Denna rapport ar en sammanfattning av resultaten fran EU-projektet SAFEWAY2SCHOOL, som bedrivits ... more Denna rapport ar en sammanfattning av resultaten fran EU-projektet SAFEWAY2SCHOOL, som bedrivits inom 7:e ramprogrammet under aren 2009 till och med augusti 2012. Rapporten ar sarskilt inriktad pa ...
This study aimed to test whether the present law about school transportation traffic sign leads t... more This study aimed to test whether the present law about school transportation traffic sign leads to enhanced traffic safety, measured as adjustment of traffic behaviour from fellow road users. The fellow road users' behaviour on roads with 50 km/h and 70 km/h was compared in meetings with school buses boarding/alighting in real traffic. Three different types of signingwere tested: - without any sign, - with the school transportation trafficsign only, - with the school transportation traffic sign equipped with blinking lights. The fellow road users' behaviour was measured by their speed, lateral position and fixation patterns on the buses. In order to further explore the observed driver behaviour, self reported behaviour data and experiences from the study were gathered. The study was semi experimental and involved data from 24 randomly selected drivers. The study showed that the present school transportation traffic sign does not affect road user behaviour. Only when it is combined with blinking lights it affected the drivers' behaviour. On 70 km/h roads, the average speed decreased by approximately 9 km/h as an effect of the blinking lights. On 50 km/h roads the corresponding decrease was significantly lower and only found in the nearby areas of the busses. Lateral position was not affected by any of the school transportation traffic sign conditions. The blinking lights made the drivers visually, foveally aware and at the same time these fixations on the blinking lights did not prevent fixations on other important objects, such as the bus driver. The study recommended that future school transportation signs should have blinking lights, a finding also confirmed by the drivers' self reported acceptance for such a system. The sign should be in another format and with another type of icon than that currently used,whichin turn requires more research. This document is also available electronically via Internet at URL: http://www.vti.se/EPiBrowser/Publikationer/R516.pdf
In order to reduce the number of fatigue related accidents and to identify countermeasures that w... more In order to reduce the number of fatigue related accidents and to identify countermeasures that will be widely accepted by the drivers, it is necessary to consider the drivers' point of view. Understanding the drivers' experiences and conception of the dangers due to driver fatigue is necessary when trying to find effective actions that stand a good chance of being accepted by the drivers. The main objective of this study was to increase knowledge about what information drivers need to: - recognise the feeling of being fatigued; - realise the danger of driving while fatigued; - encourage fatigued drivers to take a break. A questionnaire was constructed on the basis of three discussions with focus groups; one with young drivers, one with professional drivers and one with commuters, and sent out to a random sample of 3,000 car owners in Sweden. The questionnaires were distributed during the winter 2002/2003. The response rate was approximately 62 percent. The results indicated that the drivers were aware of the sensation of fatigue. Furthermore, the results indicated that drivers underestimated the risk of driving fatigue and overestimated their own ability to manage the situation. The use of countermeasures differed between the driver groups. Young drivers seem to have a lack of knowledge concerning lasting countermeasures. They turned on the radio or increased the volume of the radio or asked passengers to talk with them. Older drivers seem to be more in favour of taking a break for a nap. Among the respondents, 55 drivers reported that they had been involved in at least one fatigue related accident during the last ten years. The difference between drivers who had been involved in a fatigue related accident and those who had not, indicated e.g. that those involved in accidents rated their capability of fighting fatigue while driving lower than the others. (A) This report is also available electronically via Internet at http://www.vti.se/pdf/reports/R498.pdf
Bus drivers often have irregular working hours like split shifts and their work involve high leve... more Bus drivers often have irregular working hours like split shifts and their work involve high levels of stress. These factors can lead to severe sleepiness and dangerous driving. The purpose of this study is to highlight how split shifts affect sleepiness and performance during afternoon drive. The study is an experiment on real road with an equipped bus driven by professional bus drivers. The study design is a within subject design and the 18 professional bus drivers (9 males and 9 females) drove twice during afternoon; once after a day with bus driving in the morning and once after a day when they had been off duty the whole day. The hypotheses was that split shifts contribute to sleepiness during afternoon, which together can result in increased safety risks. The overall results support this hypotheses. In total five out of 18 drivers reached levels of severe sleepiness (Karolinska Sleepiness Scale ≥ 8) with an average increase in KSS of 1,94 driving in the afternoon the day that preceded with bus driving in the morning compared to the day off duty in the morning, an increase corresponding to the levels of shift workers comparing start and end of a night shift. The Psychomotor Vigilance Task showed significant increased Response Time with split shift (afternoon: 0.337s; split shift 0.347s), so did also the EEG based KDS mean/max. Blink duration also increased, even though the difference was not significant. One driver fell asleep during the drive. In addition, 12 of the 18 bus drivers reported that they in their daily work had to fight to stay awake while driving the bus at least 2-4 times per month. Even though the study showed significant induvial differences, it is clear that the bus drivers had to fight to stay awake and countermeasures are needed in order to guarantee safe driving under split shift schedules.
Transport Research Arena (TRA) 5th Conference: Transport Solutions from Research to DeploymentEuropean CommissionConference of European Directors of Roads (CEDR)European Road Transport Research Advisory Council (ERTRAC)WATERBORNEᵀᴾEuropean Rail Research Advisory Council (ERRAC)Institut Francais d..., Apr 1, 2014
In the European Union (EU) project SAFEWAY2SCHOOL (SW2S) technologies, tools and services have be... more In the European Union (EU) project SAFEWAY2SCHOOL (SW2S) technologies, tools and services have been developed and tested in order to improve the degree of routine and to increase safety and security for children going by bus to and from school. A holistic approach and the degree of benefit for the children has been the main focus throughout the work. Policies and recommendations play an important role and there was a need to enlighten existing regulations or recommendations regarding children’s school transport. In line with this the aim with this work was to generate a selection of proposals on regulations, relevant to improve safety and security, during school transportation.The result showed the highest acceptance for three proposals: School Travel Plans, sign at all bus stops and improved driver education. These proposals were supported by the experts in Europe and by the SAFEWAY2SCHOOL consortium and recommended to be in focus for further development at a European, national or local level in order to improve safety and security during school transportation.
16th ITS World Congress and Exhibition on Intelligent Transport Systems and ServicesITS AmericaERTICOITS Japan, 2009
In order to increase the safety for children, with help of a higher degree of control and routine... more In order to increase the safety for children, with help of a higher degree of control and routine during school transportation, two buses were equipped with technical safety solutions and a driver support system installed on board. The software was focusing on route guidance, information about bus stops, children entering and exiting, but also on special information about children given by their parents. Communication with the system was solved by children wearing a tag that transmit information to the bus unit, making it possible for the system and the driver to know if the child is on their way to the bus. The tag was also connected to a bus stop unit, warning passing drivers.
Syftet med studien har varit att belysa omfattningen av baltesanvandningen idag, omfattningen av ... more Syftet med studien har varit att belysa omfattningen av baltesanvandningen idag, omfattningen av information om att balte ska anvandas och att forsta resenarernas incitament att anvanda balte, och ...
Automated shuttles are already seeing deployment in many places across the world and have the pot... more Automated shuttles are already seeing deployment in many places across the world and have the potential to transform public mobility to be safer and more accessible. During the current transition phase from fully manual vehicles toward higher degrees of automation and resulting mixed traffic, there is a heightened need for additional communication or external indicators to comprehend automated vehicle actions for other road users. In this work, we present and discuss the results from seven studies (three preparatory and four main studies) conducted in three European countries aimed at investigating and providing a variety of such external communication solutions to facilitate the exchange of information between automated shuttles and other motorized and non-motorized road users.
Denna rapport ar en sammanfattning av resultaten fran EU-projektet SAFEWAY2SCHOOL, som bedrivits ... more Denna rapport ar en sammanfattning av resultaten fran EU-projektet SAFEWAY2SCHOOL, som bedrivits inom 7:e ramprogrammet under aren 2009 till och med augusti 2012. Rapporten ar sarskilt inriktad pa ...
This study aimed to test whether the present law about school transportation traffic sign leads t... more This study aimed to test whether the present law about school transportation traffic sign leads to enhanced traffic safety, measured as adjustment of traffic behaviour from fellow road users. The fellow road users' behaviour on roads with 50 km/h and 70 km/h was compared in meetings with school buses boarding/alighting in real traffic. Three different types of signingwere tested: - without any sign, - with the school transportation trafficsign only, - with the school transportation traffic sign equipped with blinking lights. The fellow road users' behaviour was measured by their speed, lateral position and fixation patterns on the buses. In order to further explore the observed driver behaviour, self reported behaviour data and experiences from the study were gathered. The study was semi experimental and involved data from 24 randomly selected drivers. The study showed that the present school transportation traffic sign does not affect road user behaviour. Only when it is combined with blinking lights it affected the drivers' behaviour. On 70 km/h roads, the average speed decreased by approximately 9 km/h as an effect of the blinking lights. On 50 km/h roads the corresponding decrease was significantly lower and only found in the nearby areas of the busses. Lateral position was not affected by any of the school transportation traffic sign conditions. The blinking lights made the drivers visually, foveally aware and at the same time these fixations on the blinking lights did not prevent fixations on other important objects, such as the bus driver. The study recommended that future school transportation signs should have blinking lights, a finding also confirmed by the drivers' self reported acceptance for such a system. The sign should be in another format and with another type of icon than that currently used,whichin turn requires more research. This document is also available electronically via Internet at URL: http://www.vti.se/EPiBrowser/Publikationer/R516.pdf
In order to reduce the number of fatigue related accidents and to identify countermeasures that w... more In order to reduce the number of fatigue related accidents and to identify countermeasures that will be widely accepted by the drivers, it is necessary to consider the drivers' point of view. Understanding the drivers' experiences and conception of the dangers due to driver fatigue is necessary when trying to find effective actions that stand a good chance of being accepted by the drivers. The main objective of this study was to increase knowledge about what information drivers need to: - recognise the feeling of being fatigued; - realise the danger of driving while fatigued; - encourage fatigued drivers to take a break. A questionnaire was constructed on the basis of three discussions with focus groups; one with young drivers, one with professional drivers and one with commuters, and sent out to a random sample of 3,000 car owners in Sweden. The questionnaires were distributed during the winter 2002/2003. The response rate was approximately 62 percent. The results indicated that the drivers were aware of the sensation of fatigue. Furthermore, the results indicated that drivers underestimated the risk of driving fatigue and overestimated their own ability to manage the situation. The use of countermeasures differed between the driver groups. Young drivers seem to have a lack of knowledge concerning lasting countermeasures. They turned on the radio or increased the volume of the radio or asked passengers to talk with them. Older drivers seem to be more in favour of taking a break for a nap. Among the respondents, 55 drivers reported that they had been involved in at least one fatigue related accident during the last ten years. The difference between drivers who had been involved in a fatigue related accident and those who had not, indicated e.g. that those involved in accidents rated their capability of fighting fatigue while driving lower than the others. (A) This report is also available electronically via Internet at http://www.vti.se/pdf/reports/R498.pdf
Bus drivers often have irregular working hours like split shifts and their work involve high leve... more Bus drivers often have irregular working hours like split shifts and their work involve high levels of stress. These factors can lead to severe sleepiness and dangerous driving. The purpose of this study is to highlight how split shifts affect sleepiness and performance during afternoon drive. The study is an experiment on real road with an equipped bus driven by professional bus drivers. The study design is a within subject design and the 18 professional bus drivers (9 males and 9 females) drove twice during afternoon; once after a day with bus driving in the morning and once after a day when they had been off duty the whole day. The hypotheses was that split shifts contribute to sleepiness during afternoon, which together can result in increased safety risks. The overall results support this hypotheses. In total five out of 18 drivers reached levels of severe sleepiness (Karolinska Sleepiness Scale ≥ 8) with an average increase in KSS of 1,94 driving in the afternoon the day that preceded with bus driving in the morning compared to the day off duty in the morning, an increase corresponding to the levels of shift workers comparing start and end of a night shift. The Psychomotor Vigilance Task showed significant increased Response Time with split shift (afternoon: 0.337s; split shift 0.347s), so did also the EEG based KDS mean/max. Blink duration also increased, even though the difference was not significant. One driver fell asleep during the drive. In addition, 12 of the 18 bus drivers reported that they in their daily work had to fight to stay awake while driving the bus at least 2-4 times per month. Even though the study showed significant induvial differences, it is clear that the bus drivers had to fight to stay awake and countermeasures are needed in order to guarantee safe driving under split shift schedules.
Transport Research Arena (TRA) 5th Conference: Transport Solutions from Research to DeploymentEuropean CommissionConference of European Directors of Roads (CEDR)European Road Transport Research Advisory Council (ERTRAC)WATERBORNEᵀᴾEuropean Rail Research Advisory Council (ERRAC)Institut Francais d..., Apr 1, 2014
In the European Union (EU) project SAFEWAY2SCHOOL (SW2S) technologies, tools and services have be... more In the European Union (EU) project SAFEWAY2SCHOOL (SW2S) technologies, tools and services have been developed and tested in order to improve the degree of routine and to increase safety and security for children going by bus to and from school. A holistic approach and the degree of benefit for the children has been the main focus throughout the work. Policies and recommendations play an important role and there was a need to enlighten existing regulations or recommendations regarding children’s school transport. In line with this the aim with this work was to generate a selection of proposals on regulations, relevant to improve safety and security, during school transportation.The result showed the highest acceptance for three proposals: School Travel Plans, sign at all bus stops and improved driver education. These proposals were supported by the experts in Europe and by the SAFEWAY2SCHOOL consortium and recommended to be in focus for further development at a European, national or local level in order to improve safety and security during school transportation.
16th ITS World Congress and Exhibition on Intelligent Transport Systems and ServicesITS AmericaERTICOITS Japan, 2009
In order to increase the safety for children, with help of a higher degree of control and routine... more In order to increase the safety for children, with help of a higher degree of control and routine during school transportation, two buses were equipped with technical safety solutions and a driver support system installed on board. The software was focusing on route guidance, information about bus stops, children entering and exiting, but also on special information about children given by their parents. Communication with the system was solved by children wearing a tag that transmit information to the bus unit, making it possible for the system and the driver to know if the child is on their way to the bus. The tag was also connected to a bus stop unit, warning passing drivers.
Syftet med studien har varit att belysa omfattningen av baltesanvandningen idag, omfattningen av ... more Syftet med studien har varit att belysa omfattningen av baltesanvandningen idag, omfattningen av information om att balte ska anvandas och att forsta resenarernas incitament att anvanda balte, och ...
Automated shuttles are already seeing deployment in many places across the world and have the pot... more Automated shuttles are already seeing deployment in many places across the world and have the potential to transform public mobility to be safer and more accessible. During the current transition phase from fully manual vehicles toward higher degrees of automation and resulting mixed traffic, there is a heightened need for additional communication or external indicators to comprehend automated vehicle actions for other road users. In this work, we present and discuss the results from seven studies (three preparatory and four main studies) conducted in three European countries aimed at investigating and providing a variety of such external communication solutions to facilitate the exchange of information between automated shuttles and other motorized and non-motorized road users.
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