the roadside search performance of the 6-year-olds. Training in 'roadside search' skill led to further improvements on both aspects of performance in all three groups, while control group children showed little or no progress. The outcomes for training in 'gap timing' skill




presented a similar picture. At pre-test, trained children made more cautious and more skilful judgements than the control group children, indicating a knock-on effect from previous input. Training led to further improvements which were largely absent from the control group. Previous training had no apparent impact on 'perceptions of intentions', the final skill trained, and both trained and control children started at the same level. Again, training produced clear benefits. The computer-based training led to substantial improvements in both roadside behaviour and children's understanding in all four skills dealt with, and in all three age groups, with the sole exception of the 6-year-olds on safe places. Even here the safe places training had a positive impact on roadside search performance. The broad pattern of improvements indicates that none of the skills was too difficult for younger children or too easy for older children. However, the results do not amount to evidence that computer-based training could act as a complete substitute for roadside training. There are signs that for younger children in particular, a combination of the two would be preferable. A related study in the UK covered the effects of road engineering modifications on child pedestrian skills development. A literature review found no direct previous research on the development of child pedestrian skills in traffic-calmed areas. The literature also suggests that modified sites may not necessarily be perceived as safer than untreated sites. Following the review two tests were selected: a ‘visual timing and gap selection’ test and a ‘safe place crossing location’ test. The 'visual timing and gap selection' test was most appropriate since children travelling in calmed areas where speeds are well regulated may be less skilled in coping with fast moving traffic on un-calmed roads. A computer (PC) version of the visual timing and gap selection test was developed for children aged 7-9 years old and validated against road side performance as part of this project. PC based tests of such skills were preferred because of the ability to standardise the tasks for the children and to make testing of children easier. The study showed little difference in the road safety skills of those living in a traffic calmed area compared to those living in an un-treated area. It is likely that individual differences in pupils’ road safety skills due to, for example, the attitudes of parents towards safety, and differences between schools are greater than those resulting from living in a calmed or un-calmed environment. Another UK study investigated the design of safe, attractive and convenient facilities for cyclists, particularly with regard to the problem of points where the road narrows. Road narrowings were found to constitute a source of stress to cyclists, particularly when large vehicles were present, although fast traffic and large roundabouts were also thought difficult. Some cyclists avoided narrowings by riding on the footway or selecting alternative routes and the measures to assist cyclists at road narrowings were found to have limited benefit. This included some unexpected effects, such as appearing to encourage more risky behaviour among motorists, including passing closer to cyclists and attempting to overtake cyclists before the narrowing. Central traffic islands appeared to have a speed reducing effect on motor vehicles. The provision of a simple advisory cycle lane in conjunction with the traffic island appeared to have little significant effect on behaviour. A cycle lane with coloured surfaces was found to be more effective in promoting safer driving behaviour. Drivers recognise that cycling on highways was not always pleasant and that narrowing features contribute to that. In general the research work concludes that road narrowings contribute to the sense that parts of the highway network are inimical to cyclists and may contribute towards a reluctance to contemplate cycling among some members of the public. Some measures such as speed reduction features and coloured cycle lanes may




mitigate the effects of road narrowings, but this research suggests great care is taken in their application. Recommendations on cycling facilities and engineering schemes are in particular: • The provision of a basic cycle lane was not seen as always positive, given that it

encouraged motorised vehicles to take advantage of their ‘allotted’ space with an intimidating effect on cyclist. Coloured surfaces of cycle lanes somewhat appears to counter this effect by the perceived narrowing of the road.

• 2 metre cycle lanes are recommended at road narrowings, unless other traffic calming can be introduced to protect cyclists.

• Care to be taken in the provision of warning signs at road narrowings to ensure attention is paid to ’exact’ location and ‘precise’ wording.

• Prior to a scheme being implemented, attention needs to be paid to the composition of traffic using the road the impact on the comfort of cyclists.

• A cycle bypass should be the first option where a narrowing is introduced on a road subject to a speed limit of 30mph (48 km/h) or more.

• The main overarching recommendation is that guidance should be given significant emphasis by highway authorities in order to avoid risk and intimidation to cycle users.




5. References [1] EXTR@Web project: ‘Transport Research Knowledge Centre (TRKC) website’

(ec.europa.eu/transport/extra), 2004-2006, Brussels

[2] European Commission: 'Keep Europe moving – Sustainable mobility for our conti-nent. Mid-term review of the European Commission’s 2001 Transport White Paper.'; COM(2006)314, CEC, 2006, Brussels

[3] 'EU Energy and Transport in Figures' – Statistical pocketbook 2005. European Commission, DG TREN in co-operation with Eurostat, 2006, Luxembourg

[4] European Commission, ‘European transport policy for 2010: time to decide’, White Paper; COM(2001)370, CEC, 2001, Brussels

[5] European Commission, ‘Promoting road safety in the European Union’; COM(97)131, CEC, 1997, Brussels

[6] European Commission, ‘Road Transport – Europe on the move’, CEC, 2004, Luxembourg

[7] European Commission, 'Common Transport Policy Action Programme 1995-2000'; COM(95)302, CEC, 1995, Brussels

[8] EXTR@Web project (ed: Helmreich, W), ‘European, National and International Project Database’, EXTR@Web (‘Exploitation of Transport Research via the Web’, EC 5th Framework Programme) Deliverable 2.B, Issue 3.8, 2005, Brussels

[9] EXTRA project: nine policy brochures for the 1st Annual European Transport Conference (public); EXTRA (‘Exploitation of Transport Research’, EC 4th Framework Programme) CEC, 2001, Brussels





Annex I: Contributing projects

Preface This Annex lists all the projects (European and national) which belong to the Road Transport theme, in alphabetical order of project acronym (for projects with acronyms), followed by projects without acronyms in alphabetical order of the project's name in English. Where results have been made available to the EXTR@Web project, a summary of key findings and policy implications relevant to this theme are given.

In 'Origin' column, use ISO 3166-1 country designators as follows:

Austria – AT; Belgium – BE; Bulgaria – BG; Cyprus – CY; Czech Republic – CZ; Denmark – DK; Estonia – EE; European – EU; Finland – FI; France – FR; Germany – DE; Greece – GR; Hungary – HU; Iceland – IS; International – INT; Ireland – IE; Italy – IT; Latvia – LV; Lithuania – LT; Luxembourg – LU; Malta – MT; Netherlands – NL; Norway – NO; Poland – PL; Portugal – PT; Romania – RO; Russia – RU; Slovakia – SK; Slovenia – SI; Spain – ES; Sweden – SE; Switzerland – CH; United Kingdom – UK; Other countries – Oth

Theme: Road Transport Last update: 27 July 2006

Acronym Project title (in English) Origin Research sub-theme

Key findings / Policy implications / Project website or contact

A9 Pedestrian and cycle traffic CH Slow modes

Key findings

• Cycle and pedestrian traffic (in Switzerland) could increase by 50% and 20% respectively, and reduce car traffic by 20%;

• half of all trips in Switzerland are on foot and by cycle, and yet numerous obstacles still hinder the spread of these most environmentally friendly means of travelling;

• within some 10 years cycle traffic volume could be increased from 10% to about 15%, and even 20% would be feasible through the introduction of a different framework (e.g. higher costs for motorised traffic); and

• road laws, transport policies, planning and funding, do not treat pedestrian and cycle traffic equally.

Policy implications

Promotion of pedestrian and cycle traffic: • Many efficient measures for the promotion of pedestrian and cycle traffic are available and awaiting

implementation. • Research in the area of pedestrian and cycle traffic to close the many research gaps. • Intensive promotion is crucial for a sustainable transport policy that is only possible within the

framework of a federal government programme. Such a programme would involve – under the guidance of one main office for pedestrian and cycle traffic – several federal offices responsible for interest groups and other government levels, affecting a variety of political sectors and responsibilities. A further element of the programme is the creation of awareness of the issues of pedestrian and cycle traffic, in combination with specific proposals for action.

Project website/contact

www.nfp41.ch / [email protected]

ADAMAS Network application of public transport management

GR Public/collective passenger transport by road

Project contact

[email protected]



http://www.nfp41.ch/

mailto:[email protected]






ADASE II Advanced Driver Assistance Systems in Europe

EU Road vehicle technology

Project website

www.adase2.net

ADVISORS Action for advanced driver assistance and vehicle control systems imple-mentation, standardisation, optimum use of the road network and safety

EU Road infrastructure use, Road vehicle technology

Key findings

The project's main achievements have been: • The development of an integrated and common Advanced Driver Assistance System (ADAS)

assessment methodology including the description of a comprehensive ADAS assessment approach, drawing on relevant criteria, involving various types of measurements, and setting up an evaluation checklist to allow design and evaluation teams to rapidly check their systems;

• assessments of road safety, driver comfort, network efficiency and environmental impacts; • identification of a set of multidimensional future priority scenarios for ADAS developments, such as

Adaptive Cruise Control (ACC) on the motorway, intervening Intelligent Speed Adaptation (ISA) in urban areas, a warning type Driver Monitoring System (DMS) for professional drivers, and an integrated ADAS (IAS);

• the identification of major legal, institutional, socio-economic, financial, organisational and user acceptance ADAS implementation problems; and

• the formulation of implementation strategies to overcome implementation barriers for priority future scenarios for ACC, ISA, DMS and IAS.

Policy implications

The common assessment methodology targeted at ADAS technology development is, due to its comprehensiveness, considered transferable to other fields of innovative technologies. One of its key elements is the review and listing of pilot testing methods and the overview of measurement methods, which proved particularly useful for researchers who need to assess operator behaviour. As far as the effects of ADAS deployment are concerned, more research is needed to understand behavioural patterns that are triggered by the effects of certain ADAS technology.

Project website

www.advisors.iao.fraunhofer.de

APOLLO Intelligent tyre for accident-free traffic EU Road vehicle technology

Project website

www.vtt.fi/tuo/projects/apollo/index.htm

APVRU The Advanced Protection of Vulnerable Road Users

UK Road vehicle technology

Project website

www.rmd.dft.gov.uk/project.asp?intProjectID=10437



http://www.adase2.net/

http://www.advisors.iao.fraunhofer.de/

http://www.vtt.fi/tuo/projects/apollo/index.htm

http://www.rmd.dft.gov.uk/project.asp?intProjectID=10437





ARCOS Research actions for safe driving FR Road infrastructure planning & operation, Road infrastructure use, Road vehicle technology

Project website

www.arcos2004.com

ARTS Advanced Road Telematics in the South West

EU Road infrastructure planning & operation

Project website

www.arts-mip.com

AVL Transport optimisation by information-communication, mobile and spatial technologies

RO Road infrastructure planning & operation, Road infrastructure use

Key findings

The project achieved an integrated system of tracking, tracing and positioning, in real time of a fleet of vehicles using GPS - GSM technologies.

Policy implications

The project increases safety and security and optimises resource usage of road transport as follows: • Transport - a more efficient usage of vehicles; • fuel – consumption reduction through routes optimisation; and • time – timing for using the vehicles and drivers' working time.

Project contact

[email protected]

AWAKE System for effective Assessment of driver vigilance and Warning According to traffic risk Estimation


Project website

www.awake-eu.org

BDO Development and installation of administration software for car rental services, car sharing and car leasing with focus on SME applications

DE Road infrastructure use, Public/collective passenger transport by road

Project contact

[email protected]



http://www.arcos2004.com/

http://www.arts-mip.com/


http://www.awake-eu.org/






BESTUFS Harmonisation of strategies and highlighting best practice to determine optimum Urban Freight Solutions (Thematic Network)

EU Freight transport by road

Key findings

The outcome of BESTUFS thematic network is a Best Practice Handbook which aims at giving information and hints about innovative ongoing strategies, concepts and activities in European countries, providing knowledge and experiences of completed and running projects and actions and describing the results as experiences rather than as a thorough scientific analysis. The results of the city inquiry have provided a good overview on the current problems and issues dealing with the goods movements in urban areas and the urban freight transport planning in city administrations. The main result is that most of the European cities which responded have problems concerning urban freight transport, which affect the attractiveness and quality of life of the city. Main problems are related to suitable infrastructure for deliveries, city access, noise and pollution.

Policy implications

BESTUFS was designed to provide a mechanism for the exchange of ideas, initiatives and experience between key players involved in urban freight issues including commercial interests, policy makers, administrators and city planners. The use of workshops as a mechanism to explore ideas, proposals and experience and best practice in specific areas is seen as a particularly useful means to achieve these objectives. To this purpose, BESTUFS established an open European network between the key players and interest groups in urban freight issues as: the commercial interest groups (shippers, receivers and transport service providers), city administrations and policy enforcement agencies, civic interest groups, individuals, user groups, relevant national and European level directorates for city planning, transport facilities and services as well as relevant systems and technology providers.

Project website

www.bestufs.net

BRIME Bridge Management in Europe EU Road infrastructure planning & operation

Project website

www.trl.co.uk/brime/index.htm

C4 Particle emissions (PM10 & PM2.5) CH Road infrastructure use

Project website

www.nfp41.ch

CARDME-4 EU Road infrastructure use

Project website

www.cardme.org

CARMINAT Carminat System EU Road vehicle technology

Project website

www.eureka.be/inaction/AcShowProject.do?id=55



http://www.bestufs.net/

http://www.trl.co.uk/brime/index.htm


http://www.cardme.org/

http://www.eureka.be/inaction/AcShowProject.do?id=55





CARTALK 2000 Safe and Comfortable Driving based upon inter-vehicle communication


Project website

www.cartalk2000.net

CashCar Change of significance – the private car as core of integrated transport services


Project contact

[email protected]

CAT Controlled Advanced Transmission For Scooters


Project website


CENTRICO Central European Region Transport Telematics Implementation Project


Project website

www.centrico.org

CF Cycling in Finland FI Slow modes

Project contact

[email protected]

CHAMELEON Pre-crash application all around the vehicle


Key findings

The Chameleon project, starting from basic ideas, has: • Defined a concept for the pre-crash application and implemented the system in a demonstrator car; • identified a functional road map to guide future developments; • developed and tested prototypes of advanced sensor solutions for the pre-crash:

• a compact multi-beam laser with high update rate (100 Hz), • a short range radar at 24 GHz, covering a range down to 0.5m, • a 77 GHz radar complementary to the ACC sensor, • a laser scanner with wide field of view and precise distance measurement, and • an active stereo video sensor for the detection and classification of objects.

Policy implications

According to the roadmap, Chameleon will contribute to the realisation of marketable products, in a time frame around five years for the first categories of applications. In this frame, considering the expected trends for Driver Assistance applications, exploitation will be based on the following approaches: • Products will be presented with a strong “safety related” content, changing somehow the from previous

ADAS commercial applications more focused on comfort;



http://www.cartalk2000.net/



http://www.centrico.org/






• specific features of the different sensor technologies, conceived for accurate and fast detection at short range, will be exploited; and

• the multifunctional applications already investigated in the project will be further explored and proposed, due to the remaining high costs of the sensor devices.

Sensor suppliers have already launched development programmes with automotive partners regarding the technologies of the project. Car manufacturers are continuing their efforts to design and produce safer cars, and will make use of project results concerning especially the system definition, the sensor characteristics, the testing procedures.


www.crfproject-eu.org / [email protected]

City Box Small loading unit for urban distribution

NL Freight transport by road

Project contact

[email protected]

CLEANRCAB Innovative and efficient air quality management system for a healthy, comfortable and safe in-vehicle environment


Project contact

[email protected]

CNS-2T Communication, navigation and surveillance for land transport

FR Road infrastructure use, Road vehicle technology

Project contact

[email protected]

COMPATIBILITY Improvement of Crash Compatibility Between Cars


Project contact

E. Färber: Tel: +49 2204 43620; Fax: +49 2204 43676

COMUNICAR Communication Multimedia Unit Inside Car


Project website

www.comunicar-eu.org

CONNECT Co-ordination and stimulation of innovative ITS activities in Central and Eastern European Countries

EU Road infrastructure planning & operation, Road infrastructure use

Project contact

[email protected] or [email protected]



http://www.crfproject-eu.org/





http://www.comunicar-eu.org/







COPEC Contribution of psychology and cognitive ergonomics to human-machine co-operation in driving a car

FR Road infrastructure use, Road vehicle technology

Project contact

[email protected]

CORVETTE Co-ordination and Validation of the deployment of advanced Transport Telematics in the Alpine area


Project website

www.eu-corvette.com

COURAGE Construction with Unbound Road Aggregates in Europe


Project website

www.civeng.nottingham.ac.uk/courage

CP/34 Innovative spatial techniques for the analysis of traffic safety

BE Road infrastructure use

Project website

www.belspo.be/belspo/fedra/proj.asp?l=en&COD=CP/34

CP/38 An economic analysis of transport safety: theory and applications


Project website


CP/39-OPTIMA Optimisation of road accidents statistics and use in urban safety management


Project website


CP/40 Sustainability effects of traffic management systems

BE Road infrastructure planning & operation

Project website





http://www.eu-corvette.com/

http://www.civeng.nottingham.ac.uk/courage

http://www.belspo.be/belspo/fedra/proj.asp?l=en&COD=CP/34








CyberCars Cybernetic Technologies for the Car in the City

EU Road vehicle technology, Public/collective passenger transport by road

Key findings

The CyberCars Project was focused on the development and dissemination of a new form of urban transport based on cyber cars, which are road vehicles with fully automated driving capabilities. Such innovative transport system can provide on-demand and door-to-door capabilities for passengers or goods. The project has focused on the improvement and testing of the technologies, on the certification procedures and on dissemination.

Policy implications

If the political will is present to offer an alternative to traditional cars, this approach could lead quickly to a large infrastructure dedicated to driverless cars (with mostly existing roads for low speed driving in limited access areas) and new infrastructures for high speed driving.

Project website

www.cybercars.org

CYBERMOVE Cybernetic Transport Systems for the City of Tomorrow

EU Road infrastructure use, Public/collective passenger transport by road

Project website

www.cybermove.org

DENSETRAFFIC A Forward Looking Radar Sensor for Adaptive Cruise Control with Stop & Go and Cut In Situations Capabilities implemented using MMIC technologies

EU Road vehicle technology,

Project website

www.densetraffic.org

DESIRE Designs for Inter-urban Road pricing schemes in Europe

EU Road infrastructure use

Key findings

• Interurban Road Pricing Scheme (IRPS) state of the art: Given the diversity of perspectives on IPRS in EU countries, a major result that has been achieved within DESIRE project was the establishment of a reference framework which supported the research process. In fact, a systematic review of previous research has been carried out in order to agree on a comprehensive harmonisation of concepts and terms enabling further comparability of results. Furthermore, the added value of this result is also linked with its potential role in future projects and discussions concerning IRPS issues at national and/or international level.

• Model Designs of Possible IRPS. This result provides a detailed definition of different basic forms of IRPS and a discussion of the technical systems and institutional dimensions that support the implementation of these IRPS. It includes: • A common basis of the analysis - this concerns the objectives and basic forms of IRPS, the pricing

principles and, most important, the functionality of an IRPS;



http://www.cybercars.org/

http://www.cybermove.org/

http://www.densetraffic.org/





• The discussion of possible technical and procedural solutions - this discussion is focused on solutions for the two mileage-dependent schemes DAREA and NET; different possible technical solutions have been identified;

• The definition and assessment of possible institutional solutions - shows that there is not the one institutional model, but depending on the weight given to different objectives, an All Public, a Mixed or an All Private Model are conceivable.

• This output also includes an Excel toolkit for self-assessment of country situation and feasibility assessment regarding introduction/ implementation of IRPS.

• Framework for Assessment of Country Situation as Regards IRPS. This result is mainly concerned with the development of an analytical framework to assess the current situation and the feasibility of different types of IRPS under different transport environment characteristics (national contexts). This analytical framework was also designed in order to provide better knowledge on the conditions under which a common or an interoperable European concept(s) can be introduced. Under this purpose a relevant number of national case studies was carried out, providing detailed information on the diversity of situations and evolution paths. The main tools that have been applied include a Multi Criteria Analysis for assessment of feasibility of IRPS and an acceptance survey. In addition a reference scenario with the most likely evolution of a variety of national solutions to develop IPRS was presented. This detailed specification and methodologies for the analysis of country situation is of strong relevance to road authorities since it can provide information on strategies and conditions for successful implementation of IRPS. At EU level this methodological framework is also of relevance for further and deeper research in an enlarged scope of action of cross-country analyses.

• Impact Analysis of IRPS Methodology. This result consists in the design and test of a methodology for impact analysis supported by a (calibrated) network model that allows a sound understanding of the actual circumstances affecting the feasibility of possible IRPS designs as well as possible patterns in their evolution. The basic assumption is that the effect of IRPS should be in compliance with the set of policy goals and political agreements made in the past. In fact, the importance that decision-makers and (public and/or private) road authorities address to IRPS depends on whether the expected impacts satisfy the policy goals, in particular attention should be paid to whether the effects and impacts are in line with the policy goals. Thus, detailed information regarding the different impacts produced by implementation of IRPS is a necessary policy tool in that kind of processes. Through the running of the referred network-based transport model the bulk of impacts has been identified, which has allowed to analyse in a systematic way how such indirect impacts are dynamically passed through regional economies and may eventually impact on both macroeconomics performance and long-term environmental sustainability.

• Best Functional IRPS. This result consists in the identification of the most appropriate IRPS for the European situation, which has major importance in the context of the goals of the Common Transport Policy, particularly in what concerns to the necessity to guarantee interoperability of electronic road pricing schemes. Of particular relevance is the exploration of implementation (transition) paths that can serve the purpose of identifying IRPS options that support the aim of future European interoperability and implementation of increasingly 'sophisticate' pricing policies. Taking into account the critical analysis of IRPS that has been carried out, the DESIRE project has also contributed to a major refinement on both the theoretical and practical knowledge on IRPS. Given the diversity of situations in the European countries, this knowledge can be now useful regarding implementation strategies of IRPS.

Policy implications

• There is a considerable diversity of objectives and framework conditions surrounding the introduction of road tolls. Part of those objectives and conditions are dynamic, but others are rather stable, so there is







and there will be for a long time legitimate reason for diversity of tolling strategies by national governments;

• Prices are just one of the types of instruments in support of transport policy (the main others being supply [infrastructure and technology] and regulation [technical and economical]). In search for an optimal intervention on the transport system, governments should remember the availability of these three types of instruments. In parallel with some convergence on the regulatory front, the large differences existing with regard to supply make differences on the pricing front natural;

• Just like companies in a market try to recur to different combinations of production factors to find their spaces of competitiveness, so do national governments recur to different combinations of those instruments to find situations where their transport systems may promote the competitiveness of their economies. This search has to be done in respect of some basic rules of the European Union, like the principle of territoriality and the promotion of the Internal Single Market and reduction of barriers to trade, of which free access to markets and a strong harmonisation of technical regulations are necessary supporting elements;

• Identity of transport prices would make sense if countries were facing identical situations of density and sophistication of supply of transport infrastructure and services, and of density of demand, i.e. ultimately of identical situations of population density and purchasing power, which clearly is not the case in Europe;

• Different tolling schemes, as well as the possible need to involve private financing of infrastructure, will lead to different recommendations regarding the institutional design, from all-public to all-private. However:

• In all cases, it is recommended that ownership of transport infrastructure stays in public hands, as well as the decision to build it and to what standards;

• In all cases, the State should ensure independent audit of the processes of revenue collection and application, as well as of the processes of handling customer complaints;

• There are technological solutions available to allow comfortable and transparent application of EFC in the various tolling schemes studied. The choice of the most adequate technology depends not only on the basic form of tolling (NET vs. DAREA) but also: • For a NET scheme on whether tolling has been considered in the design of the motorways or not

(retrofitting); • For a DAREA scheme, on the main objectives underlying the introduction of the tolls, and with them

the need for variability of tariffs (i.e. time modulation of the tariff or higher tariff levels in more sensitive areas);

• For any scheme, on the desired other functions to be developed on top of the tolling technology; • For any scheme, on the transaction costs and enforcement difficulties associated with the various

technologies; • Diversity of national situations and strategies regarding application of the various instruments in

support of their transport policies justify the diversity of tolling choices, but as some of the characteristics of national situations and the availability of resources change over time, it is normal that some countries would feel as adequate to evolve on their tolling choices. This has led to the decision to include in the project an analysis, not only about the circumstances in which tolls should be introduced, but also in which an existing tolling regime should be changed. In both cases, the analysis includes recommendations on how to manage those changes.

• In all cases, introduction or change of tolling systems collides with long-term choices made by people and companies, located in the regions affected or having to cross them regularly. This implies: • That clear political objectives related to the introduction or change of the tolls have to be defined,

and the comparison of tolls with other possible instruments to reach those objectives has to be carried out with great care;







• That careful estimation of the impacts of the tolling scheme has to be carried out, and that engagement of stakeholders should be pursued in a systematic manner, so that acceptance issues may be managed in a sensible way;

• That it is recognised that these processes always take several years to mature in public opinion and that the tough choices must be made in 'political windows of opportunity' of relatively short duration;

• In the light of these reflections, recommendations have also been produced on the justifiable scope of a possible revision of Directive 99/62, on application of road charges on roads of higher quality.

• Expand the freedom of Member States to levy charges for heavy goods vehicles on the secondary road network, at least widening the exception rules. The setting of regulatory charges on the secondary network should also be allowed in cases where HGV traffic causes considerable problems for environment and for the inhabitants' quality of life.

• Do not force Member States to price the usage of all inter-urban roads by goods vehicles; • Do not force Member States to set road user charges to the full rate of average costs for motorway

construction, maintenance and operation, and allow for setting lower charge levels. Average costs strongly increase when traffic volumes are low, creating severe problems in some peripheries of the EU, strongly affecting the competitiveness of these regions;

• In NET charging schemes, allowing charges to exceed average infrastructure costs, e.g. by including environmental costs, would increase the problem of detour traffic and could bring an element of arbitrariness into play as the determination of the external costs of transport is much dependent on the methodology applied. For the sake of transparently defined charge levels and to maintain some instrument of control of road tolls in the EU, we recommend to keep the upper limit of HGV tolls on motorways to the average costs of constructing, maintaining and operating the road system as defined in the Directive, plus (in cases where all vehicles are tolled) a regulatory charge to manage traffic flow levels.

• Application of high regulatory charges to fight congestion in densely populated areas may be considered as a barrier to trade, and requires some kind of positive discrimination in favour of long distance traffic crossing them.

• Interoperability is an important element of convenience and efficiency for international hauliers, but the variety of starting conditions raises the costs of providing it across the board. Given that most hauliers are dedicated to domestic markets, and others are dedicated to specific foreign markets, interoperability should be provided 'à la carte' as the market forces find it interesting. The same majority containment to domestic road networks applies to private cars.

• However, there are possible important contributions from the EU in the short and medium term: • To impose open specifications for on-board units (OBU) in all countries; • To encourage convergence of standards in the GPS/GSM platform (as it has done for the DSRC

platform); • To encourage convergence of vehicle classification.

Project website

www.tis.pt/proj/desire.htm

DIAMOND Delivery of ITS Applications through Multimedia Over Networks using DAB


Project website

www.ertico.com/en/activities/projects_and_fora/diamond_website.htm



http://www.tis.pt/proj/desire.htm

http://www.ertico.com/en/activities/projects_and_fora/diamond_website.htm





DIGITRAFFIC Transport Modelling and Service Systems

FI Road infrastructure planning & operation

Project contact

[email protected]

DRL Daytime running lights NO Road infrastructure use

Key findings

This study presented a systematic review of current knowledge regarding the safety effects of daytime running lights (DRL). A meta-analysis was made of 25 studies that have evaluated DRL for cars and 16 studies that have evaluated DRL for motorcycles. A cost-benefit analysis of five policy options for the use of DRL in the European Union was made. The use of DRL was found to reduce the number of multi-party daytime accidents for cars by 5 to 15%. For motorcycles the reduction might be greater. The benefits of using DRL were found to be greater than the costs.

Policy implications

Five options for the introduction of mandatory use of daytime running lights in the European Union were developed and analysed.

Project contact

[email protected]

DUMAS Developing Urban Management and Safety


Project website

www.trl.co.uk/dumas/index.htm

DUPLO Universal device for toll, localisation and operation activities

ES Road vehicle technology, Public/collective passenger transport by road

Project contact

[email protected]

DyGeS Dynamic weight measuring system AT Road infrastructure use

Project contact

[email protected]

E-MERGE Pan-European harmonisation of vehicle emergency call service chain


Project website

www.e-merge.org





http://www.trl.co.uk/dumas/index.htm



http://www.e-merge.org/





ECBOS Enhanced Coach and Bus Occupant Safety

EU Public/collective passenger transport by road, Road vehicle technology

Project website

www.passivesafety.com/08_documents/docs_projects/tf_projects_ongoing/tf_ecbos.doc

ECTOS A model for evaluation of an ecological fuel cell based public transport system in Iceland

SE / IS

Road vehicle technology

Project contact

[email protected]

EDEL Enhanced Driver's perception in poor visibility


Project contact

www.edel-eu.org

EFAS Driver assistance systems for road freight transport - scenarios and assessment

DE Freight transport by road

Project contact

[email protected]

ENGIN2T2002 New 2-Stroke Engine Concept For Urban Vehicles


Project website


ENSILUMI First snow - What do the drivers learn while adapting themselves to difficult conditions?

FI Road infrastructure use

Project contact

[email protected]

ERTAC Research Into New Products And Processes To Lighten An Automotive Sound Deadener System


Project website


ERTIS European Road Transport Information Services

EU Road infrastructure use, Freight transport by road

Project website




http://www.passivesafety.com/08_documents/docs_projects/tf_projects_ongoing/tf_ecbos.doc


http://www.edel-eu.org/










ESCAPE Enhanced Safety Coming from Appropriate Police Enforcement


Project contact

[email protected]

ESTRADA Estimation of real costs and benefits for the economic appraisal of road investment projects in Portugal

PL Road infrastructure planning & operation

Project contact

[email protected]

ETIS-LINK Thematic Network for European Transport policy Information System Development


Project website

www.etis-link.info

EUROPOLIS Inter-Urban Control System Of Access Roads


Project website


FACTORY 4ESP ESP (Electronic Stability Programme) for Cross-Country Vehicles With Permanent 4-Wheel Drive and Engageable Longitudinal and Transverse Locks


Project website


FACTORY ITS Improving Thin Sheet Use EU Road vehicle technology

Project website


FOOLSSPEED Evaluation of a theory-based adverti-sing campaign to reduce speeding

UK Road infrastructure use

Project website

www.scotland.gov.uk/cru/resfinds/drf153.pdf

FORCE3 Enhanced Field Projects for Large Scale Introduction and Validation of RDS/TMC Services in Europe


Project website

www.tmcforum.com





http://www.etis-link.info/




http://www.scotland.gov.uk/cru/resfinds/drf153.pdf

http://www.tmcforum.com/





FURORE Future Road Vehicle Research - A roadmap for the future


Project contact

[email protected]

GADGET Guarding Automobile Drivers through Guidance, Education and Technology


Project website

www.kfv.or.at/gadget

GIANT GPS Information for Analysis of Traffic Flow

PT Road infrastructure use

Project contact

[email protected]

GUIDEBUS Guided bus system – Feasibility study EU Road vehicle technology

Project contact

Hollandse Wegenbouw Zanen B.V., Tel. +31 20 49 49 596, Fax. +31 20 49 49 599

HALTI Comparison between different legislative systems of automatic speed enforcement


Project contact

[email protected]

HMI-ISA Attempts with different driver adaptations for ISA (Intelligent Speed Adaptation) with warning signals

SE Road infrastructure use

Project contact

[email protected]

HYBRID Electric and hybrid chain-driven vehicles: energy and sustainability

FR Road vehicle technology

Project contact

[email protected]

IÄKÄSTAITO Maintaining driving ability at older age: effects of an educational intervention on later driving and life


Project contact

[email protected]




http://www.kfv.or.at/gadget










ICARO (A6) Car Pooling CH Public/collective passenger transport by road

Project website

www.nfp41.ch

IMAGO Innovative concepts for marketing and transport services tailored to communities with local bus systems

DE Public/collective passenger transport by road

Project website

www.imago-mobil.de

INFOCAR Development of a New Fleet Management and Communications System for European Passenger Transport Fleets, Mainly Taxis, to Improve Efficiency and Safety

EU Road vehicle technology, Public/collective passenger transport by road

Project contact

[email protected]

INSTANT Information and Management System for Multimodal Transport in the Republic of Ireland and Northern Ireland

IE / UK

Road infrastructure planning & operation

Key findings

This study focused on a multimodal ITS (Intelligent Transport Systems) strategy for the Belfast-Dublin corridor, the most important transport artery in the island of Ireland. Its strategic importance requires that users of this route be provided with ITS services similar to those expected on other parts of the Trans-European Network for Transport (TEN-T). This implementation strategy has: • Consideration and expansion of the concepts for Institutional and Organisational agreements and

operations to support the roll-out of the INSTANT strategy. • Determination of a programme of on-road and control centre infrastructure provision and the triggers

for justification of implementation of deployment packages at three levels of increasing equipment density over short, medium and long timeframes to 2014.

• Researching Data Exchange and System Architecture requirements and subsequently implementing a pilot demonstration and creating a location referencing methodology.

• Examining the scope for the provision of Travel information Radio – research in the Feasibility Study stage showed that users feel that this is the most trustworthy and reliable way of receiving on-trip travel information.

• Research into and provision of a web portal to provide travel information about the corridor and onward connections, and as a potential conduit for the provision of XML data to and from other information applications (e.g. radio, third party operations).

With a baseline deployment of data acquisition schemes in place, the deployment of information services is possible. Work during the Design Study set up a portal web site www.instanttravel.info bringing together existing sources of information across modes and across the Northern Ireland/Republic of Ireland border. Further development, giving the portal XML functionality is proposed. Data conforming to the XML schema




http://www.imago-mobil.de/


http://www.instanttravel.info/





(format) defined can be used by and sourced from third parties. The development and use of password protected extranet services for subscribing ‘members’ e.g. broadcasters to access CCTV pictures, VMS (Variable Message Sign) settings, etc, is also encouraged. Use of the XML enabled portal is highlighted as the possible basis for automated dissemination of information on travel information radio. The INSTANT Implementation Strategy Final Report proposed that low cost, low power localised Highway Advisory Radio is a feasible option; and that in the medium to long term development of TPEG-DAB (digital radio) should be chosen rather than RDS-TMC services for national travel information via broadcast radio.

Policy implications

The Feasibility Study made recommendations for NRA (National Roads Authority – Ireland) and Roads Service (Northern Ireland) to become “ITS Champions” and lead the institutional framework to deliver INSTANT. The Design Study Report expands upon this and makes recommendations for the organisation of stakeholders meetings and the required technical monitoring. It provides guidance to NRA and Roads Service on how best to deliver their roles and responsibilities.

Project contact

[email protected]

iQ mobility Mobility in Berlin-Brandenburg - quality management cross all means of road transport

DE Road infrastructure planning & operation

Project contact

www.iqmobility.de

ITR Intelligent traffic regulations SE Road infrastructure planning & operation, Road infrastructure use

Project contact

[email protected]

ITSWAP Intelligent Transport Services over Wireless Application Protocol


Key findings

The ITSWAP project has contributed to the development of innovative services delivering Internet-like information to mobile users. More specifically, it has established the technical and commercial feasibility of Intelligent Transport Systems (ITS) services provided over the Wireless Application Protocol (WAP). The project has defined and tested the WAP delivery mechanisms for a number of on-board and off-board ITS applications provided in different field trial sites across Europe and has promoted the adoption of WAP as an ITS platform for service providers and car industry.

Policy implications

None.

Project website

www.ertico.com/en/activities/projects_and_fora/itswap_website.htm




http://www.iqmobility.de/


http://www.ertico.com/en/activities/projects_and_fora/itswap_website.htm





IVHW Inter-Vehicle Hazard Warning FR / DE

Road vehicle technology

Key findings

An Inter-Vehicle Hazard Warning (IVHW) system was developed and demonstrated in this project. This provides an in-vehicle warning in the event of an accident or incident ahead. It was estimated which types and categories of accidents could avoided (or the follow-on effects of which could be alleviated) as a result of implementing the IVHW system. These are: • Rear-end accidents; • pile-ups after rear-end accidents; and • other complex accidents involving more than two vehicles where the initial accident was not a rear-end

accident. Only injury-producing accidents occurring on motorways and rural roads have been taken into considera-tion. It was estimated that this system could save 100 to 300 lives in France and Germany, depending on the number of vehicles which could be fitted with the IVHW equipment. Clearly, the effectiveness of IVHW relies on the drivers' capacity to correctly activate the system in hazardous situations. The results are highly dependent on the vehicle equipment rate.

Policy implications

The introduction of IVHW cannot be compared with currently existing telematic services, for example emergency call via mobile phone or traffic information systems. Fees and other usage costs can reduce the user acceptance of those services. On the other hand, the IVHW system involves a terminal unit that is only useful if a certain proportion of vehicles on the road are equipped. Thus, there is a transition period in which IVHW units need to be built into the vehicles but the customer will not perceive any benefit and in which he, consequently, will not be willing to pay for an IVHW unit. The way to overcome this start-up problem could be to provide specific incentives to the end user (e.g. tax reduction). To reach European market penetration quickly, major car manufacturers need to fit IVHW systems into their vehicles and preferably also road and motorway operators should install roadside warning beacons interoperable with the IVHW in-car equipment.

Project contact

[email protected]

KEN Usability and Ethical Evaluation (for NAVI personal navigation)

FI Road infrastructure use, Slow modes

Project contact

[email protected]

KISS Klippan Isofix Safety System EU Road vehicle technology

Project website


Kval-ISA Intelligent speed restrictions with guarantee of quality


Project contact

[email protected]











LIIKUTUS Cost-effectiveness of road investment projects from the road safety perspective


Project contact

[email protected]

M-ticketing Mobile Ticketing Noordnet NL Public/collective passenger transport by road


www.connekt.nl / [email protected]

MARETOPE Managing and Assessing Regulatory Evolution in local public Transport Operations in Europe

EU Public/collective passenger transport by road

Key findings

MARETOPE aimed to investigate in an integrated way, the impacts of change on the roles and activities of the different stakeholders: public transport operators, public authorities, users and producers of transport means and systems. The project has produced: • Reference framework and harmonisation of concepts; • updates of views on the current legal, organisational and financial frameworks of local public transport

systems; • analytical framework for the assessment of barriers, impacts and tool changes; • synthesis of empirical experiences; • assessment of barriers and impacts to change; • tools to assist key players in the process of change; • recommendations for the management and assessment of regulatory evolution in local public transport

operations in Europe; and • “real world” feedback.

Policy implications

A major downfall of the research was that there were a limited number of cases in which a sufficient time lag had passed after the implementation of reform that could allow measurement of the full extent of impacts. The research highlights that the main driving forces of change for most European countries and cities were of financial nature (cost coverage and subsidies) and were also concerned with more transparent, effective and better quality urban public transport services. Recommendations from the research refer to a set of improvements that authorities and operators should undertake in order to create the basic data that will enable the assessment of their performance.

Project contact

[email protected]

MD/DD/03 Assessment of the risks of toxicity from the road traffic pollution: a molecular epidemiology approach


Project website

www.belspo.be/belspo/fedra/proj.asp?l=en&COD=MD/DD/03




http://www.connekt.nl/



http://www.belspo.be/belspo/fedra/proj.asp?l=en&COD=MD/DD/03





MD/DD/05 Sustainable Mobility in the Brussels Region

BE Road infrastructure planning & operation, Road infrastructure use

Project website


MD/DD/06 Coupling of a traffic simulation model and an emissions simulation model


Project website


MD/DD/11 Traffic congestion problems in Belgium: mathematical models, analysis, control and action


Project website


MD/DD/13 Towards a carrying capacity for vehicles supported speed management


Project website


MD/DD/20 Impact of spatial planning on sustainable traffic safety; Belgian situation analysis


Project website


MHP-MOBILE Integration of multimedia-MHP applications in a vehicle within DVB-T

ES Road vehicle technology

Project contact

Jorge Rafking, Rücker Ibérica S.L., Tel: +34 629 455 641

MICROBUS Development of a small, accessible multi-purpose vehicle for public transport

FR Public/collective passenger transport by road, Road vehicle technology

Project contact

[email protected]

Mikro Makro Improving knowledge of actors between logistics in the macro and micro perspectives

SE Freight transport by road

Project contact

[email protected]














MINIMOBIL Small, Enclosed Four-Wheel Drive Car Equipped With A Hybrid Drive And Interchangeable Rear Section


Project website


MOBISCOPIE Audit and synthesis of public opinion surveys on urban transport

FR Public/collective passenger transport by road

Project contact

[email protected]

MOBIVIP Public vehicles for individual use for mobility in town/city centres

FR Road vehicle technology, Public/collective passenger transport by road

Project website

www-sop.inria.fr/mobivip

MOCA Modification of knowledge, attitudes and behaviour of users towards road safety: models and tools for action

FR Road infrastructure use

Project contact

[email protected]

MONHUM Biomechanical and numeric models of humans for vehicle safety and ergonomics

FR Road vehicle technology

Project contact

[email protected]

MoRCo Mobile road condition pilot – User study


Project contact

[email protected]

MoTiV Mobility in conurbations – Focus on mobility and transport networks, personal trip assistant


Project website

members.fortunecity.com/pt_muv/motiv/haupts.htm





http://www-sop.inria.fr/mobivip/




http://members.fortunecity.com/pt_muv/motiv/haupts.htm





NALEPKY Vignette control system on deter-mined motorway sections and the suitability of method ANPR for motor vehicles

SK Road infrastructure planning & operation

Project contact

[email protected]

NASPA New approaches to passive safety for passenger transport vehicles

FR Road vehicle technology, Public/collective passenger transport by road

Project contact

[email protected]

NAVItarve User Needs Feasibility Study (for NAVI personal navigation)


Project contact

[email protected]

NOPPA Guidance system for visually disabled people

FI Slow modes

Project contact

[email protected]

NopSeura Telematic speed control systems in motor vehicles

FI Road vehicle technology

Key findings

Recording Intelligent Speed Adaptation (ISA) proved to be a good, and cost-effective, safety measure that can be taken into operation fairly quickly. The Recording ISA could be focused on companies and communities as a quality control system, while the Warning ISA is well suited to private cars. Mobile speed enforcement complements this intermediate phase, focusing on those who are not willing to adopt voluntary systems.

Policy implications

None.

Project contact

[email protected]

NOVIOBUS Development Of An Ultra-Lightweight City Bus


Project website














OMNI Open Model for Network-wide Heterogeneous Intersection-based Transport Management


Project contact

[email protected]

OPTIFLECS A Strategy For Optimal Network Traffic Control


Project website

www.nedhlm.nl

OULA Real time passenger information and traffic light priority system for local transport

FI Public/collective passenger transport by road

Project contact

[email protected]

PAV-ECO Economic Evaluation of Pavement Maintenance


Project contact

[email protected]

PIE Prospective and indicators on the negative impacts of transport on the environment: Evaluation and decision-support tool

FR Road infrastructure planning & operation, Road infrastructure use

Project contact

[email protected]

PISTA Pilot on Interoperable Systems for Tolling Applications


Project website

www.pistaproject.com

POLMIT Pollution of groundwater and soil by road and traffic sources: dispersal mechanisms, pathways and mitigation measures


Key findings

• Metal emission rates from roads and vehicles have been primarily dependent on traffic volume, PAH (Policyclic Aromatic Hydrocarbons) emission rates primarily on traffic volume and road type, chloride emission rates mainly on the severity of the winter during the monitoring period and hence on the application of de-icing salts. Comparison with reported atmospheric emission in the UK has indicated that road transport contributes little Cadmium (Cd) or Chromium (Cr), very small amounts of Copper




http://www.nedhlm.nl/




http://www.pistaproject.com/





(Cu; 2%) but significant amount of Lead (Pb; 59%) and Zinc (Zn; 23%). • A mass balance approach has been used to determine what proportion of the calculated pollutant

emissions entered the local terrestrial roadside, through highway runoff or aerial dispersion. The transfer rates of PAHs have been generally 10% of the emissions; within the metals, Zn was transported in the greatest quantity, followed by Cu and Pb and finally by Cr and Cd. Recovery rates for Cu and Pb have been relatively low (less than 10% and 5% respectively) while the rate has been just below 50% for Zn.

• To determine the significance of roads and vehicles to soil and groundwater pollution, concentrations of road/vehicle-derived substances have been compared with recognised threshold levels, namely the intervention and target levels as set in the Dutch legislation. Soil intervention levels have been exceeded only for Pb, because of the large use of leaded fuel in the past. Most of the metal concentration have resulted well below the Dutch intervention levels for groundwater.

Policy implications

• When an assessment indicates the need for treatment of road and vehicle pollution, the selection of the most appropriate type of treatment will have to take account of the type of pollutant, the transport mechanism by which this pollutant enters the roadside environment, the availability of land, the physical characteristics and the qualities of the receiving environment. Mitigation actions can be grouped into source-based and effect-based measures. Only source-based measures can tackle pollution that is transported by aerial dispersion.

• The POLMIT project has developed the first draft of a Best Practice Handbook for the assessment of potential pollution problems and identification of the most appropriate treatment strategies. Further work would be needed to develop this handbook into a practical guide for engineers and consultants, to address some of the inconsistencies found in the experimental data and to identify clear thresholds within the decision making process.

Project website

www.trl.co.uk/polmit/index.htm

PRIME Prediction of congestion and incidents in Real time, for intelligent Incident Management and Emergency traffic management


Project website

www.trg.soton.ac.uk/prime/index.htm

PRISCILLA Bus Priority Strategies and Impact Scenarios Developed on a Large Urban Area


Project website

www.trg.soton.ac.uk/priscilla/

PROBE-IT Probe vehicle information for traffic management and road network operations

UK Road infrastructure planning & operation, Road vehicle technology

Project website

www.foresightvehicle.org.uk/dispproj1.asp?wg_id=1078&Submit=Go



http://www.trl.co.uk/polmit/index.htm

http://www.trg.soton.ac.uk/prime/index.htm

http://www.trg.soton.ac.uk/priscilla/

http://www.foresightvehicle.org.uk/dispproj1.asp?wg_id=1078&Submit=Go





PROMETHEUS Programme for a European Traffic System with Highest Efficiency and Unprecedented Safety


Project website


PROMPT New Means to Promote Pedestrian Traffic in Cities

EU Slow modes

Project website

www.vtt.fi/virtual/prompt

RALF Radar-controlled automatic lane following


Project contact


REDUCE Active reduction of fuel consumption and exhaust emission on trucks

SE Freight transport by road, Road vehicle technology

Project contact

[email protected]

REFRIGE A new design concept for a highway refrigerated truck and trailer


Project website


REGENT Evolved regulator of new technology ES Road infrastructure planning & operation

Project contact

[email protected]

RESIN No evaporation injected fuel tank system


Project website


RESPONSE 2 Advanced Driver Assistance Systems: From Introduction Scenarios towards a Code of Practice for Development and Testing


Key findings

Financial risk, liability risks and risks related with brand image are preventing a successful market introduction of preventive and active safety systems. RESPONSE 2 elaborated steps towards a European Code of Practice (CoP) for development and validation for an accelerated market introduction of ADAS. This implies to establish 'principles' for the




http://www.vtt.fi/virtual/prompt










development and evaluation of ADAS on a voluntary basis as a result of a common agreement between all partners and stakeholders involved. With the implementation of RESPONSE, RESPONSE 2 and the follow-on project RESPONSE 3, the European Union, its Member States together with the automotive industry and the equipment providers demonstrate their responsibility by addressing and finding solutions to the current problems of ADAS market introduction. All in all, the voluntary agreement towards a human factors based Code of Practice (CoP) shall: • Promote positive public opinion concerning ADAS technology and its corresponding safety benefits;

and • provide the basis for market introduction of ADAS and therewith a significant reduction of accident

rates in Europe.

Policy implications

RESPONSE 2 results represent the necessary basis for the future realisation of a European Code of Practice (CoP). In a consensus formation process between project partners, the following was defined: • What is content and scope of the future CoP? • What are the formal requirements of the future CoP? • Which are the steps towards a Code of Practice?

Project website

response.adase2.net

RHYTHM Real-time data Helps Yielding Traffic Handling Models


Project website

www.ist-rhythm.com

RMS Bicyclist training using multi-media software

DE Slow modes

Project website

www.rms-fahrradwelt.de

ROADAR Road origin and direction attained by radar


Project website


ROLLOVER Improvement of rollover safety for passenger vehicles


Project websitewww.vsi.tugraz.at/rollover

ROSITA Roadside testing assessment EU Road infrastructure planning & operation, Road infrastructure use

Project website

www.rosita.org



http://response.adase2.net/

http://www.ist-rhythm.com/

http://www.rms-fahrradwelt.de/


http://www.vsi.tugraz.at/rollover

http://www.rosita.org/





RTA Road Traffic Adviser UK Road infrastructure planning & operation

Project websitewww.foresightvehicle.org.uk/dispproj1.asp?wg_id=1076&Submit=Go

S205Q Junction Improvements for Vulnerable Road Users

UK Road infrastructure planning & operation

Key findingsIn total, 31 different measures were developed with 24 measures progressing to trials. Measures were implemented at 156 locations, some of which consisted of a single junction while others consisted of a 'corridor' of junctions. In total, 240 junctions received some form of treatment. The schemes trialled were as follows: Raised junctions; Coloured junctions; Raised crossing area; Danger area illumination; Entry and exit zebra crossings; Junction countdown markings; Coloured pedestrian crossings; Reduced exit widths at traffic signals; Main road cycle routes; Hatched centre lines; Wide centre lines; Solid centre line and lane lines; Junction speed limits; Sight screens; and Annular cycle lanes. The findings of the project reinforced the point that when undertaking any changes to the road system, changes measured within a few months of implementation of the scheme may not reflect the long-term situation. Similar caution is required about the measured changes in conflicts which did not always match changes in speed. While it might have been expected that a reduction in speed would lead to a reduction in conflicts this was not always the case. The overall conclusion is that the research has served its purpose in identifying several effective low-cost measures that could be developed further and several that having been tried need not be pursued further. In several of the schemes tried the recommendations on whether or not they should be made available for wider use by highway authorities is conditional rather than clear cut.

Policy implicationsThe main findings relate to each scheme and consider whether these are suitable or not for wider imple-mentation, and if so whether further development or legislation is required. It was found that in some appli-cations the scheme worked and in others it did not. In many instances where the scheme results are con-sidered to be neutral or have low impact, the decision on their use would need also to reflect how well they might complement other activities being undertaken by the highway authority. Because of the nature of the findings it was found out that it could be misleading to present them as they stand. Therefore it was re-commended to carry out a further distillation of the results and to publish this as the basis for information to local authorities about what worked and what did not, and which schemes might work in particular situations.

Project websitewww.rmd.dft.gov.uk/project.asp?intProjectID=10138

S214G Computer-based child pedestrian training

UK Slow modes

Key findings

The results of the evaluation were almost uniformly positive. With regard to the 'safe place finding' skill, training doubled the number of safe judgements made by 8- and 10-year-olds and substantially improved their ability to offer insightful justifications for these judgements. There were signs of the cumulative benefits arising from subsequent training in roadside search. Untrained children showed no gain whatsoever. It was noted that training had only a limited impact on 6-year-olds who showed no improvements in judgements and only small improvements in understanding. There was, however, good









evidence that safe places training benefited the roadside search performance of the 6-year-olds. They, in common with the two older age groups, did better at pre-test than the controls on both the pick-up of information concerning vehicle movements, and an explanation of its significance. Training in 'roadside search' skill led to further improvements on both aspects of performance in all three groups, while control children showed little or no progress. The outcomes for training in 'gap timing' skill presented a similar picture. At pre-test, trained children made more cautious and more skilful judgements than control children, indicating a knock-on effect from previous input. Training led to further improvements which were largely absent from the control group, although in this case there was no continued increase between the first post-test and the delayed post-test. Previous training had no apparent impact on 'perceptions of intentions', the final skill trained, and both trained and control children started at the same level. Again, training produced clear benefits.

Policy implications

The computer-based training led to substantial improvements in both roadside behaviour and children's understanding in all four skills dealt with, and in all three age groups, with the sole exception of the 6-year-olds on safe places. Even here the safe places training had a positive impact on roadside search performance. The broad pattern of improvements indicates that none of the skills was too difficult for younger children or too easy for older children. There are also cumulative benefits for children working through the whole package in the order employed here. There were other non road safety benefits emerging from this work. Of particular note is the finding that training improved the verbal skills of older children from the higher accident, lower SES, area. There are two important caveats. First the results do not amount to evidence that computer-based training could act as a complete substitute for roadside training. There are signs that for younger children in particular, a combination of the two would be preferable. Secondly, the success of the computer-based training is not separable from the adult-group interaction that took place, that is how effective it would be if used by individuals has not been tested.

Project website

www.dft.gov.uk/stellent/groups/dft_rdsafety/documents/page/dft_rdsafety_504578.hcsp

S224J Effects of road engineering modifica-tions on child pedestrian skills development

UK Slow modes

Key findings

The literature review found no direct research on the development of child pedestrian skills in traffic calmed areas. Some indirect evidence suggested that the type of road traffic environment may influence factors affecting the development of pedestrian skills, in particular the interaction between the perceived safety of an environment, the type of safety advice given to children by adults (which itself may be dependent on the environment), and the level of independent exposure afforded to children. The literature also suggests that modified sites may not necessarily be perceived as safer than untreated sites. Following the review two tests were selected: a ‘visual timing and gap selection’ test and a ‘safe place crossing location’ test. The 'visual timing and gap selection' test was most appropriate since children travelling in calmed areas where speeds are well regulated may be less skilled in coping with fast moving traffic on un-calmed roads. A computer (PC) version of the visual timing and gap selection test was developed for children aged 7-9 years old and validated against road side performance as part of this project. PC based tests of such skills are preferred because of the ability to standardise the tasks for the children and to make testing of children easier. For the main study all children undertook the PC test and a further sub sample undertook additional road side tests. Children aged 7-9 were selected since learning starts to increase rapidly at this age and most traffic experience has been gained close to home/school. The PC visual timing and gap selection test detected no difference in skills between those pupils from the calmed area and those from the control



http://www.dft.gov.uk/stellent/groups/dft_rdsafety/documents/page/dft_rdsafety_504578.hcsp





area. There were some small improvements in skills from Year 3 to Year 4 pupils, and those of higher rated ability scored better compared with those rated as lower ability, suggesting that the test was able to identify skills differences where they existed. The small roadside visual and gap acceptance tests did detect some statistically significant differences in the skills of children from the calmed and control area – the children from calmed areas appeared to be more skilful. However, these differences could equally be attributable to differences (such as mean age, academic ability) in the two samples of children rather that the type of area they were largely exposed to. The safe crossing location test was scored against two factors – the safety of crossing locations selected (safety score) and the reasons given for the choice of crossing location (conceptual score). Pupils from the calmed area generally scored very slightly higher on the safety score than those from the control area, although the difference rarely reached statistical significance. However they tended to score lower on the conceptual score than those from the control group. There were no differences between scores of pupils from different school years or of different rated abilities. The interviews with parent/guardians suggested that the children from the calmed and control areas were reasonably well matched on factors other than the traffic calming in their street. Overall the results of the interview survey suggest little difference in the exposure of children on local roads in calmed and control areas.

Policy implications

The study has shown little difference in the road safety skills of those living in a traffic calmed area compared to those living in an un-treated area. It is likely that individual differences in pupils’ road safety skills due to, for example, the attitudes of parents towards safety, and differences between schools are greater than those resulting from living in a calmed or un-calmed environment.

Project websitewww.rmd.dft.gov.uk/project.asp?intProjectID=10115

SAFFIR Structural Automotive Functions Fiber Reinforcements


Project websitewww.eureka.be/inaction/AcShowProject.do?id=2785

SAFE TUNNEL Innovative systems and frameworks for enhancing of traffic safety in road tunnels


Project websitewww.crfproject-eu.org

SAFEMAP Socio-economic assessment of a dedicated digital map for road safety applications

FR / DE

Road infrastructure planning & operation, Road infrastructure use

Project [email protected] / [email protected]

SAFESTAR Safety Standards for Road Design and Redesign


Project [email protected]





http://www.crfproject-eu.org/








SAMARIS Sustainable and Advanced Materials for Road Infrastructure


Project website

samaris.zag.si

SANU Health of users and poor road safety FR Road infrastructure use

Project contact

[email protected]

SAVE-U Sensors and system architecture for vulnerable road users protection

EU Road infrastructure planning & operation, Road vehicle technology

Project website

www.save-u.org

SBUS (DEF) Smart On The Bus Fleet EU Road vehicle technology

Project website


SEE Sight Effectiveness Enhancement EU Road infrastructure use

Project website

www-leti.cea.fr/commun/europe/see/see.htm

SEMITRAILER-LIGHT

Development of lightweight semi-trailer incorporating new materials resulting in improved structure and components


Project website


SENSOR Secondary Road Network Traffic Management Strategies – Handbook for Data Collection, Communication and Organisation


Project contact

[email protected]

SERTI Southern European Road Telematics Implementation


Project website

www.serti-mip.com



http://samaris.zag.si/


http://www.save-u.org/


http://www-leti.cea.fr/commun/europe/see/see.htm



http://www.serti-mip.com/





SERVICES National review of taxi, hackney and limousine services

IE Public/collective passenger transport by road

Key findings

The study concludes that the taxi and hackney market in Ireland is working well and that there has been a rapid increase in the number of cabs (taxis, hackneys and limousines) since liberalisation of the market in 2000. This has increased the level of service and reduced waiting times for cabs. The increase in supply has not led to a reduction in the quality of service. However, the study identified a number of issues which need to be addressed in order to maintain and improve services: • Services continue to be inadequate for people with disabilities. • The complaints system is inadequate and people are often not aware of complaint procedures. • Certain towns have not declared taximeter areas; hence some hackneys are operating outside the law

and plying for hire on the street. Where taximeter areas have been declared, they are often poorly designed, covering very small geographical areas, hence most trips are not on the meter.

• Enforcement of legislation regarding the operation of hackneys is inadequate, particularly outside major urban areas.

• Consumers are faced with a relatively complex fare structure, which differs between taximeter areas. The fact that maximum fares operate only within taximeter areas is confusing to the consumer.

• Estimates indicate that average earnings for taxi drivers have fallen since liberalisation of the taxi market.

• Consumers are not fully aware of their rights and responsibilities, or those of taxi and hackney cab drivers.

• Taxi and hackney vehicle and driver licensing systems are somewhat fragmented.

Policy implications

To maintain and further improve services, the report makes a number of recommendations, including the following: • Better education for taxi and hackney users in relation to their rights as consumers and the legal code

applying to cab services. • There is a need for better in-cab information for users. • A comprehensive information and complaints system is required. • It is recommended that a Customer and Driver Charter be introduced, detailing the rights and

responsibilities of each. • There should be a policy to significantly expand the proportion of cabs that are wheelchair-accessible

(e.g. through tax incentives for taxi operators), and monitoring is needed on the level of service provided to people with a disability.

• It is recommended in the short-term to retain separate taxi and hackney licensing, but to re-consider the issue in the longer term once other reforms have been implemented.

• Taximeter areas should be expanded to cover towns with populations of, e.g., over 7000 and the geographical boundaries of these taximeter areas should reflect settlement patterns.

• Access to bus lanes (currently open for taxis) should be granted to hackneys and limousines. • The same fare structure and fare levels should apply in all taximeter areas. • A tiered fare structure for taxis is recommended which compensates drivers for long distance journeys

and allows all trips to be made on the meter. Fares should normally be reviewed every two years. • Hackney and limousine fares should remain unregulated. • Attendance of taxi drivers at a training course should be obligatory and should be part of the renewal

process for driver licensing. The renewal period itself should be reduced to every two years. • The first time taxi licence fee (€6300) is considered a barrier to entry to the market. This should be







considerably reduced and fees re-balanced away from first time fees and towards renewal fees. • A 'one-stop-shop' approach to vehicle licensing, testing and meter verification should be considered. • It is not recommended that a standard cab be introduced, as there is no real demand for this and it

would significantly increase costs to the trade. Also, there is no need to recommend a standard colour for cabs.

Project contact

[email protected]

SILVIA Sustainable Road Surfaces for Traffic Noise Control


Project contact

[email protected]

SMART NETS Signal Management in Real Time for Urban Traffic Networks


Project website

www.smart-nets.napier.ac.uk

SMARTIC Stockholm/Mälardalen Traffic Information Concept

SE Road infrastructure planning & operation, Road infrastructure use

Project contact

[email protected]

SOMCET-NET Electronic system (telematically integrated) for optimisation, monitoring and electronic commerce in the road transport field

RO Freight transport by road

Project website

www.district1.ro/SomcetNet

STARA Setting up Finnra's Traffic Data Exchange Service


Project contact

[email protected]

STARDUST Towards sustainable town develop-ment: Research on deployment of urban sustainable transport

EU Road infrastructure use, Public/collective passenger transport by road

Project website

www.trg.soton.ac.uk/stardust





http://www.smart-nets.napier.ac.uk/


http://www.district1.ro/SomcetNet


http://www.trg.soton.ac.uk/stardust





STREETWISE Seamless Travel Environment for Efficient Transport in the Western Isles of Europe


Project website

www.streetwise-info.org

SUORUO Wintertime Traffic and Traffic Safety in Finland and in Sweden


Project contact

[email protected]

SVI 1997/058 Occupancy rate of vehicles CH Road infrastructure use, Public/collective passenger transport by road

Project website

www.aramis-research.ch/e/1826.html

SVI 1998/092 Potential accident spots CH Road infrastructure use

Project website


SVI 1999/135 Roads with mixed traffic; demands from the view of bikers (cyclists & motorcyclists)

CH Road infrastructure use, Slow modes

Project website


SVI 1999/141 Sustainability in traffic: Criteria for municipal and cantonal road traffic planning and projects

CH Road infrastructure planning & operation

Project website


SVI 1999/319 Perspectives for short cars CH Road infrastructure use, Road vehicle technology

Project website




http://www.streetwise-info.org/


http://www.aramis-research.ch/e/1826.html









SVI 1999/321 Travelling by coach: basics and perspectives

CH Public/collective passenger transport by road

Key findings

• By far the greatest use of the coach in Switzerland is in occasional service. • Scheduled services in Switzerland are almost exclusively cross-border (from Switzerland to Eastern

and Southern Europe); users are mainly foreign workers from these regions. • The structure of the Swiss coach tour industry is extremely heterogeneous. • The industry is fighting internal problems (overcapacity, high price competition). • The infrastructure (bus stops, coach terminals) is inadequate.

Policy implications

• The coach tour industry will have to strengthen its marketing and sales efforts. • The heterogeneous structure of the industry and the low profitability of individual companies both

hamper efficient marketing and sales, and must be overcome through increased co-operation within the industry.

• It is recommended that the cities, communes and tourist resorts affected by coach travel take it into account as an independent factor in transport planning.

Project website


SVI 1999/327 Pilot inquiry of service and freight transport with passenger cars

CH Freight transport by road

Project website


SVI 2000/376 Mixed traffic (motorised individual traffic and public transport) on strongly frequented roads

CH Road infrastructure use, Public/collective passenger transport by road

Project website


SVI 2000/383 Control of car-parks at public-intensive institutions – impact analysis

CH Road infrastructure planning & operation

Project website


SVI 2000/512 Pre-study on the interaction between private and public transport in transport telematics

CH Road infrastructure planning & operation, Road infrastructure use

Project website







http://www.aramis-research.ch/d/1677.html

http://www.aramis-research.ch/d/2435.html





TANKOMATIC Automatic refuelling system for vehicles


Project website


TAXEL Research into an electric taxi FR Road vehicle technology

Key findings

The study developed a concept for an electric taxi. Main features from the passenger's point of view are: • Type of vehicle: Vehicle will be an MPV-type ('monospace') vehicle of an ultra-light and spacious

design, with separated driver and passenger compartments. • Air conditioning and heating can be provided by 5 sq. metres of solar panels, these could provide all

the energy needed for air conditioning in summer and about half of the energy needed for heating in winter.

• User Comfort: Driver facilities: to include hi-fi system, television (only when vehicle is stopped), taximeter incorporated into the dashboard, electric windows, adjustable air conditioning independent to that of the passenger compartment, airbag, automatic locking of the passenger doors when speeds exceed 5km/h and before the end of the trip, and GPS/communication equipment. Passenger facilities: to include hi-fi system, TV screen showing information, e.g. tourist and cultural facilities, addresses and contact for places of interest, video games, adjustable air conditioning independent to that of the driver's compartment, electric windows, credit card reader for payment, microphone and speakers for driver-passenger communication, socket or infra-red connection for GSM phones.

• Exterior design: This would have a specific electric taxi branding.

Policy implications

None.

Project contact

[email protected]

TAZ Traffic Assignment Zones PT Road infrastructure planning & operation, Road infrastructure use

Project contact

[email protected]

TELE-ATLAS Electronic Publishing of Cartographic and Geographic Databases


Project website


THEMIS Thematic Network in Optimising the Management of Intermodal Transport Services

EU Freight transport by road

Project website

www.themis-network.org







http://www.themis-network.org/





TrafficOnline Online traffic data gathering via mobile radio networks

DE Road infrastructure planning & operation

Project website

www.trafficonline.de

TRAINER System for driver training and assess-ment using interactive evaluation tools and reliable methodologies


Project website

www.trainer.iao.fhg.de

TRAVEL-GUIDE Traveller and Traffic Information Systems: Guidelines for the Enhancement of Integrated Information Provision Services


Key findings

The main objectives of TRAVEL-GUIDE were to develop guidelines for traffic related information provision by in car and infrastructure based systems, to assess the information needs of the end-users, and to test new information provision methods. The sub-themes and issues covered by this project are road transport infrastructure and equipment, road safety and security, network efficiency and social aspects of road transport. TRAVEL-GUIDE performed eight pilot studies, investigating different issues and problems. In total 63 guidelines have been produced covering pre-trip information systems, on-trip in-vehicle information systems and on-trip roadside information systems. Some of the key results are: • The less a driver is involved in interactions with a system the higher a system's contribution to traffic

safety is graded. It seems to be reasonable to restrict provision of information not directly related to car control and manoeuvring to non-driving situations and to reduce the amount of information of all on-trip messages to a minimum.

• The system should also provide background information like type of incident, benefit of the new route etc. in order to reduce the mental strain of the drivers.

• Contradictions between in-vehicle and roadside information systems need to be avoided. Otherwise drivers are faced with difficult and distracting cognitive conflicts, resulting in drastic decreases of traffic safety.

• Balancing a high system functionality offering many user options with an increased mental strain caused by higher system complexity is an important issue for further development. This is especially the case with regard to adapting traffic information provision to road-user sub-groups and individual preferences, as all adaptation options will in turn result in a more complex system.

• Providing information from some systems (e.g. DVD or Internet) while the car is stationary is not enough, as it might just be stopped at a traffic light. Their input should ideally be limited to engine-off situations. In this way, however one actually separates the use of such systems from the car and thus affects the industrial interest of car manufacturers that wish to include such systems (cars with Internet and DVD already exist, at least at prototype level). The complex issue of establishing scenarios of use and priorities for them is dealt within COMUNICAR project (EC – DG INFSO).



http://www.trafficonline.de/

http://www.trainer.iao.fhg.de/





Policy implications

Key policy implications are as follows: • For international transport, cross-border drivers and travellers face great difficulties when they try to

plan their trip without much knowledge about international traffic situations. Therefore, integration of separated travel and traffic information systems and services to a European traffic information network is a pressing issue for Trans-European road transport.

• Regarding pre-trip information systems: • Regional and national traffic information services should be connected to a traffic information

service for the whole Pan-European road network. Although advanced Internet sites already provide information in several languages, a user-selected output language choice should be standard.

• Demand spreading by intermodal information provision should be intensified. Pre-trip information should be adapted to the needs of different road-user subgroups. Succeeding steps have to deal with customisation of internet-based pre-trip information services to individual travel criteria.

• Alternative pre-trip information modalities, such as the Traveller Advisory Free Telephone Service or the Highway Advisory Radio, being standardised in the USA, should also be promoted as alternatives to the Internet or fixed information points.

• Regarding on-trip in-vehicle information systems: • Current systems and services do not support cross-border drivers efficiently on trans-European

trips. At this point, the potential of digitised traffic messages for foreign drivers has to be emphasised. Further development of in-vehicle systems capable to translate coded messages into a driver's native language should be a priority for Trans-European road transport.

• A common policy should be developed defining what kind of information can be given to the private sector on what conditions and also how quality of information can be assured.

• Integrated networks co-ordinating data from different sources have to minimise conflicts between the actors involved. In a multilingual European traffic environment, the presentation of information to foreign drivers is a key problem.

• A warning should be issued; the critical spots along a long journey (trans-European networks) are not necessarily (only) at the borders, they cross-different areas and / or regions with different rules, standards etc.

Project website/contactwww.travel-guide.iao.fhg.de / [email protected]

TWO Two Wheels Optimization EU Road vehicle technology

Project websitewww.eureka.be/inaction/AcShowProject.do?id=2790

UG171 Cycling facilities and engineering UK Road infrastructure planning & operation;Slow modes

Key findings

The main aim of this project was to provide suitable advice to local authorities the Highways Agency and other professional bodies on the design and implementation of cycle facilities. It project investigated the design of safe, attractive and convenient facilities for cyclists, which have not been researched previously, or where current knowledge of their effectiveness is incomplete. It includes an assessment of cycle track crossings of side road junctions, capacity implications of Advanced Stop lines, additional work on vehicle restricted areas, cyclists in with-flow and contra-flow bus lanes and further work on continental roundabout design.



http://www.travel-guide.iao.fhg.de/







TRL investigated cycling near road narrowing in the study comprising: • Consultations with cyclists to ascertain their views on road narrowing features and their experiences of

negotiating them in traffic; Video survey of sites where feature were installed by highway authorities to assist cyclists in negotiating road narrowings; Virtual reality simulations of encounters between drivers and cyclist, allowing the reactions of drivers to be measured under a range of circumstances.

• Road narrowings were found to constitute a source of stress to cyclists, particularly when large vehicles were present, although fast traffic and large roundabouts were also thought difficult. Some cyclists avoided narrowings by riding on the footway or selecting alternative routes. The measures to assist cyclists at road narrowings were found to have limited benefit. This included some unexpected effects, such as appearing to encourage more risky behaviour among motorists, including passing closer to cyclists and attempting to overtake cyclists before narrowing.

• The virtual reality testing found that despite some gender differences in behaviour, central islands appeared to have a speed reducing effect on motor vehicles. The provision of a simple advisory cycle lane in conjunction with the traffic island appeared to have little significant effect on behaviour. A cycle lane with coloured surfaces was found to be more effective in promoting safer driving behaviour, reinforcing the finding from the video survey.

• Drivers recognise that cycling on highways was not always pleasant and that narrowing features contribute to that. In general the study concludes that road narrowings contribute to the sense that parts of the highway network are inimical to cyclists and may contribute towards a reluctance to contemplate cycling among some members of the public.

The study concluded that stress and intimidation of cyclists is an unavoidable result of enforced proximity with motor traffic. Some measures such as speed reduction features and coloured cycle lanes may mitigate the effects of road narrowings, but this research suggests great care is taken in their application.

Policy implications

The results provide advice to local authorities, the Highways Agency and other practitioners and professional bodies on the design and implementation of cycle facilities. The study made a number of detailed recommendations regarding cyclist, cycling facilities and engineering schemes, in particular: • The provision of a basic cycle lane was not seen as always positive, given that it encouraged motorised

vehicles to take advantage of their ‘allotted’ space with an intimidating effect on cyclist. Coloured surfaces of cycle lanes somewhat appears to counter this effect by the perceived narrowing of the road.

• Width of cycle lanes (1.5m) appears to be wholly not present on sites covered by this study, excepting one. Moreover this study recommends where possible for 2m cycle lanes at road narrowings, unless other traffic calming can be introduced to protect cyclists.

• Care to be taken in the provision of warning signs at road narrowings to ensure attention is paid to’ exact’ location and ‘precise’ wording.

• Prior to a scheme being implemented, attention needed to be paid to the composition of traffic using the road the impact on the comfort o cyclists.

• The UK Department for Transport recommended that a cycle bypass should be the first option where a narrowing is introduced on a road subject to a speed limit of 30mph (48 km/h) or more.

The main overarching recommendation of this study was that guidance should be given significant emphasis by highway authorities in order to avoid risk and intimidation to cycle users.

Project contact

www.trl.co.uk/static/dtlr/cycling/623.pdf



http://www.trl.co.uk/static/dtlr/cycling/623.pdf





UPTUN Cost-effective, sustainable and innovative upgrading methods for fire safety in existing tunnels


Project websitewww.uptun.net

UTMC-14 Wireless communication to road users for Urban Traffic Management


Project website


VELO INFO The European network for cycling expertise

EU Slow modes

Key findings

VeloInfo will be a WWW based expertise centre that supports cities to incorporate the bicycle in urban planning. Access to expertise on cycling is essential to a local authority that wishes to increase bicycle use, by regarding the bicycle as an ordinary and daily mode of urban transport. VeloInfo has the purpose to become a key centre of expert and knowledge on bicycle planning, supporting all European professionals on urban planning, infrastructure and transport. A critical mass of content will be established that, on the one hand, ensures a sufficient coverage of cycling expertise according to experts and, on the other hand, contains the answers for at least 80% of the search requests of the users of VeloInfo. Cities will use VeloInfo to find bibliography and experts on cycling policy. Cities can also find other cities, to learn from each other’s experiences and best practices. New potential users entering the VeloInfo web site will be invited to use an interactive tool that helps them to find search terms and documents relevant for their specific situation. Besides, the guided tour tool gives a rough estimation of what can be achieved by implementing cycling policy, in terms of, e.g., reduction of exhaust emissions, congestion, and traffic safety. Experts will use VeloInfo to enlarge their expertise and to find other experts and local authorities that need support in developing cycling policy. All users participate in a network, which operates as a literature database, an expert system, and also as a discussion forum. VeloInfo thus offers a forum for the exchange of ideas, data, experience and expertise.

Policy implications

Other instruments have now been implemented in the website and database and lots of results are expected from them. This leaves however undisputed that cycling planning lacks a body of research work, indicating that more research is necessary in order to substantiate follow up research. It is common sense to assume e.g. that cycling is good for health and the environment. It is unknown however how much contribution a certain investment in cycling infrastructure will have towards partial solution of problems on city level. In order to contribute better to including planning for non-motorised mobility in the urban environment, research is needed to develop the appropriate instruments. Planning for cycling and more specifically for Planning for Non Motorised Mobility would have benefited greatly from a Scientific Research Board. This is a body that sets up a list of priorities in research for non-motorised mobility. Lacking this body now, was a major difficulty in setting up Velo.Info and will remain a major difficulty if this is not addressed soon. The Velo.Info project has managed to gather information that will be very helpful in mainstreaming cycling planning, or better: mainstreaming planning for non-motorised mobility. The 12 entry points for Velo.Info provide fields for research that needs to be done to help the city level to better understand the relevance



http://www.uptun.net/






to them of planning for non-motorised mobility. They will benefit in the fields of Health Environment, Urban efficiency, Planning, Accessibility and mobility, Young people, Transport, Leisure and tourism, Economics, Promotion, Safety, Education and training. How much they will benefit should be subject for research. Europe lacks a central authority regarding non-motorised mobility. The most prominent initiative at this point of time is the Velo-City conference series and the ‘Let’s Get Moving’ project’ that has set up the Charter & Action Plan for Bicycle Friendly Communities. Velo.Info will be a new central player indeed, but in the research field. The execution of research projects together with the execution of other projects in the field on non-motorised mobility on European level would benefit greatly from the coordination in a European Council for Non Motorised Mobility (ECNMM). This body would be a centrally coordinated initiative that consists of projects and research initiatives, all contributing to a better development implementation of policies for non-motorised mobility in Europe. In order to create a framework for the work of this ECNMM a ‘Status Report for Europe on Non Motorised Mobility’ should be developed. It would describe the status in Europe in every year to come in the next 10 years and would create targets, instruments and guide the execution of substantial European projects in the fields of non-motorised mobility and: health environment, urban efficiency, planning, accessibility and mobility, young people, transport, leisure and tourism, economics, promotion, safety, education and training. Lacking the above described facilities has hindered the swift development of Velo.Info and will still be standing in the way in the future as long as these facilities are not realised. The political will to incorporate planning for non-motorised mobility in the urban environment has been repeated over and over again at POLIS, EPOMM, Eurocities/ACCESS and other conferences. It now depends on the European will to create substantial and effective tools to help city governments to convince their citizens that they also will benefit from these facilities. Europe also needs to find ways and means to create focused attention in Universities and training colleges on the specific demands that planning for non-motorised mobility requires. There still is no curriculum for ‘ Planning for Non-Motorised Mobility’ in Europe whereas the need is growing fast. Cities want their centres back but the people who built the cities as they are now, will not necessarily have the knowledge nor experience to redesign cities with the following priority: • Pedestrians; • cyclists; • public transport; and • car transport. Guiding the setting up of a Curriculum for planning for non-motorised mobility could be one of the first tasks of this ECNMM. The work of setting up Velo.Info would have been made much easier and much more effective if in Europe there would have been access to: • A Scientific Research Board with a Research Programme; • a European Council on Non Motorised mobility; • a status Report for Europe on Non Motorised Mobility; and • a Curriculum for planning for non-motorised mobility.

Project website

www.velo.info



http://www.velo.info/





VERA2 Video Enforcement for Road Authorities 2

EU Road infrastructure use, Road infrastructure planning & operation

Key findings

Relevant key results from the project: • Draft text for a possible future Directive on cross-border enforcement; • "eNFORCE" concept for an organisational network to facilitate cross-border enforcement; and • Proposals for a common basis for the type approval of enforcement equipment. At the request of the Commission, VERA2 prepared draft text for a possible future Directive on cross-border enforcement. This defined the basis on which cross-border enforcement could take place across the EU. It defined which parts of the enforcement chain should be conducted by the Member State in which a violation takes place and which parts need to be transferred to the Member State where the vehicle is registered (if different). It also defined how different agencies responsible for enforcement within each Member State should interact with others at a European level. The eNFORCE concept defined how a cross-border enforcement network could be established in the EU. This network could be responsible for coordinating and managing the 'operation' of cross-border enforcement as well as for monitoring its progress and maintaining the enabling tools as necessary. Trust between national administrations is necessary such that each Member State must accept other Member States' violation records, their processing of records and the results of their prosecution processes. The common basis for type approval was intended to ensure that records of every violation are made on a common basis and that they can be accepted by all Member States. Policy implicationsThe following key recommendations are of interest: • There are widespread differences between the types of penalties imposed by Member States for the

same (or similar) offence. Financial penalties and the endorsement of a violator's driving licence with 'penalty points' are used widely, either on their own or in different combinations. VERA2 has proposed a mechanism for the cross-border enforcement of financial penalties. At the current time, there is no equivalent legal mechanism for the cross-border enforcement of driving license endorsements. As a consequence, in Member States where the endorsement of a violator's driving licence is the primary penalty (and therefore, the primary deterrent), violators who do not reside, are not a citizen or do not have income or property in the State where the violation took place cannot be treated in the same way as those that do. VERA2 recommends that this issue needs addressing at a European Commission-level to ensure that all penalties can be enforced across Member States' borders.

• Implementing and conducting cross-border enforcement in accordance with VERA2 Recommendation 1 needs to be carefully managed and structured. This can best be facilitated through a formal network of agencies and organisations committed to ensuring that violators of road traffic legislation will be made to pay all penalties due regardless of where the violation was committed or where the violator lives, work or are recognised to have citizenship.

• The VERA2 Consortium has expanded the concept of the formal network for managing and structuring cross-border enforcement. It has developed outline plans for eNFORCE - an organisational network meeting the requirements of VERA2 Recommendation 3 supported by an enforcement data exchange service.

• The Enforcement Data Dictionary developed by VERA2 in support of the eNFORCE Demonstrator should be expanded to address other road traffic offences. European standardisation should be pursued at an appropriate point.

• eNFORCE should be an independent organisation operating for the benefit of the public and all of its members. It should operate on a non-profit distributing basis.







• Accessing another Member States' information on a vehicle and its driver or owner is a potential barrier to implementing cross-border enforcement across the European Union. Member States should give their full assistance to other States making a request for: • confirmation as to whether or not a vehicle (as identified by its registration supplemented by other

identification information such as make, model and colour where possible) is registered within their territory,

• name and address of the registered owner or keeper of a vehicle registered within their territory, • details of a violator who resides, is a citizen or has income or property in that State (as specified in

the Framework Decision on the Mutual Recognition of Financial Penalties), • driver licence details.

• Consideration should be given to granting Member States remote access to each other's data for the purposes of cross-border enforcement.

• Further work is required in the area of establishing vehicle identity. The readability of registration plates needs to be improved to support the automatic vehicle identification. The ability to automatically determine the country of vehicle registration should also be improved.

Project websitewww.enforcement-research.org.uk

VIKING Road Traffic Management Implementation in Northern Europe


Project website

www.viking.ten-t.com

VIRTUAL Virtual Reality Systems for perceived ergonomic quality testing of driving task and design


Project contact

[email protected]

VISA-1 & VISA-2 Vibro-acoustic system for automatic determination of the axles number of passing vehicles – basic study (VISA-1) / Feasibility concept (VISA-2)

AT Road infrastructure planning & operation

Project contact

[email protected]

VISION 2030 Highways Agency Vision 2030 UK Road infrastructure planning & operation, Road infrastructure use

Project website

www.transportvisions.org.uk



http://www.enforcement-research.org.uk/

http://www.viking.ten-t.com/



http://www.transportvisions.org.uk/





VOYAGER A vision for public transport in 2020 (Thematic Network)


Key findings

The VOYAGER project has identified a number of key challenges to the public transport sector in Europe. These challenges touch upon several business areas (administration, communication, planning and operation) and include: • Along with sector transition into a more or less open market, operators will be forced to reconsider their

management structure; • a genuine customer-oriented approach needs to be adopted by all staff members; • the scarcity of public funds will also prompt the need for a search for innovative investment and

financing solutions; • changing overall travel behaviour leads to new customer expectations that need to be tackled; and • public transport has to be considered as an element within the overall mobility chain.

Policy implications

Policy and research recommendations as drawn up during the VOYAGER project target all relevant stakeholders and call for concerted effort to stabilise and improve the position of public transport within the transport market. These recommendations can be summarised as follows: • Responding better to customer needs/expectations; • improvement of stakeholder interactions; • strengthening public transport sector image; • improvement of public transport system efficiency; • improvement of funding and financing balances; • improvement of public transport’s attractiveness as employer; • improvement of safety and security; and • improvement of environmental performance.

Project website

www.voyager-network.org

WAVE Weigh in motion of Axles and Vehicles for Europe


Project website

wim.zag.si/wave

YOYO Taxibus On-call collective taxi with harmonised tariff system

AT Public/collective passenger transport by road

Project contact

[email protected]

YTYVAYLA Private roads as a part of bicycle and pedestrian traffic routes

FI Slow modes

Project contact

[email protected]



http://www.voyager-network.org/

http://wim.zag.si/wave







– A Deterministic Segment-Linked Pavement Management System

PT Road infrastructure planning & operation

Project contact

[email protected]

– A widened and strengthened community for research in road safety


Project contact

[email protected]

– Access modes to public transport DK Public/collective passenger transport by road

Project website

www.akf.dk/trip/projekter/21proj.pdf

– Accessibility in public transport for people with cognitive impairments

SE Public/collective passenger transport by road

Project contact

[email protected]

– Acoustic Performance of Surface Treatments


Project contact

www.ha-research.co.uk/projects/index.php?id=330

– Aerial photography of bicycle and pedestrian traffic

FI Slow modes

Project contact

[email protected]

– An Operating Model for Road Haulage Companies

FI Freight transport by road

Project contact

[email protected]

– Analysis of a "green micro-bus" for low capacity urban use


Project contact

[email protected]





http://www.akf.dk/trip/projekter/21proj.pdf


http://www.ha-research.co.uk/projects/index.php?id=330








– Analysis of over-representation of high-risk age groups in road traffic incidents


Project website

www.ha-research.co.uk//projects/index.php?id=837

– Analysis of road infrastructure to model road accidents as function of traffic conditions

IT Road infrastructure planning & operation

Project contact

[email protected]

– Analysis of the relation between speed, speed distribution and safety

NL Road infrastructure use


www.swov.nl/en/zoek/index.htm / [email protected]

– Analysis of transfer of passenger trips from car to other transport modes in city environments

SE Road infrastructure use, Public/collective passenger transport by road

Project contact

[email protected]

– Assessing the operation of the central organisation for traffic safety in Finland


Project contact

[email protected]

– Assessment of driver stress UK Road infrastructure use

Project website


– Audible information – implementation of IT in vehicles

SE Road vehicle technology

Project contact

[email protected]

– Automated enforcement for car parking spaces


Project contact

[email protected]



http://www.ha-research.co.uk//projects/index.php?id=837


http://www.swov.nl/en/zoek/index.htm











– Automatic ticketing system development in Interurban Buses


Project contact

None

– Bicycle and pedestrian routes as exercise opportunities

FI Slow modes

Project contact

[email protected]

– Bicycle park-and-ride NO Slow modes

Project contact

[email protected]

– Bus drivers' views on how to improve safety in public transportation


Project contact

[email protected]

– Car drivers choice of speed in relation to the street's and the surrounding environment's geometrical characteristics


Project contact

[email protected]

– Changes in family structures and the effects on the use of automobiles

NO Road infrastructure use

Project contact

[email protected]

– City of tomorrow NO Road infrastructure planning & operation

Project contact

[email protected]

– City of Vantaa – public transport link from the area centre of Tikkurila to Helsinki-Vantaa airport: preliminary study

FI Road infrastructure planning & operation, Public/collective passenger transport by road

Project contact

[email protected]














– Co-ordinated public transport in the countryside


Project contact

[email protected]

– Co-ordinated transport of goods SE Freight transport by road

Project contact

[email protected]

– Cognitive efficiency of victims with moderate or serious cranial trauma and ability to drive a car: Longitudinal monitoring in the Rhone-Alps region


Project contact

[email protected]

– Comparative analysis of road transport

HU Road infrastructure use

Project contact

[email protected]

– Complementarity between non-motorised methods of transport and public transport –relevancy of bicycle rental and self-service loan systems

FR Road infrastructure use, Public/collective passenger transport by road, Slow modes

Project contact

[email protected]

– Concept for the integration of an infor-mation system for public information on the traffic conditions on state roads

SI Road infrastructure planning & operation

Key findings

The key result of this project is the system architecture for integrating a system for traffic information on state roads. This is represented in the form of a structured record of organisational, functional and information relations as well as in graphical form. In this way the system is easily extended as the requests for new technologies and information providers are known well in advance. The pilot system consisted of: sub-systems for automatic traffic counters, web cameras, a database server and a web server.

Policy implications

Based on the study, a number of implementation projects have been launched. It initiated an ongoing process, which will finally result in the establishment of a national road management and information centre for Slovenia.

Project contact

[email protected] / [email protected]














– Consumer behaviour, retail shop structure and transport

DK Road infrastructure use

Project website


– Contributions to the safety and efficiency of the multi-drop or local/short haul operations

IE Freight transport by road

Project contact

[email protected]

– Cycle lanes: Methods of inspection NO Slow modes

Project contact

[email protected]

– Death causes among people instantly killed in road accidents in the Rhône département


Project contact

[email protected]

– Delivery and shuttle service project FR Freight transport by road

Project contact

[email protected]

– Description and valuation of risks, actions and effects of actions in the road traffic system


Project contact

[email protected]

– Description of fuel consumption and exhaust emissions in road transport, especially heavy vehicles

SE Road infrastructure use, Road vehicle technology

Project contact

[email protected]

– Determination of current national economy losses of the road accidents using the Euro-conform methods

HU Road infrastructure use

Project contact

[email protected]



http://www.akf.dk/trip/projekter/12proj.pdf












– Developing Cycle parking in feeder transport in Helsinki metropolitan area

FI Slow modes, Public/collective passenger transport by road

Project contact

[email protected]

– Developing Information Transfer between Emergency Centres and Traffic Centres


Project contact

[email protected]

– Development and validation for calculation of PM10 in urban areas


Project contact

[email protected]

– Development of an HA (Highways Agency) speed limit strategy


Project website


– Development of an Integrated Management System for Transport based on GSM

ES Road infrastructure planning & operation

Project contact

[email protected]

– Development of freight vehicles management tool

GR Freight transport by road

Project contact

[email protected]

– Development of Procedures for Granting Permits for and Monitoring Street Construction Work


Project contact

[email protected]

– Development of quality level objectives for bicycle and pedestrian routes

FI Slow modes

Project contact

[email protected]















– Development of RDS-TMC service FI Road infrastructure use

Project contact

[email protected]

– Development of testing methods for braking of vehicles equipped with electronically controlled braking systems braking.

CZ Road vehicle technology

Project contact

Ústav silnicní a mestské dopravy,a.s., Jánský vršek 11, Praha 1, Czech Republic

– Development of vehicle noise model "VENOM"


Project contact

[email protected]

– Driver attitudes towards and usage of dynamic parking information


Project contact

[email protected]

– E-Bizz Øresund DK/ SE

Freight transport by road

Project website

www.teknologisk.dk/transport/13413

– Economic analysis of road decay costs

NO Road infrastructure planning & operation

Project contact

[email protected]

– Effects of behaviour related to IT based public transport information systems


Project contact

KTH, Royal Institute of Technology, Institutionen för infrastruktur, Avdelningen för trafik och logistik, Fax +46 8 21 2898

– Effects of congestion on industry SE Road infrastructure use

Project contact

[email protected]






http://www.teknologisk.dk/transport/13413







– Effects of cycle parking arrangements on bicycle use

FI Slow modes

Key findings

A poor, or non-existent, supply of cycle parking arrangements has only a minor influence on the use of bicycles by already active cyclists, however it has a more dramatic influence on potential users, who appreciate fast and easy solutions on their trips. For this group even a slight delay or obstacle can lead to the choice of another mode of transport (normally car). Rules and regulations set by cities have a major influence on the outcome of the cycle parking facilities. In many cases cycle parking facilities are taken to the minimum required level, which is not enough in order to promote cycling.

Policy implications

More detailed regulations are needed for planners and constructors in order to promote cycle use, particularly among occasional and potential users.

Project contact

[email protected]

– Elaborating a methodology for the comparative analysis of the professional dynamics of actors in road safety enforcement. Comparison between France, Belgium, Spain and Switzerland


Project contact

[email protected]

– Elaboration of an integrated PMSBMS (Pavement Management System Bridge Management System) technology for investigating, diagnosing and assessing the technical state of the road transport infrastructure, in view of establishing the maintenance and development priorities in the territory

RO Road infrastructure planning & operation

Project contact

[email protected]

– Empirical diagnostic models for the evaluation of the process quality of automobile operation

PL Road vehicle technology

Project contact

[email protected]











– Endogenous and exogenous determi-nants of road policing policy: Compa-rative analysis of police forces in Europe


Project contact

[email protected]

– Energy use and exhaust emission from road traffic. Measurement and evaluation methods for a sustainable development


Project contact

[email protected]

– Erosion safety of Northern Portugal bridge piles

PT Road infrastructure planning & operation

Project contact

Rui Manuel Menezes Carneiro de Barros, Civil Engineering School (FEUP), Porto University, Tel: +351 225 081 901, Fax: +351 225 081 446

– Erosive effect of studded tyres FI Road infrastructure planning & operation, Road vehicle technology

Project contact

[email protected]

– Estimated refurbishing value of the national roads


Project contact

[email protected]

– Estimated unfulfilled maintenance requirement for the national roads


Project contact

[email protected]

– Evaluating and Demonstrating the safety impact of telematics applications EVITA


Project contact

[email protected]













– Evaluating highway systems around cities


Project contact

[email protected]

– Evaluation of instruments of control for private car traffic


Project contact

[email protected]

– Evaluation of options for reducing Irish diesel particulate emissions – utilising measurement and modelling methods

IE Road infrastructure use

Key results

This research project set out to answer the following three questions that were formulated after a comprehensive and wide ranging examination of the literature concerning diesel particulate matter (DPM): • How much DPM is actually emitted by vehicles as they are driven on Irish roads, under real conditions?• What are the burdens imposed on a roadside pedestrian when a diesel vehicle passes by? What is the

concentration, and composition, of DPM pollution that s/he will experience? • What are the best DPM reduction strategies for Ireland? On-road Measurement of Diesel Particulate Matter: • Experience gained from the development and application of the new test method to on-road DPM

measurement was presented in this study. A number of significant advances were made: (i) A number of substantive measurement issues associated with the determination of on-board DPM emissions quantities from a moving vehicle were identified and investigated, (ii) A prototype measurement system was designed and built under considerable budgetary constraints, (iii) This system was applied to the measurement of DPM emissions from a light goods vehicle under urban and motorway driving conditions. This phase of the project achieved the aims of developing a prototype on-road DPM measurement system and of then using it to generate real-world emissions data for Irish driving conditions. This work is best viewed as a successful pilot project and it is recommended that additional funds and resources be directed towards further development in the future.

• No commercially available on-road diesel particulate measurement system yet exists, but the knowledge gained from the development of this measurement system forms a firm foundation for the creation of such a system which would generate much needed on-road DPM emissions data. The current paucity of such data means that researchers are forced to use unreliable international emissions factors derived from a limited number of laboratory tests. An on-road DPM measurement system would improve the accuracy of these emissions factors, and that of the models which use them.

Modelling Exposure to DPM Matter: • Emissions legislation is concerned solely with engine and tailpipe out emissions, and so research to

date has focused on understanding, quantifying and reducing these emissions. The question of how much DPM reaches a roadside pedestrian, and of what its chemical and physical composition is upon being inhaled, has not been previously examined. It is in this area that the most substantial original contribution has been made in this project.

• A Computational Fluids Dynamics (CFD) computer model was to estimate the concentration of DPM that would reach a person located on the side of a road following the passage of a diesel vehicle.









Averaged emission estimates, based on published “Emissions Factors” were used to provide the tailpipe exit DPM concentrations. The CFD software was then used to determine the dispersion of the exhaust plume for a ‘no-wind’ case.

• The dispersion of the exhaust plumes from two vehicles was modelled. Both vehicles represented buses, typical of those used by the main bus company of the city of Dublin, one being a single decked articulate bus and the other a double-decker bus. The same vehicle speeds and initial DPM emissions concentration were as used in both cases despite the vehicles having different engines. Where the vehicles differed significantly was in the positioning of their exhaust exit tailpipes: that of the single decked bus was located at kerbside (left side) of the rear of the bus, that of the double-decker bus was on the side away from the kerb. This resulted in a roadside pedestrian being much closer to the tailpipe exit of the single decked bus than to that of the double-decker bus. This proximity to the tailpipe of the single decked bus resulted in the roadside pedestrian experiencing significantly higher concentrations of DPM. Increasing the distance between the person inhaling the exhaust and the location of the tailpipe exit allows for increased dilution to take place and results in lower concentrations being experienced (by a factor of over seven in this instance). Increased dilution also reduces the likelihood of the odour of a diesel exhaust being perceived by a passer by.

• The results of the modelling work highlight the consequence of the legislative focus on solely reducing the mass of DPM emissions. Since mass is the metric used to quantify and legislate against DPM emissions, engine manufactures have so far focused solely on reducing the mass of DPM being emitted from their engines.

Policy implications

Options to Reduce Irish DPM Emissions: • While almost all commercial vehicles in Ireland are diesel powered, less than one in seven private

cars are diesel fuelled. This is at least partially a consequence of a taxation system that favours smaller, cheaper, but more inefficient, petrol-engined cars. Recent data has suggested that increased commuting and personal wealth has lead to an increase in demand for diesel cars. While this increase in demand for diesel cars will be met by modern, low polluting vehicles the effect on total DPM emissions needs to be examined.

• A number of policy options are available to the Irish government to reduce DPM emissions. These emissions reduction strategies can be broadly grouped under the following four categories (i) technological improvements to vehicles, (ii) use of cleaner fuels (iii) inspection and maintenance programmes, and (iv) transportation control methods.

• The EU has introduced legislation in the first three categories above. The EURO emission standards have forced manufacturers to produce cleaner, less polluting engines and vehicles. Fuel standards have been introduced across the 25 countries of the EU that specify the minimum qualities for the transport fuels being sold and the sulphur component of diesel fuel is one aspect of diesel fuel that is being tightly regulated. The National Car Test was introduced in Ireland in 2000 to regularly inspect all in-service private cars older than 4 years old, primarily because of European inspection and maintenance legislation (prior to this only commercial vehicles were inspected in Ireland). The only category where the European Union has not enforced legislation has been in transportation control methods. In this category the EU has encouraged individual countries to implement their own transportation control initiatives, but it has not yet legislated to force countries to act in this area.

• In Ireland, light goods vehicles are responsible for 60% of all DPM emissions and a focused effort to renew this vehicle fleet would have major pollution reduction benefits. In 2003, over half of DPM emissions came from vehicles manufactured before the EURO II standard was introduced. Encouraging the replacement of these older vehicles with modern, low polluting vehicles should be a priority for the government. A combination of disincentives to continued ownership of older vehicles,







and inducements to purchase new, low polluting vehicles should be used to accelerate fleet renewal. While the retirement of older vehicles and their replacement with newer vehicles does occur naturally over time, the acceleration of such a fleet renewal will result in a more immediate reduction in emissions and a corresponding rapid improvement in air quality.

Project contact

[email protected]

– Evaluation of the drug driving TV advert


Project website

www.scotland.gov.uk/library5/health/ddtva-00.asp

– Evaluation of the Finnish Rail Administration and the Finnish Road Administration


Project contact

[email protected]

– Experiments regarding safety measures – VMS (variable message signs) - for pedestrians, cyclists and car drivers at their interaction points on main roads in built-up areas and on 50 or 70 km/h roads


Project contact

[email protected]

– Fatal accidents: significance of driver, vehicle and environment related and social factors


Project contact

[email protected]

– Foundations of EU-funding of road-network developments

HU Road infrastructure planning & operation

Project contact

[email protected]

– Fraud and communication: comparative analysis of parking and public transport

FR Road infrastructure use, Public/collective passenger transport by road

Project contact

[email protected]




http://www.scotland.gov.uk/library5/health/ddtva-00.asp










– Free bus in Bergen NO Public/collective passenger transport by road

Project contact

[email protected]

– Freeflow automatic toll collection systems (Feasibility study & hybrid concept)


Project contact

[email protected]

– Freight transport in cities NO Freight transport by road

Project contact

[email protected]

– Freight vehicles characteristics and their effects on the National network of the Country


Project contact

[email protected]

– From vigilance to attention, variation of the problems related to the state of the driver and analysis of their influ-ence on the mechanisms of accidents


Project contact

[email protected]

– Functionality of Passive Remote Identifier in Traffic


Project contact

[email protected]

– Good Practice in Developing an Inter-Agency Approach to Road Safety

UK Road infrastructure planning & operation, Road infrastructure use


www.scotland.gov.uk/Topics/Research/17592/9083 / [email protected]

– Heavy traffic taking into account the winter time driving speeds


Project contact

[email protected]









http://www.scotland.gov.uk/Topics/Research/17592/9083 /







– How to design roads with heavy traffic in cities


Key findings

The report of this project can serve as a guidance for analysis of a street and the role it plays in the urban landscape. It gives a broader understanding of the relationships between traffic and street life by introduc-ing architects and landscape architects in planning and detailed design of streets. The method implies that the street is analysed on four levels: • Specific elements along the street; • the street itself; • the role of the street in relation to its surroundings (neighbourhood); and • the role of the street related to the urban network and traffic.

Policy implications

Evaluations of street enhancement efforts both in smaller urban areas and major cities have concluded that such investments have been successful. The method for analysis and planning which has been developed should be applied to future projects in order to improve the detailed planning and street design.

Project contact

[email protected]

– Identification of traffic management related result objectives

FI Road infrastructure planning & operation, Road infrastructure use

Project contact

[email protected]

– Impact analysis of light traffic promotion


Project contact

[email protected]

– Impacts of Automatic Speed Control on Main Road 51


Project contact

[email protected]

– Implementation study for the develop-ment of road safety improvement programme by use of a driving simulator

GR Road infrastructure use, Road vehicle technology

Project contact

[email protected]












– Implications for Ireland's Road Infrastructure of Heavier European Trucks

IE Road infrastructure planning & operation, Road infrastructure use, Freight transport by road

Project contact

[email protected]

– Importance of feeling safety for attractiveness of different public transport modes


Project contact

[email protected]

– Improved Determination of Pollutants In Highway Runoff - Phase 2


Project website


– Improving the cycling routes in Eastern Helsinki

FI Slow modes

Project contact

[email protected]

– Incentive for loading capacity in city distribution


Project contact

[email protected]

– Increasing walking over short distances

FI Slow modes

Project contact

[email protected]

– Information of border traffic in South-East Finland (Finland and Russia)


Project contact

[email protected]

– Information systems for the support of decisions on the field of safety of road traffic

CZ Road infrastructure use

Project contact

Ing. Hokes, Centrum dopravního výzkumu (CDV), Líšenská 33a, CZ-636 00 Brno, Czech Republic














– Integrating sustainability in logistics planning


Project contact

[email protected]

– Intelligent Compulsion Priority of Emergency Vehicles

FI Road infrastructure use, Road vehicle technology

Project contact

[email protected]

– Intelligent Speed Regulation Systems in Vehicles

FI Road vehicle technology

Project contact

[email protected]

– Intelligent speed Umeå 2002 SE Road infrastructure planning & operation, Road infrastructure use

Project contact

[email protected]

– ISA knowledge base for public transport and works traffic

SE Road infrastructure use, Public/collective passenger transport by road

Project contact

[email protected]

– ITS for efficient road traffic SE Road infrastructure use, Road vehicle technology

Project contact

KTH, Royal Institute of Technology, Institutionen för infrastruktur, Avdelningen för trafik och logistik, Fax +46 8 21 2898

– Knowledge of actors in road safety FR Road infrastructure use

Project contact

[email protected]

– Long term evolution of traffic on conceded (toll) motorways


Project contact

[email protected]














– Long Term Safety & Effectiveness Study – Safety Messages on Variable Message Signs (VMS)


Project contact


– Macro-economic consequences due to variations in appropriated funds for maintenance of the national roads


Project contact

[email protected]

– Management of Work-related Road Safety


Project website

www.scotland.gov.uk/cru/resfinds/drf144.pdf

– Measures for speed control NL Road infrastructure planning & operation, Road infrastructure use



– Methodology and proposal of new road categorization according to regions in Slovenia


Project contact

[email protected]

– Methodology for cost control of ITS applications at European level

SE Road infrastructure planning & operation

Project contact

[email protected]

– Methods for the analysis of the bearing capacity of the components of safety guard rails for the use in road transport

PL Road infrastructure planning & operation

Project contact

Dr. T. Niezgoda, Politechnika Warszawska, Wydział Inżynierii Produkcji; ul. Narbutta 86, PL-02-524 Warszawa

– Mobile phone based parking systems FI Road infrastructure planning & operation

Project contact

[email protected]





http://www.scotland.gov.uk/cru/resfinds/drf144.pdf

http://www.swov.nl/en/zoek/index.htm









– Mobile Phone Positioning for Traffic Data Collection – Pilot Study and Technical Evaluation


Project contact

[email protected]

– Modelling of driving pattern dimensions. How are driving patterns affected by traffic environment


Project contact

[email protected]

– Motorists' speed choice in relation to the geometric properties of the street and the environment


Project contact

[email protected]

– National analysis for accessibility SE Road infrastructure planning & operation, Public/collective passenger transport by road

Project contact

[email protected]

– National database of emission limiting measures


Project contact

[email protected]

– National ISA (Intelligent Speed Adaptation) database

SE Road infrastructure planning & operation, Road vehicle technology

Project contact

[email protected]

– National ISA, research with nationwide coverage Intelligent speed adaptation based on NVDB (National Road Database)

SE Road infrastructure planning & operation, Road vehicle technology

Project contact

[email protected]














– Nenagh By-Pass – Noise Aspects IE Road infrastructure planning & operation

Key results

Noise measurements made on the (former) N7 road through Nenagh indicated a significant reduction in noise levels in the town after the opening of the bypass in the year 2000. The most significant reduction was between the hours of 04:00 and 07:00 on weekdays: this appears to be due to the early morning heavy commercial vehicles on the Dublin-Limerick route.

Policy implications

None

Project contact

[email protected]

– Network Study of Urban Passenger Transport


Key results

This study concluded that if transport demand increases according to expected growth the resulting problems cannot be solved by a pure investment programme. Demand management through pricing measures was however found to be an effective tool to balance the supply and demand. A land use policy that supports the optimal distribution of the transport demand can alleviate the capacity problems of the transport networks and reduces the pressure for investments in infrastructure. Also a view of the stronger emphasis in the near future on park-and-ride and feeder connections to railway and metro stations has been given.

Policy implications

The results have shown that the development of the transport network should be focused on the orbital connections and concentrate on investments that support the development of the land use. Policy implications concerning road networks are that the capacities of orbital routes need to be expanded in addition to the development of the level of service in radial routes.

Project contact

[email protected]

– New Designs for Sustainable Long Life Roads


Project website


– New Materials for Sustainable Long Life Roads


Project website












– New Voice Signal for Traffic Lights FI Road infrastructure planning & operation

Project contact

[email protected]

– Novice drivers and the driving course NL Road infrastructure use



– Opinions of the Finnish Traffic Safety Vision and Catering for Traffic Safety Issues in Two Organisations


Project contact

[email protected]

– Optimal investments (road safety) NL Road infrastructure planning & operation, Road infrastructure use



– Optimisation of road design as function of driver behaviour

IT Road infrastructure planning & operation, Road infrastructure use

Project contact

[email protected]

– Organization, technique and technology of road vehicles emissions measuring and regular technical execution of inspections and their information system

CZ Road infrastructure use

Project contact

Ústav silnicní a mestské dopravy,a.s., Jánský vršek 11, Praha 1, Czech Republic

– Overtaking behaviour and safety on single carriageway roads


Project website


– Parental Attitudes to Road Safety Education


Project website

www.scotland.gov.uk/library5/transport/pars-00.asp







Road infrastructure use – Positive effects of road tolls SE

Project contact

[email protected]

Possibilities of the use of simulation methods for the research of homogeneous and control vehicles equipped with diagnostic on-board systems EOBD/OBDH

PL Road infrastructure planning & operation –

Project contact

Prof. M. Bernhardt, Instytut Transportu Samochodowego; ul. Jagiellońska 80, PL-03 301 Warszawa

Pre-normative investigation, laboratory tests and certification of telematic applications in traffic and land transport

ES Road infrastructure planning & operation –

Project contact

None

Predicting and planning time-varying traffic on road networks using dynamic assignment modelling

IE Road infrastructure planning & operation –

Project contact

[email protected]

Principles of traffic signs and features placed on roads

CZ Road infrastructure planning & operation –

Project contact

Centrum dopravního výzkumu (CDV), Líšenská 33a, CZ-636 00 Brno, Czech Republic

Procedure for Handling Road Users' Feedback on Poor Driving Conditions


–

Project contact

[email protected]

Procurement and regulation of public transport

DK Public/collective passenger transport by road

–

Project website








– Promotion of the use of Advanced Telecommunications Services in the Transport Sector

ES Road infrastructure use

Project contact

[email protected]

– Public transport administration in cases of emergency due to physical or technological danger


Project contact

[email protected]

– Questioning the responsibility of indirect authors: a lever for public decision-makers to take into account transport safety?


Project contact

[email protected]

– Quiet lanes study UK Slow modes

Key results

The objective of this project was to monitor whether the concept of ‘Quiet Lanes’ is successful, or not, in assisting rural authorities wishing to reduce the impact of through traffic or fast traffic on lanes more suitable for pedestrians and horse-riders etc. The Norfolk Quiet Lane Pilot Scheme was implemented in April 2000 and the Kent scheme between March 2000 and May 2001. The project contributes to knowledge in road transport theme including road safety and security, particularly, safety of operation; effects of roads on the environment, particularly, promoting environmentally friendly transport use; and social aspects, particularly, effects of roads on non-users concerning noise, environmental and safety factors. For this project, surveys comprised automatic speed/ flow measurements, manual classified counts, video surveys, focus groups and a number of questionnaire surveys to assess attitudes towards the scheme. • The monitoring of the Norfolk and Kent Quiet Lanes schemes indicates that vehicle flows have

decreased slightly compared to control roads and vehicle speeds have remained largely unchanged. • The numbers of non-motorised users have fluctuated but have not been seen to increase significantly. • Support for the Quiet Lanes initiative is still high in both areas but a high proportion of respondents

thought that it was not working. • The implementation of a single track road with passing places has reduced flows and speeds in one

instance but numbers of non-motorised users have not been seen to increase significantly. Overall the quiet lanes pilot schemes achieved the aims of the project, though did not meet all the expectations of stakeholders involved. The study concluded that greater public relations needed to be undertaken with locals recounting the success of the schemes.

Policy implications

Numerous new quiet lane schemes are underway in the UK and to achieve success, attention needs to be paid to the suitability (particularly busy or higher speed limit roads) to being turned into quiet lanes unless traffic calming is also included in the schemes. Larger signage, whilst appearing intrusive, is essential to







ensure visibility to drivers, especially non-locals. Canvassing the support of the local population and business community is essential, especially to ensure local businesses assist in traffic calming.

Project contact

[email protected]

– Quiet transport: Reduced tyre noise DE Road vehicle technology

Project website

www.fv-leiserverkehr.de

– Recognition of disturbances and increasing level of service in bus transport


Project contact

[email protected]

– Renewal of Finnish Road Administration internet service


Project contact

[email protected]

– Research and training in non-motorised transport

FR Slow modes

Project contact

[email protected]

– Risk factors of road accidents invol-ving trips for professional reasons


Project contact

[email protected]

– Risk-taking at the wheel faced with enforcement and penalties: an incentive-based approach


Project contact

[email protected]

– Road design and criteria for an energy-efficient way of driving


Project contact

[email protected]



http://www-sop.inria.fr/mobivip/




http://members.fortunecity.com/pt_muv/motiv/haupts.htm





Road Pavement Management Systems: A segment-linked optimisation tool

PT Road infrastructure planning & operation –

Project contact

[email protected]

Road Pricing Study IE Road infrastructure planning & operation, Road infrastructure use

–

Project contact

[email protected]

– Road Safety Explorer NL Road infrastructure use



– Road Safety Project in Murmansk City 2003

FI / RU

Road infrastructure use

Project contact

[email protected]

– Road Safety Project in St. Petersburg 2004

FI / RU

Road infrastructure use

Project contact

[email protected]

– Road Traffic and Infrastructure Management


Project contact

[email protected]

– Road traffic delays – development of effect connections


Project contact

[email protected]

– Road transport decision support tool for hazardous materials logistics


Project contact

[email protected]









– Road transport systems in the infor-mation society: monitoring, simulation and dynamic information bases

IT Road infrastructure use, Road infrastructure planning & operation

Key results

The project has investigated an innovative approach for ATIS (Advanced Traveller Information Systems) on road networks. The approach is based on an elastic compliance: travellers update their compliance with the information provided within a more general day-to-day dynamic process, where the compliance depends on the accuracy of the information supplied in the previous days. The project has shown that this new modelling approach allows to reach a better evaluation of ATIS applications. Such a result has been shown, in a first phase of the research, with respect to a simple test-network and through numerical applications. It has been shown that in case of rigid compliance, the presence of ATIS seems to reduce traffic system’s oscillations with respect to the absence of ATIS in an effective way, but that the assumed compliance is only hypothetical and cannot be reached due to the inconsistency of the supplied information. The case of elastic compliance is very different. In this case the traffic system increases its stability in presence of accurate information or, in case of large market penetration of the ATIS system, in the case where inaccuracy is limited to small values. In a second phase of the project, the results have been generalised, via theoretical speculations, for general networks. The analysis shows that, in case of accurate information strategies and in case of a correct simulation model, which explicitly simulate compliance elasticity with respect to information accuracy, the stability region of the equilibrium condition of the dynamic process monotonically increases with increasing market penetration. This is a desired result for ATIS applications and contradicts some common results that, incorrectly, have shown instability phenomena in case of increasing ATIS market penetration. Such a major difference is due to the lack of other models to explicitly simulate compliance to information and to the fact that most of the previous models do not deal with accurate information.

Policy implications

Information and communication technologies (ICT) applied to transportation are a challenging and interesting field of research and application development. This can lead to a more efficient use of existing transportation infrastructures and systems, according to several sustainability paradigms. However, at least in the field of ATIS (Advanced Traveller Information Systems), the research and application needs are not only of technological nature. Transportation and Traffic modelling aspects are of crucial importance and should be deeper investigated in theoretical ways and carefully implemented in operative applications. In the case that ATIS applications were not based on solid theoretical foundations, they could likely lead to traffic system instability. It should be important to promote actions at international level in order to assess good practice and methodologies for the study of ATIS applications.

Project contact

[email protected]

– Roads state analysis and update of long-term development programme for state roads


Project contact

[email protected]







Slow modes – Rollerblading: a mode of transport and urban recreational activity

FR

Project contact

[email protected]

– Road infrastructure use Route choice in a road network NL



– Road infrastructure use, Public/collective passenger transport by road

Rural Transport Study - Kerry, Laois, Westmeath, Mayo

IE

Project contact

[email protected]

– Road infrastructure use, Road vehicle technology

Safety of children in road traffic in connection with child safety equipment

CZ

Project contact


– Road infrastructure use Seat Belt Wearing in Scotland: A Second Study on Compliance

UK

Project website

www.scotland.gov.uk/library5/transport/sbws-00.asp

– Road infrastructure planning & operation, Road infrastructure use

Secondary effects of driver information on traffic control strategies

UK

Project website


– Road infrastructure use Short-term Prediction of Travel Time on main roads

FI

Project contact

[email protected]

– Road infrastructure use Simulation and experimental research for the determination of the analytical precision of selected pre-accident situations in road traffic

PL

Project contact

Dr. M. Guzek; Politechnika Warszawska, Wydzial Transportu; ul. Koszykowa 75, PL-00-662 Warszawa







– Social development and road safety FR Road infrastructure use

Project contact

[email protected]

– Socio-economic evaluation of freight traffic decantation from highways to parallel state roads

SI Freight transport by road

Key findings

For three motorway corridors in Slovenia studied, and the parallel state and regional roads, the increase in road user and road rehabilitation costs and the reduced toll revenue (following the ending of restrictions on through heavy traffic using state roads where parallel toll motorways exist) were calculated. Also the external effects of increased traffic were quantified (emissions, noise and traffic accidents). Depending on the corridor, between 88 and 182 HGVs (Heavy Goods Vehicles) per day used the parallel roads in preference to the (tolled) motorway. The increase of the external impacts of traffic was determined on a quantitative basis. Emissions of CO2, NOx, VOC and SO2 were evaluated. The most significant increase of emissions since the ending of the restriction on vehicles diverting from the motorway to state roads was over 50%, whereas the increase on two other routes was 15% on average. Furthermore, the increase of emissions on previously less loaded individual sections, is significantly higher. The increase in noise pollution due to additional diversion of heavy vehicles from motorways to parallel state roads is relatively small. A higher level of noise pollution was found on only one road section. According to estimations the diversion of heavy vehicles to state roads in the next 20 years could result in 3 to 5 more traffic accidents per km on bypass roads if compared to the situation with no diversion of heavy vehicles to state roads.

Policy implications

The results of research have shown that the driving restrictions of HGVs on regional roads, where parallel motorways exist, were justified. With an abolishment of this restriction, the efficiency of the traffic system has worsened, environmental emissions have increased, and the abolishment of the restriction has not been in accordance with efforts to shift freight traffic towards rail transport. Because of the construction of new motorway sections as well as re-routing and increase in traffic flows, it would be necessary to again analyse the existing road network and determine restrictions for heavy vehicles on those parallel regional road sections, where the diversion of heavy vehicles and all related negative impacts are significant.

Project contact


– Special characteristics of traffic accidents in the city of Pori


Project contact

[email protected]

– Road infrastructure use Speed and seatbelt wearing surveys IE

Project contact

[email protected]







Road infrastructure use – Speed restriction in a population centre – calculation of road safety results

SE

Project contact

University of Lund, Institutionen för Teknik och samhälle, Avdeleningen för trafikteknik, Fax: +46 4612 3272

– Road infrastructure use Spreading of metal and particles in different road environments

SE

Project contact

[email protected]

– Road infrastructure use Statistical Study of Accidents at Roadworks

UK

Project website


– Road infrastructure use Statistics and expertise on road safety. A comparison between France and the USA

FR

Project contact

[email protected]

– Slow modes Study of Separation of Cyclists and Pedestrians

UK

Project contact


– Road infrastructure use, Freight transport by road

Study of Traffic Accidents Involving Goods Vehicles

UK

Project website


– Road infrastructure planning & operation, Road infrastructure use

Synergy effects of management means to decrease pressure on road traffic in cities

SE

Project contact

[email protected]

– Road infrastructure use System Faults in Accidents of Heavy Transport

FI

Project contact

[email protected]







Road infrastructure planning & operation – Systems Architecture for ITS in Sweden - Stage 2

SE

Project contact

[email protected]

– Taking on responsibility for road safety at local level: survey of actors and tools


Project contact

[email protected]

– Technological innovations and risk-taking at the wheel


Project contact

[email protected]

– Road infrastructure use The effect of Road Appearance on Perceived Safe Speed Limits

UK

Project website


Road infrastructure use – The consequences for regional development - bridge over Öresund

SE

Project contact

[email protected]

Road infrastructure use – The French and British regulatory regimes for road safety: priority to speed

FR

Project contact

[email protected]

Road infrastructure use, Public/collective passenger transport by road

– The future of car sharing in Germany DE

Project website / contact

www.mobev.de / [email protected]







– The long-term effects of hands free legislation on mobile phone use


Key findings

About half of drivers in Finland (48%) owned a hands free device in the spring of 2004. The share had not increased since the post-legislation situation. Still, the dominant share (80%) of drivers wear an earbud model. The legislation has significantly decreased the use of phone in the car. Immediately after the act banning the use of hand-held mobile phones at the wheel entered into force, in 2003, the share of those drivers who do not, according to their own testimony, use the phone at all while driving, increased from 41% to 43%. Especially the random users of the mobile phone have stopped talking on the phone while driving. Those drivers using their mobile phone regularly while driving report rather enduring phone usage, despite the new legislation. Immediately after the act entered into force, the share of those drivers who reported that they are holding the phone in their hands while driving decreased from 56% to 15%. By the spring of 2004, the share had risen to 20%, which is statistically significant. The legislative shift has not decreased dangerous traffic situations – reported by drivers – which are related to mobile phone use. Neither have there been any changes in the profile of the dangerous situations. The most common dangerous situation is the failure to observe other traffic. The use of hands free devices has affected talking in such a manner that drivers now talk with their friends on the phone while driving more than previously. Those using a hands free device have estimated that they are promoting the cause of safety with the phone use more frequently than drivers who talk without a hands-free. The attitude towards the use of mobile phones in the car has changed. The majority of the drivers still feel that the drivers should only be allowed the use of a hands-free equipped phone while driving. The share of drivers subscribing to this view has, however, dropped. At the same time the share of those drivers who feel that one should be allowed to hold the phone in one’s hand while driving has increased.

Policy implications

Based on the studies conducted so far, it is too early to draw any final conclusions regarding the safety effects of hands-free devices.

Project contact

[email protected]

– The promotion of walking and cycling on village roads

FI Slow modes

Key findings

This project provided a publication which presents methods to mark the arrival at a village and measures for traffic calming and improving the conditions for walking and cycling. Arrival in a village can be indicated through landscape design, vegetation, the built environment, traffic signs, lighting and various other installations and devices. Along with speed limits, measures to slow traffic include road layout and horizontal deflections, a village garden and the use of speed humps and rumble strips in the roadway. Walking and cycling can be promoted by providing a separate pedestrian and bicycle path or separate pedestrian and cycling areas, by building footpaths, and by modifying road shoulders. Alignment of the road and linking it to the surrounding buildings is especially significant in locations of high landscape value and in cultural environments. In addition to the traditional road design process, some other models for the design and implementation of road projects are presented, as well as routine and periodical maintenance phases. Maintenance often







has a significant effect on the implementation costs and schedule of the project.

Policy implications

None

Project contact

[email protected]

– The Room of Fear II - Women's experiences and the solutions of physical planning

SE Road infrastructure planning & operation , Road infrastructure use

Project contact

[email protected]

– The Sense of the Road FR Road infrastructure use

Project contact

[email protected]

– Theoretical models and experimental analyses for improved active and passive safety of two wheeled vehicles

IT Road infrastructure use, Slow modes

Project contact

[email protected]

– Traffic Information Highway UK Road infrastructure planning & operation, Road infrastructure use

Project website


– Traffic management using VMS in the Kent Corridor


Project website


– Transaction costs, key player strategies and operator efficiency in urban passenger transport


Project contact

[email protected]

– Transport concepts for the future DK Road infrastructure planning & operation

Project website

www.teknologisk.dk/transport/9952







– Transport informatics for increased co-operation between parties in a freight flow


Project contact

[email protected]

– Trial of Abnormal Loads (Abnormal Loads System Trial)

UK Road infrastructure planning & operation, Road infrastructure use

Project website


– Trials of Renewable Energy Generation in Highway Situations


Project website


– TMC (Traffic Message Channel) in Sweden – state-of-the-art and development needs

SE Road infrastructure planning & operation

Project contact

[email protected]

– Urban roads – a heritage to be rehabilitated? Why and how? The experience of Nantes

FR Road infrastructure planning & operation

Project contact

[email protected]

– Use of retro-reflective materials for permanent signs


Project website


– Variations of the national roads net economic value as a function of time


Project contact

[email protected]

– Vehicle recovery at roadworks UK Road infrastructure planning & operation

Project website
















– Vibrations in cable-stayed bridges PT Road infrastructure planning & operation

Project contact

Elsa de Sá Caetano - Civil Engineering School (FEUP), Porto University. Tel: +351 225 081 901; Fax: +351 225 081 446

– Walking statistics / Walking seminar NO Slow modes

Project contact

[email protected]

– What new aspects for knowledge production on road safety improvement? Road safety as knowledge and as practice: a socio-technical approach based on the conurbation of Paris


Project contact

[email protected]

– Winter cycling – motives, obstacles and health effects

FI Slow modes

Project contact

[email protected]

– Young Driver Accidents 2001 IE Road infrastructure use

Project contact

[email protected]








Annex II: General information on the Transport Research Knowledge Centre and analysis process used

The Knowledge Centre's background

The EXTR@Web project – Exploitation of Transport Research Results via the Web – attempts to collect, structure, analyse and disseminate transport research results, covering not only EU supported but also nationally financed research in the European Research Area (ERA), as well as selected global transport RTD programmes and projects. The EXTR@Web consortium has brought together eight main contractors to combine strong and in-depth technical knowledge of transport technology and of EU and national transport RTD programmes with solid communication and dissemination experience. The current project's direct predecessor, EXTRA (a Fourth Framework Programme Transport RTD project), co-ordinated dissemination activities on the European level for the first time. While FP4 addressed transport research on a mode-by-mode basis, the current Fifth Framework Programme (FP5) focuses on generic themes that consequently reflect transport policy objectives. The EXTR@Web project will provide support to research at European and national levels by building up and promoting an electronic hub. The key objectives are: • To establish a comprehensive web-based Knowledge Centre, providing structured and

timely access to both detailed and user-oriented summary information on transport research programmes and their results across Europe;

• to provide an electronic hub for inter-connecting European and national programmes and individual networks concerned with transport research into an easily navigable European network;

• to establish a common best practice scheme for the structure and content of the reporting of transport research results;

• to provide high-quality analytical outputs that are structured and tailored according to the type of stakeholder and medium; and

• to raise awareness of the new service, the implications of emerging results, and the wider opportunities under national research programmes across Europe as a whole.

EXTR@Web will provide a comprehensive pool of programme, project and results related information to users, principally in electronic format via the Internet. The approach is based on three main strokes of work covering: • Monitoring, analysis and information preparation; • website and electronic news service, the principal dissemination channels; and • management of knowledge transfer, including dissemination by non-electronic means,

and also the maintenance of a contact database and e-mail enquiry service and evaluation of the performance of EXTR@Web.




Definition of transport research

For inclusion into the Transport Research Knowledge Centre, Transport research programmes and projects have to be within the definition of research and transport simultaneously. This will define the eligibility of projects.

Definition of research

General OECD definition: “Creative work undertaken on a systematic basis in order to increase the stock of knowledge, including knowledge of humanity, culture and society, and the use of this stock of knowledge to devise new applications.” Additional transport research criteria: • Targeted – in line with transport policy aims, strategies and processes to solve the

inherent problems for society. • Accessible – a public activity, open to scrutiny by peers. • Transferable – useful beyond the specific research project, applicable in principle to

other researchers and research contexts as well as decision-makers in policy, industry and science.

Definition of transport

In order to clarify expectations from the Transport Research Knowledge Centre, and to en-sure a common understanding of important terms, the Programme Analysis Group of EXTR@Web has come up with the following definition of transport. • Transport is the means by which a person or material of any kind is passed from its

origin to its destination. • Transport comprises:

• the transport users: passenger, business, freight; • the transport vehicles (full life cycle issues); • the transport infrastructure (full life cycle issues); • the transport system: the interaction of users, vehicles and infrastructure; • the impacts of transport: contribution to objectives, and hence to overall sustainabil-

ity; and • the transport tools: methods and instruments to help ensure an effective contribu-

tion to the objectives.




Three levels of analysis

Project level analysis

For European, national and international projects the following harmonized process was agreed: • For each eligible project, the project co-ordinator will be requested to draft a Project

Profile; • the EXTR@Web consortium identifies, for each project all relevant themes (typically

up to five), and provides the project linkage; • for each eligible project, the project co-ordinator will be requested to draft the other

elements of the reporting scheme – Progress Summary and Result Summary – due to the project progress and provides the final report;

• projects with highest relevance and best available final results will be selected for analysis;

• for every such relevant theme within each project a short and concise paragraph – structured with bullet points as appropriate – will be written to present the key findings of the project in relation to the objectives of the theme; and

• this information will be searchable on the Knowledge Centre website.

Thematic analysis

The thematic analysis has been exploiting existing project level analysis. The consolidated project wise findings have been structured and analysed along 30 themes, which are fixed for the project life time and fed into annual Thematic Research Summaries and Annual Compendia. However, for reporting purposes Thematic Research Summaries have been limited to 28 volumes (cf. Chapter 1). The sequence of outputs has been comprising an explanation of the overall structure, and regular reports treating national, European and international research in a comprehensive way. Deliverable

number Title Release date

(final version)

D2.A "Thematic structure and definitions – all themes" August 2006 D2.B "European, national and international project database" July 2006 D2.C "First annual thematic research summary"; 30 vol. December 2004D2.D "Second annual thematic research summary"; 10 vol. March 2006 D2.E "Third annual thematic research summary"; 28 vol. August 2006

Table: The sequence of deliverables

Policy level analysis

Whilst the 30 themes are fixed, this type of analysis should give the flexibility to provide in-formation on ad hoc policy priorities. Hence, policy level analysis will synthesize key find-ings of projects across combinations of themes. As an output, policy brochures shall be prepared depending on ad hoc requirements by DG TREN or by the high-level Advisory Group (AG).




Annex III: Editorial team for Thematic Research Summaries

Please note that – in principle – all EXTR@Web partners and sub-contractors will be con-tributing to a particular Thematic Research Summary because all project level findings that are of some relevance to one of the 28 (30) individual themes are presented in the com-prehensive format of these papers. The following summary of authors and peer reviewers is presented in alphabetical order while the main author of this paper is given on page i of the document. Fabien Dreveton, ISIS; France Mr Dreveton has an electrical engineering post-MSc degree, an MBA and over 8 years ex-perience in Intelligent Transport Systems for road transport. He has been a senior engi-neer with ISIS since 2001, specialising in traffic control, motorway management, ITS stan-dards development process and system architecture.

Co-author: Road Transport Prof J Augusto Felício, Neptune – CEGE/ISEG; Portugal Professor Felício, holding a PhD in management, is teaching graduate and post-graduate courses such as ‘Maritime transport and port management’ and ‘Land transport and logis-tic management’ at ISEG, School of Economics and Management (Technical University of Lisbon). His activities include participation in transport research where he has published several related articles and books.

Main author: Waterborne Transport, Intelligent Transport Systems Peer review: Efficiency, Vehicle Technology

Dr Paul E Firmin, Institute for Transport Studies, University of Leeds (ITS); UK Dr Firmin has 30 years of experience in transport planning and engineering, including local authority, consultancy and academia. His research specialities are: traffic management, transport survey design & analysis, traveller information systems; driver route choice be-haviour and transport telematics. He is currently the MSc(Eng) degree programme leader and international student adviser at ITS, University of Leeds. He teaches computing skills and traffic management, and supervises student dissertation projects.

Main author: Information and Awareness Peer review: Safety and Security

Dr Nils Gendner, Neptune – University of Bremen, ISL; Germany Dr Gendner has been working for more than four years at the University of Bremen, Insti-tute of Shipping Economics and Logistics. His main topics include the analysis of proc-esses, functions and data flows in shipping and within the rail sector. He contributes to on-going efforts in intermodality by participating in several projects dealing with intermodal concepts and developments.

Main author: Intermodal Transport, Integration Peer review: Financing Tools, Pricing and Taxation




Wolfgang Helmreich, Industrieanlagen-Betriebsgesellschaft mbH (IABG); Germany Mr Helmreich is a civil engineer from the Technical University of Munich. He has more than 15 years experience with transport planning and infrastructure design in the rail, road and air sector, and sound knowledge of vehicle technologies. His expertise also includes pro-ject management, web publishing and dissemination skills. He joined IABG in 1999 as a senior transport consultant after working as project manager at several German engineer-ing companies. He is principal editor of all Thematic Research Summaries.

Main author: Air Transport, User Aspects, Safety and Security Peer review: Regional Transport, Rail Transport, Waterborne Transport, Environ-

mental Aspects, Land Use Planning Cristina I Ivan, Group of Independent Experts Ltd (GIE); Romania Ms Ivan has a law degree and has graduated a Master course in project management. Ever since 1998 she has participated in various projects financed by international donors in Romania. The main areas of her expertise cover: project management, legal approxima-tion of the EU acquis & drafting of environmental legislation, as well as the carrying out of awareness raising and dissemination activities, including those for the transport sector.

Main author: EU Accession Issues Peer review: Economic Aspects, User Aspects, Transport Management

Dr Ann Jopson, Institute for Transport Studies, University of Leeds (ITS); UK Dr Jopson is a Research Fellow whose main interests and expertise lie in the areas of travel behaviour psychology, transport marketing and urban transport planning and policy, with particular emphasis on travel demand management through attitudinal and behav-ioural measures. Her PhD thesis was based on the role of psychology in reducing car use.

Main author: Environmental Aspects Peer review: Rural Transport

Dimitris Koryzis, Systema; Greece Mr Koryzis is a production & management engineer from the Technical University of Crete and holds an MSc in Decision Sciences from Athens University of Economics & Business. He has more than 8 years experience as technical and managerial consultant for 30 Euro-pean programmes in the transport sector (road, maritime and intermodal) as well as in re-search and innovation technology EC projects.

Co-author: Pricing, Taxation and Financing Tools Peer review: Integration

Ulrich Leiss, Industrieanlagen-Betriebsgesellschaft mbH (IABG); Germany Mr Leiss is an aerospace engineer from the Technical University of Munich. His profes-sional career includes 24 years experience with research, technical analyses, monitoring and managing national and European projects and programmes. These activities cover the areas aerospace, transport, energy and new technologies.

Main author: Other Modes, Vehicle Technology Bryan Matthews, Institute for Transport Studies, University of Leeds (ITS); UK Mr Matthews has 9 years experience of transport research and project management in both consultancy and university settings. His research expertise is in transport policy analysis and transport economics. He has worked on a number of EU, UK DfT and Re-search Council projects. He also contributes to teaching activities, lecturing on Air Trans-port Systems and supervising student projects.

Main author: Rail Transport Peer review: Air Transport




Prof Anthony D May, Institute for Transport Studies, University of Leeds (ITS); UK Professor May has over 35 years' experience in transport planning and traffic engineering. He has been a professor at Leeds since 1977, and has served as Head of the Department of Civil Engineering, Dean of the Faculty of Engineering, Pro-Vice Chancellor for Research and Director of the Institute for Transport Studies. He also has practical experience with the MVA consultancy and the GLC in London. His research specialities include: land use planning, traffic management, road pricing, sustainable urban transport, integrated trans-port and environmental impacts of transport.

Supervision of entire process of thematic reviews Batool Menaz, Institute for Transport Studies, University of Leeds (ITS); UK Ms Menaz is a transport economist from the University of Leeds. She has been involved in a number of various projects including research into transport pricing reform issues in air, road and rail for the IMPRINT-Europe thematic network project, and research for the UK Rail Research Centre looking at the alternative visions for the future of the British rail sys-tem.

Main author: Regulation/Deregulation Co-author: Passenger Transport, Equity and Accessibility, Land Use Planning Peer review: Road Transport

Christina Paschalidou, Systema; Greece Ms Paschalidou is a transportation engineer from Aristotle University (Thessaloniki), with a MSc in Urban and Regional Transport from Laboratory of Transport Economics in Lyon. Her field of interest is transport planning and engineering, EU and national transport poli-cies, sustainability issues and research. She joined Systema in 2005, while her previous experience includes an internship in ISIS, traffic studies elaborated individually and re-search activities in the Aristotle University.

Main author: Transport Management Peer review: Information and Awareness

Ignacio Rada Cotera, Neptune – IkerConsulting; Spain Mr Rada Cotera is a lawyer from Deusto University in Bilbao, holding a diploma and certifi-cate of European studies from Deusto and Saarland Universities, respectively. He has been working on EU projects since 2000. His main expertise is European commercial and regional policy, maritime transport and port affairs, legal aspects of international economic relations, urban planning, regional benchmarking and development.

Main author: Regional Transport Marco Valerio Salucci, Università di Roma "La Sapienza", DITS; Italy Mr Salucci holds a degree in mechanical engineering from the University of Rome “La Sa-pienza”. His past research experience has focused on computer modelling of the opera-tions of freight terminals and automatic passenger transport systems, the latter being car-ried out within EC funded research projects. His current research for a doctorate is in the area of transhipment and information and communication technologies for intermodal freight transport.

Co-author: Freight Transport, Urban Transport, Rural Transport, Efficiency, Decision-support Tools

Peer review: Intermodal Transport




Dr Karsten Seidel, Neptune – European Networks and Cooperation; Belgium/Germany Dr Seidel has graduated as economist and holds a PhD from the University of Bremen. He has been working on EU projects since 1988. His main expertise is in European industrial and regional policy, telecommunication research projects, maritime transport and port af-fairs, evaluation of technical aid, urban planning, regional benchmarking development.

Co-author: Regional Transport Dr Paolo Delle Site, Università di Roma "La Sapienza", DITS; Italy Dr Delle Site holds an PhD, and is a senior research fellow at DITS, Transport Area, Uni-versity of Rome “La Sapienza”. He combines professional experience with research activi-ties, the latter mainly being carried out within EC funded research projects. Related activi-ties comprise urban transport planning, urban public transport design, transport project as-sessment, and policy analysis. His teaching activities include courses in transport plan-ning. Furthermore, he is author of papers in Transportation Research Part A – Policy and Practice and in the European Journal of Transport and Infrastructure Research.

Co-author: Freight Transport, Urban Transport, Rural Transport, Economic Aspects, Infrastructure Provision, Pricing, Taxation and Financing Tools

Peer review: EU Accession Issues, Intelligent Transport Systems, Regulation/ Deregulation

Damian Stantchev, Institute for Transport Studies, University of Leeds (ITS); UK Mr Stantchev holds a degree in Economics and Trade from Varna University of Economics in Bulgaria and an MA in Political Science from the Central European University in Hun-gary. His early research experience was in the area of small business development in transitional economies of Central and Eastern Europe. Damian has also contributed to an extensive report on the role of the logistics and transportation sector in society for the Lo-gistics & Transportation Corporate Citizenship Initiative of the World Economic Forum. His research for a doctorate examines the role of logistics in enhancing the competitiveness of the regional economy and encompasses all aspects of original research and data collec-tion including the design, conduct and analyses of large scale surveys as well as the col-lection of commercial data and development of case studies.

Main author: Passenger Transport, Land Use Planning, Equity and Accessibility Peer review: Freight Transport

Andrew Winder, ISIS; France Mr Winder is a transport planner with a BSc in transport management (Aston University, England) and over 15 years experience in consultancies and public transport authorities covering transport planning and policy, particularly at UK, French and Europe-wide levels. Since 1998 he has been a senior engineer at ISIS, responsible for a wide range of Euro-pean projects focusing primarily on Trans-European Networks, ITS for road traffic man-agement, urban and regional public transport and EU enlargement aspects.

Main author: Road Transport Peer review: Passenger Transport, Urban Transport, Other Modes, Equity and Acces-

sibility, Infrastructure Provision




Ard Wolthuis, Università di Roma "La Sapienza", DITS; Italy Ard Wolthuis graduated in Science & Innovation Management, in the field of Transport and Mobility, from the University of Utrecht. He has been involved in transport projects and analysed socio-economic, environmental, political and legal aspects, such as the Phileas project, the Fokker bankruptcy, and innovation policy of companies in the Netherlands. Has participated in a European project on innovation in urban public transport systems. Since spring 2005 has joined DITS as a research fellow. His main areas of activities are policy analysis and dissemination of research results.

Co-author: Efficiency, Decision-support Tools Dr Zhaomin Zhang, ANAST – University of Liege, Neptune; Belgium Dr Zhang has got the university degrees of Civil Engineering, Mechanical and Marine En-gineering; Master of Transportation Sciences and Doctor of Philosophy. He is a senior en-gineer and led the important projects related to the "Establishment of a mathematical traffic model on the Belgian waterway network" (Belgian national research program "Transport and mobility"), the project called "On computerisation and management in real-time of op-erations relating to the exploitation of fluvial traffic to organise the waterway transport", Bel-gian Regional Ministry of Public Works) and the Project related to the development of a transport cost model in the inland navigation sector. He has also been involved in numer-ous simulation and operation research activities.

Peer review: Decision-support Tools



Road transport: Third Annual Thematic Research Summary (D2 ...

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