S Nikolaou

Jean-Charles Pandazis

José Manuel Menéndez

Nuria Sánchez

Jorge Alfonso -Upm

Eco-Mobility projects in Europe 1

Keywords:

Biomechanics + injury modeling Injury criteria for neurological deficits incl. injury criteria for elderly, children and VRUs Passive and active (i.e. active muscles) human body models for safety assessment with biofidelic kinematics and realistic injury, incl. child models Testing tools for integrated safety. On the long term (+10 years) models should be suitable for multiple events and harmonized worldwide. Integrated assessment methodology for primary and secondary safety in global regulations and consumer testing New techniques for measuring properties of biomechanical material, injury criteria on tissue level, brain and whiplash injuries, child and elderly injuries, tolerances for organs and model based lower leg injury criteria, long term injuries. Link with crash dummy and human body model developments Better link between injury criteria in pedestrian component tests and real life/full-body Human

Executive summary

The scientific seminar on "Roadmap of Information & Communication Technology design for clean and efficient multimodal mobility" organized by Ifsttar in the framework of the European project DECOMOBIL, has been held the 28 th of May 2013 in Munich, Germany. The aims of the event were to overview perspectives of research in the domain of ICT and green transport, with presentation of the main key issues, the on-going major projects, some outstanding results and the scientific and technical lacks of knowledge to overcome, in order to debate about future steps to follow to reach identified and consensual objectives in this domain.

Speakers have been identified as key experts in the ecomobility research areas, with diversified points of view and approaches, in order to give to the audience a holistic vision of this issue. During this seminar, an overview of European projects on ecomobility such as eCoMove, compass4D, Adasis, Amitran, has been provided. Experience gained from the iMobility WG on ICT for clean and efficient mobility, which aims providing a vision on eco-friendly mobility, has been presented. Priorities for road safety research in Europe have been defined through the presentation of the PROS project, and transport cross-modal considerations on safety and human factors have been discussed through the presentation of the EXCROSS project. Perspectives on Powered-Two-Wheels contribution to ecomobility in addition to sustainable driving/riding training for a safe and cost efficient behavior have been drawn. Finally, main issues related to design, integration and safety of mobile service for ecomobility and concept of cooperative services have been presented and discussed.

A round table allowed the audience to interact in a fruitful way with all the speakers of the day.

After summarizing the context linked to ecomobility at a European level, this report gathers a summary of each presentation in addition to the full set of slides displayed at the seminar.

Introduction 1.1 Aim and context of the DECOMOBIL Roadmap workshop

Activities developed since many years in eSafety, then iMobility forum, and other ICT committees for transport and mobility, have been showing the critical importance of Human Machine Interaction (HMI) and Human Factors Engineering knowledge and know-how for the development and deployment of ICT for mobility and transport system and services (eSafety RTD Working Group Strategic Research Agendas, Working Group HMI-ESoP, Nomadic Devices Forum, Cooperative Systems Alliance, FoTs, SafeAPP…).

In this framework, the objective of DECOMOBIL project aims to develop and to widely disseminate knowledge in the area of human centred design of ICT for sustainable transport by organising scientific seminars and international conferences, developing and discussing research roadmaps and participating to the Joint Research Initiative setting up.

Contribution to acceptability and usability of ICT for cleaner and safer mobility is made through animation of discussion with the relevant stakeholders involved in this area and dissemination of updated data in Human Machine Interaction and Human Centred Design areas towards the ITS community at a European and international level.

The goal of this specific DECOMOBIL "Roadmap" Workshop is, firstly, to identify key issues for future research and innovation activities in the area of clean and efficient multi-modal mobility in Europe as well as at an international level and, secondly, to set up priorities of research and innovation activities in relation to identified scientific bottle necks, lack of knowledge in some areas and priorities at European high level.

During the running of the NoE/VCE HUMANIST, several actions, under the Task Force "Roadmap", have been already conducted, aiming at having a deep understanding of, on one hand, the available knowledge gathered through on-going activities and, on the other hand, the lack of knowledge not covered by existing activities in a road mapping purpose in this area. This Task Force, created in 2008, produced several outputs since then, some of them presented at the plenary session of the French Presidency European Union event on Sustainable Transport & Mobility, Research and Climate Change Challenge, the 12 December 2008, in Lyon, France. Other workshops have been organized on a regular basis since then, in Brno, Czech Republic on 14-15 May 2009, in Vienna, Austria on 26-27 November 2009, in Berlin, Germany on 29-30 April 2010, in Paris, France on 9 November 2010. A report has been also produced, gathering 12 "research hot topics" for ICT design, with, for each of them, the description of the scope of the topic, the context in terms of European and international research, the research issues, the objectives, the method and expected results/benefits, and the potential impact on major transport stakeholders.

As a follow up of this activity, the objective of the work conducted in the DECOMOBIL "Roadmap" is to develop a synthesis on the perspectives of research more focused on the specific area of ICT design for clean and efficient multi-modal mobility.

Identification of lacks and scientific bottlenecks

 Identify which issues could have a major potential impact for eco-mobility  Define in which areas there are lack of knowledge and scientific bottle necks

Exchanges with main key stakeholders and HUMANIST VCE members

 Organize a workshop involving relevant stakeholders: scientific with human sciences and engineering backgrounds, industrials, public authorities, EC, experts (Milestone 1) and produce a report gathering the main outputs of the workshop (Deliverable D2.1, this report).

 Setting up priorities  Propose a set of priorities for research to be conducted in the future according to the output of the workshop, including comments and various points of view from relevant stakeholders concerned by the field of clean multimodal mobility (Deliverable D2.2, May 2014).

1.2 Context and issues of roadmap of ICT User Centred Design for eco-multimodal mobility according to the European vision

The European vision

Ensuring sustainable mobility and transport is one of the main societal challenges for Europe. The long term vision for ICT for mobility and transport R&I is a transportation system with close to zero accidents, minimized unreliable delays, near zero environmental impact and fully informed travellers and shippers (eSafety forum position paper, 09/05/2011, ICT for mobility and transport research and innovation -R&I-in the common strategic framework). Attaining this vision will require the development of a fully integrated multimodal transportation network, ensuring efficient and safe movement of people and goods in Europe. Europe has to transform its transportation system with the wide-spread adaptation and use of ICT based technologies and services, bringing closer the long term vision of an accident free and carbon neutral sustainable transportation system. Since 2009, the European Green Car Initiative has combined funding from several programs including the ICT program.

A substantial contribution in both safety and energy efficiency is expected to come from cooperative mobility, where the research was started already in 2006. Cooperative driving solutions support foresighted driving and the early detection of dangers and hazards, while cooperative traffic information exchange between vehicle and infrastructure improve traffic flow and support eco-driving.

Research in the area of sustainable road transport needs to address the needs of road users in addition to road operators. It also needs to be focused on the development of systems for roads, vehicles, transport and logistics services while addressing the new challenges and opportunities that arise from the use of electric and hybrid vehicles.

In the area of sustainable urban mobility, a coordinated, efficient and integrated intermodal approach is required to address the development of safe and sustainable urban mobility.

Road transport safety remains a major goal for the EU. An additional effort should be made to achieve the targets for reducing the number of road fatalities and severe injuries. The mitigation of driver distraction and the driver's role in increasingly automated systems continue to grow in importance.

Investment in the development of electrical vehicles is also opening up novel areas of investigation on safety related applications.

On the matter of deployment, Field Operational Tests must be developed further. Advances modeling and simulation must be considered in important areas such as traffic modeling, emission models and air quality, communication modeling and behavior and HMI modeling.

Research has also to focus on assessment methods, quality standards, business models and deployment aspects, legal and ethical issues, training and education, human factors and organizational perspectives and international R&D collaboration.

The DECOMOBIL "Roadmap" workshop experts

This paragraph presents the experts that have been invited to the workshop. A brief overview of their institutions profile and their main responsibilities give a useful background to better understand their point of view related to road map for ICT design and ecomobility. The Centre for research and Technology Hellas (CERTH) -Hellenic Institute of Transport (HIT) is a public entity constituted under private law, established as an entity for research and technology consisting of 5 institutes, with registered office in Thermi, Thessaloniki.

Angelos

The basic scope of HIT is to provide a centre of excellence in the field of Transport with highly specialised research services offered to government and other public and private organisations and bodies, and to provide support for the conduct of Transport research in Greece. It is also devoted to providing support to Ministries and other government bodies for the formulation of Transport policy.

The specific areas of HIT's priority activities can be described as follows:

  global implementation of ITS together with ITS America and ITS Japan.

-Head of sector of EcoMobility at ERTICO Mobility is a vital component of modern society, but at the same time, mobility is placing increased pressure on our environment so ITS applications have a key part to play in making transport greener. They have the potential to reduce energy consumption, improve energy efficiency, cut greenhouse gas emissions and reduce our dependence on fossil fuels.

Activities in the EcoMobility sector focus on:

 Eco-smart driving: support drivers to adopt and then maintain a fuel-efficient driving behaviour.

 Eco-freight and logistics: enable freight routing and logistic operations to optimise fuel consumption and green goods transport.

 Eco-traffic management: implement traffic control and management systems improving global traffic network energy efficiency.

 Eco-vehicles: integrate hybrid and electrical vehicles into the transport and energy network.

-Coordinator of the EcoMove project "Cooperative Mobility Systems and Services for Energy Efficiency » ICT (Information & Communication Technologies) applications & services specifically applied for environmental ends, or so-called "Green ITS", have the potential to achieve cleaner and more energyefficient mobility for people and goods.

The eCoMove project aim to test and validate a number of "Green ITS" technologies that can help drivers, freight and road operators save fuel, unnecessary kilometers driven and manage traffic more efficiently. The combination of these innovative systems and services has the potential to deliver a 20% reduction in fuel consumption and CO2 emissions.

The essence of innovation in eCoMove is that the developed services and applications will be integrated within an eco cooperative system to support:

 Drivers sustainably eliminate unnecessary fuel consumption through green driving and routing advice  Fleet managers optimise their tour planning and cut down fuel costs through eco-driving support and truck-specific nagivation  Road operators balance traffic flows in the most energy-efficient way on the urban and interurban network.

These innovative solutions are enabled by the use of cooperative information exchange between vehicles and roadside, which improves the preview of the traffic situation ahead in order to determine the most energy efficient route or way or way of driving.

Luca Pascotto, FIA, Mobility Director, Chair of the WG iMobility "ICT for Clean and Efficient Mobility".

-Mobility Director at FIA (Fédération Internationale de l'Automobile)

Founded in 1904, with headquarters in Paris, the Fédération Internationale de l'Automobile (FIA) is a non-profit making association. It brings together over than 230 national motoring and sporting organisations from more than 135 countries on five continents. Its member clubs represent millions of motorists and their families. One of the core responsibilities of the FIA is the development of motor sport worldwide. Through its national member clubs, the FIA is involved in every level of motor sport and its remit extends to the millions of amateurs and professionals who enjoy motor sport in all of its variety. The FIA has been dedicated to representing the rights of motoring organisations and motorcar users throughout the world via campaigns and activities that defend their interests. On issues such as safety, mobility, the environment and consumer law the FIA actively promotes the interests of motorists at the United Nations, within the European Union and through other international bodies.

The FIA is also the governing body for motor sport worldwide. It administers the rules and regulations for all international four-wheel motor sport including the FIA Formula One World Championship, FIA World Rally Championship, FIA World Touring Car Championship and FIA World Endurance Championship.

-Chair of the WG iMobility "ICT for Clean and Efficient Mobility".

The objectives of this Working Group are to identify the current state of mobility, to provide a vision of eco-friendly and sustainable mobility and a roadmap to achieve efficient transition. This will be achieved by suggesting and implementing technical, management and political measures. The Working Group will focus on reaching results in the period until 2020 in line with the EU 20% CO 2 reduction goal. Furthermore the Working Group will introduce a roadmap towards the ambitious CO 2 reduction goal for mobility (60%) in 2050.

The Working Group aims to give an overview of the measures that are in its scope and to prioritise or rank -the most promising (packages of) measures based on implementation and effectiveness, and it will identify where the knowledge gaps are. Finally the Working Group aims to give suggestions for business cases, effective combination of systems, techniques and political measures to be tested in a real-life test environment.

This activity will contribute to the competitive and resource efficient transport system as stated in the EU White Paper on Transport, supporting many priority actions of the ITS Action Plan, in particular area 1 (optimal use of road, traffic and travel data), area 2 (freight management on EU transport corridors) and area 4 (integration of vehicles into transport infrastructure). There is also a relation with the Forever Open Road initiative of FEHRL.

Peter Urban, FKA, Coordinator of the PROS project -Dr -Engineer at FKA (Forschungsgesellschaft Kraftfahrwesen mbH Aachen)

The commitment of "Forschungsgesellschaft Kraftfahrwesen mbH Aachen" (fka) in improving vehicle safety is reflected in diverse activities. fka's extensive research and development activities are oriented toward accident avoidance (active safety) as well as reducing the consequences of accidents (passive safety). The key focuses are:

 Active chassis systems and driving dynamics control systems  Driver assistance  Crash-optimised structural design

 Pedestrian protection

The company's engineering competence in the chassis, body, electronics and driver assistance departments forms an essential basis for efficient handling of cross-disciplinary vehicle safety issues. In addition to carrying out technical development and testing of safety systems, fka analyses customer acceptance issues in order to assess the benefits of such systems.

fka's activities in the vehicle safety area are completed by studies of vehicle protection in low-speed collisions. In such situations, the primary considerations are ease of repair and damage tolerance, instead of protection of vehicle occupants and other road users.

- As a result of the political focus on the greening and electrification of road transport, the focus of European road transport research funding has moved away from safety topics increasing the need to identify those safety research topics which public money will be invested in most efficiently.

Therefore, PROS is to establish a pan-European network to develop commonly agreed priorities in road safety research and overcome the current fragmentation in relevant stakeholder groups. This network will follow an integrated approach covering human, vehicle and infrastructure aspects and all phases from preventive to post-crash safety. The VRU Working Group targets the improvement of the safety of vulnerable road users (pedestrians, cyclists, motorcyclists), along with recommendations and guidelines to achieve this target.

Dr

VRU WG activities are implemented in four phases. Phase I focusses on the analysis of know-how, background data and current market & near-market solutions/ trends. Phase II aims at analysing the most significant studies, researches, projects and field studies involving new concepts on VRU safety. Phase III will analyse user needs and their requirements stemming from the identification of research gaps and priorities for future research initiatives. Phase IV will promote the identified solutions, and contribute to the objectives and targets related to VRU safety in the "Horizon 2020" workprogrammes.

Workshop presentations

The presentations made during this workshop covered the various aspects of the issue of ICT user centred design for eco-multimodal mobility, with diversified points of views and approaches to the problem in relation to the speakers' expertise. Discussions allowed the audience to debate with the experts about their position and the perspectives of this issue in terms of research in middle and long term.

All the lecturers gave us agreement for video recording and dissemination of their presentations on internet on the web site of the DECOMOBIL project:

http://decomobil.humanist-vce.eu/Downloads.html.

Welcome and brief introduction to the DECOMOBIL workshop (Annie Pauzié, Ifsttar & Lucile Mendoza, Humanist)

The DECOMOBIL project is a Support Action funded by the DG Connect. Objectives of this project is to develop and to widely disseminate knowledge in the area of human centred design of ICT for sustainable transport by organising scientific seminars and international conferences, developing a research roadmap and participating to the Joint Research Initiative setting up. Contribution to acceptability and usability of ICT for cleaner and safer mobility is made through animation of discussion with the relevant stakeholders involved in this area and dissemination of updated data and know-how in Human Machine Interaction and Human Centred Design areas towards the ITS community at a European and international level. This workshop is dedicated to discuss issues linked to roadmap of future research priorities in the area of ICT design for clean and efficient multimodal mobility.

HUMANIST Virtual

European projects on ecomobility (Jean-Charles Pandazis, Head of Sector EcoMobility, ERTICO, Brussels)

Full video and slides of the presentation is available for downloading on the DECOMOBIL website http://decomobil.humanist-vce.eu/Downloads.html

To reduce impact on our environment, EcoMobility @ ERTICO covers the 4 main following axes:

Several projects directly related to EcoMobility are funded at the European level. They can be categorised based upon : 1. Technology 2. Type of activities 3. Applications / services 4. Assessment methodologies eco-Navigation:

ICT for Clean and Efficient Mobility (Luca Pascotto, Mobility Director, FIA Region I, Chair of the WG iMobility, Brussels)

Full video and slides of the presentation is available for downloading on the DECOMOBIL website http://decomobil.humanist-vce.eu/Downloads.html

The iMobility Forum WG4CEM

The objective of this WG is to provide a vision on eco-friendly and ustainable mobility and a roadmap to achieve efficient transition.

Contribution to ITS deployment is made by establishing a priority list of activities related to largest saving potential, providing an overview on related activities to ecomobility distinguishing between short, medium term and long term options and identify fruitful lines of further development and research.

Step 1 : cluster and define

Functionalities are eco-driving, eco-information/navigation/guidance, eco-traffic/management, Ecomobility/services, eco-freight and logistic management, eco-demand and access management.

The major issues are :

• What are issues for the implementation, mass deployment on the market and user acceptance of measures?

• What indicators can be identified for user acceptance of ITS for clean and efficient mobility?

• What effect do measures have on CO2 emission caused by mobility?

• What are the costs and benefits of implementation of the 'eco' measures and systems?

• What does the 'ITS-aspect´ focusing on 'eco' contributes to the existing measures?

Step 2 : estimation Estimated possible reduction

Timeframe for implementation

One way to speed-up deployment is to promote user's awareness, information and knowledge, survey showing that a lot of people do not really know about these systems.

Type of systems so far identified as priority: PTMs bring a significant contribution to urban mobility, in terms of transport of persons but also of goods, with 10 to 20 % of the daily trips according to the cities.

There are many intrinsic advantages in using PTWs for trips:

• Smaller, PTWs use land more efficiently optimize existing infrastructures produce less damages to roads • Lighter, PTWs are cost efficient -Cheaper to produce and operate -Fuel efficient -Agile in congested areas • More specialized, PTWs respond to mobility needs The future developments aim to reduce environmental impact through cleaner PTWs, with for example development of hybrid propulsion, and higher proportion of ultra low and zero emission vehicles, with for example, electric powertrain.

Cross-modal considerations on Safety and Human Factors (Dr. Simone Pozzi & Sara

Silvagni, Coordinator EXCROSS project, Italy)

Full video and slides of the presentation is available for downloading on the DECOMOBIL website http://decomobil.humanist-vce.eu/Downloads.html

Excross is about EXploiting safety results aCROSS transportation modes, that is to say Road, Maritime, Railway and Aviation.

The objectives are to identify possible synergies and cross-fertilization opportunities, to look for research initiatives that can bring to cross-domain, multi-domain and trans-domain solutions and to develop pools of research findings on similar subjects that can be used to stimulate certification, political or standardization initiatives that concern more than one mode.

The approach consists in collecting and in-depth analyzing safety R&D projects and initiatives.

After screening 300 projects, 70 have been analysed, inventory of safety principles being conducted per each domain.

Key safety topics has been used to compare and organize the analysis:



Example of the comparison between aviation and maritime for safety management system

The major findings are that each transport mode has its own set of safety principles and issues; few are in common and can be compared, as the way safety is managed is very different according to the transport mode.

Perspectives on sustainable driving/riding training aiming at a safe and cost efficient behavior (Stella Nikolaou, CERTH/HIT, Greece)

Full video and slides of the presentation is available for downloading on the DECOMOBIL website http://decomobil.humanist-vce.eu/Downloads.html

Training is important in the area of safety and ICT because it increases the drivers' knowledge on the ICT functionalities and barriers, it allows to understand the situations where each system can apply, it increases the awareness and reduce the over-confidence on the reliability of ICT and It provide knowledge on ICT practical use, improving handling of effects while using.

Furthermore, training is cost-efficiency and is useful to take advantages of technology such as hybrid and electric vehicles, as well as eco-driving systems.

Training should be updated and adapted in parallel to the evolution of the ITS functions for all vehicle types. A combined use of ICT and driving simulators for training of all road driver/rider categories will allow optimal use of ICT tools. New simulation tools are expected to emerge for motorcycle riding and passenger car (both for novices and emergency drivers/riders), as well as truck driving.

Training target in terms of safety allows stimulating road users towards a more responsible or, when needed, professional behavior, potentially leading to reduction of accidents due to poor on-road training and increasing knowledge of use, benefits and of ICT in-vehicle support technologies. Furthermore, training on simulators for train drivers/riders allows to practice in dangerous scenarios (risky traffic conditions, adverse weather conditions, etc.).

Training target in terms of cost efficiency can contribute to green environment through reduction of traffic volume and pollution in cities, to reduction of fuel and vehicle maintenance costs, to create new employment opportunities and competitive advantage for the European driver training schools industry.

There are some training tools for ITS such as the Multi Media Training tool for drivers that has been developed in the framework of Humanist and simulation tools using rider or driver simulator to train riders/drivers for an optimal use of ITS in regular and emergency context.

Augmented reality in driving simulation can also constitute a relevant context for training. Innovative training could be recommendations/feedback to the driver on-line to permanently change his/her driving behavior and attitude, including eco-driving training and efficiency through standalone in-vehicle and/or cooperative technologies, with obviously HMI issues on workload and distraction to be overcome.

2.9 Design, integration and safety of mobile service for ecomobility, (Dr. Annie Pauzié, Ifsttar/LESCOT, France)

Full video and slides of the presentation is available for downloading on the DECOMOBIL website http://decomobil.humanist-vce.eu/Downloads.html

There is an increase access to multi-modal transport information for citizens due to the spreading out of a diversity of informative media and devices, with availability of complex functionalities such as internet access and geolocation on these mobile devices (smartphone) and the wide ratio of equipped travelers and drivers in the population of citizens. Then, an important part of the population of travelers and drivers can be informed "anywhere" and "any time".

Smart phone market grew, with several applications for transport. For example, there is an increase ratio of smart phone use for navigation in comparison with personal nomadic device and original equipment these last years. All the population including senior drivers uses these applications.

The widespread use of mobile services in transport can have negative impact in terms of road safety with potential distracting effect of mobile phone use while driving or riding (increase critical situations for road safety), poor fixing systems for mobile device inside the vehicle (increase of potential driver/passenger injury in case of crash).

There are technical solutions to integrate mobile phone in the vehicle where the driver can keep hands on the wheel, with a visual interface more accessible and with less screen reflections, a safer fixation in case of crash. Furthermore, applications may be forced to meet defined driver distraction guidelines.

On the other hand, the widespread use of mobile services in transport can have a potential positive impact, especially for ecomobility : easy access to information through mobile devices has high potential benefits for a clean and efficient multi-modal mobility (incentive to use public transport and self-serve bicycles, avoidance of traffic congestion, encouraging and supporting ride-sharing,…).

Ecomobility success will be reached by attracting drivers out of their vehicles (high quality information on public transport real time schedule, location of stops and stations, availability and location of parking and self service bicycle stations). Mobile applications might also by inform on real time the community via social network about road alert and traffic congestion and support ride sharing behaviour (better efficiency of real time information on available rides, increase acceptability linked to privacy aspects). A study showed that seniors' drivers are motivated to participate to the drivers' community via the social network using their mobile applications. A specific care will have to be taken to the design of these applications to be used while driving, taking into account their usefulness in terms of anticipation of road critical events, and then potential benefit for the road safety.

Real time information can be also send by travelers using social network concerning public transport problems or any relevant events of interest disseminated to the community of travelers.

Smartphone applications are not expensive and can be a way to widespread low cost access to eco driving feedback. Mobile ecodriving applications give real time feedback about the vehicle CO2 emission and fuel consumption based upon driver's behaviour.

Furthermore, smartphone technology enables dynamic ride-sharing systems on real time that bring together people with similar itineraries and time schedules to share ride on short-notice, with automatic updating of ridesharing offers all along drivers routes. Some smartphone safety application giving for example headway monitoring, collision and off road warning, are already on the market, made available to the drivers without any preliminary tests about their potential benefits for road safety or on the contrary distracting effects.

The roadmap for research in these transport mobile services should cover activities linked to design: creation of design guidelines for usability and legibility of information on smart phone to be defined taking into account size of the screen and mode of dialogue (tactile screen, small keyboard, vocal recognition…) and on evaluation: setting up of efficient methodologies for safety evaluation of mobile transport services use (balance between positive effect linked to cognitive support and negative effect linked to distraction and workload).

There is also a need of future research in understanding requirements and functional abilities of elderly travellers/drivers to be integrated in mobile transport applications design, knowing that there is an increase of this population and that the quality of mobility impacts on the level of good health. Furthermore, development of technical solutions for mobile safe use while driving still need to be further explore, with setting up of modalities of information to deliver in relation to context and drivers/riders workload and specificity (novice, senior, professional), integration of the device in the vehicle and with the other on-board functionalities coming from IVIS/OBIS and ADAS/ARAS.

2.10

Cooperative service concept and human Service Interface: innovative approach for a sustainable transport system, Prof. Jose Menendez, UPM, Spain

Full video and slides of the presentation is available for downloading on the DECOMOBIL website http://decomobil.humanist-vce.eu/Downloads.html

The motivation for Cooperative ITS Services is transport sustainability in terms of:

 Mobility issues: road traffic congestion, public transportation system overload and the general reduction of traffic efficiency and increased travel times and costs.

 Safety issues: increasing numbers in traffic incidents, accidents, injuries and transportation related deaths.

 Security issues: increased quantity of goods (specially hazardous goods) in the transportation network.

 Environmental issues: increased impact on transportation related pollution and energy consumption.

The Cooperative ITS Services provided in a new information paradigm in which all the road environment and its elements (sensors in vehicles, infrastructure, users, …) are dynamic sources of data. The data is processed on multiple levels and made available to different users with different needs, sent to the user depending on different variables, through different channels, at the proper time and place for the circumstances, within a complete framework of interaction towards the goals of transport sustainability.

C-ITS Services key development areas:

-Sensoring & Communications

• Evolution towards concepts such as Internet of Things and Smartcities.

• Devices are permanently interconnected, requesting or providing information about their status and context -Data processing and behaviour understanding

• Characterisation of the overall transport scenario

• Focus on algorithms for the automated processing of acquired data, complete situational awareness and intelligent assessment for actuations

• Capabilities to monitor, react and predict/anticipate (resilience)

-Evolution of HMI -HSI: Human Service Interface

• Processing of data to be presented to the C-ITS services' users, with special attention to the accuracy and legibility of the information, and provision at the right moment, place and through the appropriate channel

• HSIs also collect feedback from the users to improve the service responses Future research should investigate complexity of the transport environment translates into complex Cooperative-ITS architecture and services, considering various aspects such as HSI (Human Service Interfaces) as a wider concept than classical HMI (Human Machine Interaction), being on top of the C-ITS architecture as the interacting element to the users and being both a recipient and source of data from/to the rest of the modules of the C-ITS service architecture. C-ITS Services must adapt to the specific context and environment of the user and the Human Service Interfaces must evolve to this new paradigm.

Discussion

An animated round table with several exchanges between the speakers and the audience, and chaired by Erik Bessmann, Ifsttar, followed the presentations.

From left to right of the roundtable: Peter Urban, Jose Luis Menendez, Jean-Charles Pandazis, Stella Nicolaou, Erik Bessmann, Veneta Vassileva, Annie Pauzié and Simone Pozzi.

Several issues on roadmap and priorities of ICT design for ecomobility have been raised.

Some are agreements or statements, some are questions:

Agreements/Statements:

 There is a consensus on the purpose of ecomobility objective, with health, clean air, noise avoidance, energy efficiency, greenhouse gas emission reduction and individual cost savings.

 Campaigns should be deployed to promote the combination of the use of non motorized means of transport with the use of public transport to allow people to move in their local environments without utilizing privately owned motor vehicles, especially in urban areas.

 Collective taxis use is frequent in some member states and culturally not admitted in some others, which is a shame has it is an added value for ecomobility in urban areas, in addition to less costly trips for users.

 There is a need in a close future to develop knowledge and awareness through training courses on specific aspects of mobility using ITS functionalities for increase ecomobility among drivers of private cars but also, and even more importantly, among professional drivers such as taxis, express delivery, commercials… and also among truck drivers. Indeed, this professional population has a high mileages and improvement could have an important impact on the overall ecomobility.

 A long term strategy of ecodriving truck companies should be developed in order to produce effective results over a long period of time. It has to take into account human factors aspects and drivers need to understand the aim of the training to adopt it as the drivers' motivation is fundamental in the success of training and, on a long term run, to achieve fuel savings.

 Several applications for smartphones are directly impacting ecomobility: ecodriving (inform the driver about his fuel consumption on real time so he can adapt his driving style), anticipation of traffic lights timing (inform the driver how to approach the next traffic light so he can adapt his style and speed). Roadmap for these applications design has to be set up to identify and overcome potential distracting effects on the driver and to optimize benefits in terms of ecodriving.

 The number of stops on a network has a real big impact on CO2 emissions and that is why it's important to reduce the number of decelerations and stops. The next step in research is to develop systems such as system giving advice to the driver regarding behavior before intersections, based upon the timing of the red light for example.

 Social networks and smart phone allow connecting drivers and passengers for an optimized ridesharing, in advance and instantaneous, but there is still bottlenecks and reluctance to use this way of transport, so a need to investigate what are the problems blocking acceptance and security and how to overcome them.

 Priorities to develop user friendly mobile and web applications that enable users on the move and at home to easily plan and organize their trip, no matter if they walk by foot or use public transport, a motorcycle, car or bike.

 Take into account the diversity of the population and include seniors in the design recommendations to get friendly interfaces and functionalities for all while designing ICT in transport, especially for drivers due to road safety issues.

 Devices and services capable of giving information about driving and fuel consumption are already on the market but in the near future this data will have to be combined with information coming from the surrounding infrastructure.

 Evaluating real impact of ecomobility measures and implemented systems at a European level is complex, several projects are working on this issue, developing sophisticated methodologies and raising debates. It is already a hot topic in aviation, where several key words are taken into account: safety, performance, ecology, efficiency, ending up with a business case point of view which is not fully satisfying, translating all the issue in a single matrix in terms of cost and benefit. In transport, the process is to work with business cases, comparing with and without systems to evaluate impact assessment. Nevertheless, it is not because the system is good that the overall consequences in the city will be positive for pollution. Furthermore, each system needs its own methodology, cooperative systems will not be assessed the same way than informative systems.

 Ecomobility and safety do not have exactly the same priorities nor the same constraints. Synergies between safety and ecomobility is necessary. So, ecosolutions will have to be safe and not impact negatively road safety.

Questions :

 How far the cross-sectoral partnership has to go for an integrated promotion of ecomobility in terms of walking, cycling, wheeling and passengers in public transport?

 What is the role of the European community and the state members in the process?

 How to get harmonization at a European level? How to coordinate effort at a global level, including other countries in the world?

 Is there any conflict for the driver's behavior to be adopted between ecodriving purpose and road safety purpose? How the roadmap for road safety integrated the future goals of ecomobility? Is there any European initiative (such as iMobility WG) studying and connecting the two roadmaps?

 Urban Mobility is a key area today for ecomobility facing chronic demands for faster commutes, safer roads, more space, and cleaner air, and local governments face increasingly difficult decisions about mobility issues and land use policies in their communities. What is the next added value of ITS in this context in terms of functionalities to be implemented and deployed?

 What are the methodologies and the tools available to assess current EcoMobility performance and to evaluate the effectiveness of policies and actions to achieve a more sustainable transport system in terms of environment, accessibility, safety, and equity? What is the method for ecomobility improvement resulting from ITS deployment? Which ITS for which ecomobility target?  Originated as an activity of the HUMANIST NoE and sustained within the HUMANIST VCE.


 Aiming at HCI/ITS professionals (researchers, industrials, stakeholders, etc.).

 Organised every year (usually early July), at the premises of one of the HUMANIST Members.

 HSS 2013 is scheduled to be organised on July 4-5, 2013 at IFSTTAR premises in Salon de Provence.

 Special rates may apply for interested AVERE members, wishing to attend the Summer School. Normal rates: 300 € for early registration (by 20/05/13)/ 380 € after this date. How to look at all these activities?

1. Technology: e.g. Cooperative systems 2. Type of activities: Analysis, integration and structuring of the material from task 1.

+

Research areas

Next generation crash dummies Worldwide harmonized more biofidelic crash dummies for frontal and side impacts, incl. need for far side dummy in interaction with near-side One single new world-wide harmonized dummy family for adults and children addressing the most important impact modes (VRU accidents, front, side, rear, rollover …) considering also future accident conditions and protection systems; THOR dummy; pedestrian/bicyclist/rider dummies Promoting further research of designing a crash test dummy suitable for the EN 1317 impact test (road restraint systems) in order to have a direct correlation between reallife-injury and severity level

Personal safety equipment for VRUs

Ergonomic solutions to improve visual attention and conspicuity / perceptibility of VRU Design new personal safety system for VRU protection, in particular for the protection of cyclists incl. riders of electrically driven bikes, and specific systems for the protection of motorcyclists Protective garments for VRUs that become active when an imminent collision is detected (easy to handle and fitting comfortably under all weather conditions) Enhanced concept for motorcycling helmets to protect the rider from neck torsion while avoiding negative effects in terms of service operability performance Analysis of road user behaviour Improving understanding of driver/rider behaviour (e.g. to anticipate driver/rider reactions and possible errors) Behavioural research on alcohol addiction, mobile phone use, driving under the influence of drugs / medicine / poli-drug use etc and road safety Analysis of the characteristics of users refusing seatbelts and child restraint systems Analysis of perceptual factors contributing to accident risk Long-term use of new technologies and driver adaptation / system effectiveness, incl. long-term adaptation to ADAS Long-term use of new technologies and rider adaptation / system effectiveness, incl. long-term adaptation to ARAS (following the path drawn by SAFERIDER and 2BeSAFE) Analysis of the degree of acceptance of new safety technologies to have a real impact on road safety, tackle the trade-offs between fun to drive and safety Analysis of the degree of acceptance of new safety technologies for motorcycles to have a real impact on road safety, tackle the trade-offs between fun to ride and safety taking into account the differences in HMI and dynamics between motor vehicles and motorcycles Analysis of driver interaction with advanced safety systems avoiding driver overload while simultaneously ensuring the driver remains engaged with the primary task Analysis of rider interaction with advanced safety systems avoiding rider overload while simultaneously ensuring the rider remains engaged with the primary task; consider the specific characteristics of motorcycling as opposed to car driving Improving understanding of prevalence of behaviours through surveys Analysis of potential safety implications of range anxiousness with EVs (possible conflicts between safe and energy-efficient driving) Analysis of the safety aspects of non-traditional transport means, e.g. skateboarders, skaters,... • Hybrid vehicles already spread in the automotive market. However to benefit the advantages of such technology a thorough training is a pre-requisite.

Methodologies

• Electric vehicle technologies emerge and are expected to be introduced in the market at a medium-term period.

S S

• Stimulate road users towards a more responsible or, when needed, professional behaviour.

• Reduction of accidents due to poor on-road training.

• Training on the use, benefits and of ICT in-vehicle support technologies.

• Train drivers/riders in dangerous scenarios (risky traffic conditions, adverse weather conditions, etc.) that is not often possible not safe to be anticipated in real traffic. • Recommendations/feedback to the driver on-line to permanently change his/her driving behavior and attitude (HMI issues on workload and distraction evident).

• Adaptation and personalisation of the system and its thresholds as result of use ("training" the system as well as the driver/ rider).

• Eco-driving training and efficiency through standalone in-vehicle and/or cooperative technologies. General principle of "driver-generated content" for road alerts information Benefit of social community for ecomobility and road safety

• Several danger zones have been identified by the community and displayed on a map for the benefit of any members • This display allows also to know that 14 members with an average of 3 stars, meaning highly reliable in their contribution to the community database, are located in a close surrounding.

Real time information on traffic event

-reliability of information sent by the members -number of members -timing of communicated information

Reliability of the information

Example: Risky zone identified by 4 members of the community, confirmation of the last one 49 minutes ago.

This information gives some elements to the driver in order to evaluate the validity of the information. annie.pauzie@ifsttar.fr

• DESIGN: Creation of design guidelines for usability and legibility of information on smart phone need to be defined taking into account size of the screen and mode of dialogue (tactile screen, small keyboard, vocal recognition…)

• EVALUATION: Setting up of efficient methodologies for safety evaluation of mobile transport services use (balance between positive effect linked to cognitive support and negative effect linked to distraction and workload)

Roadmap for research in transport mobile services

Intervenant -date annie.pauzie@ifsttar.fr

• Understanding of requirements and functional abilities of elderly travellers/drivers to be integrated in the mobile transport applications design (increase of this population and impact of quality mobility on the level of good health)

• Development of technical solutions for mobile safe use while driving, modalities of information to deliver in relation to context and drivers/riders workload and specificity (novice, senior, professional), integration of the device in the vehicle and with the other on-board functionalities coming from IVIS/OBIS and ADAS/ARAS Roadmap for research in transport mobile services

Cooperative ITS Services

• A service provided in a new information paradigm in which:

-All the road environment and its elements (sensors in vehicles, infrastructure, users, …) are dynamic sources of data.

-The data is processed on multiple levels and made available to different users with different needs -The data is sent to the user depending on different variables, through different channels, at the proper time and place for the circumstances -Within a complete framework of interaction towards the goals of transport sustainability

C-ITS Services key development areas -Sensoring & Communications

• Evolution towards concepts such as Internet of Things and Smartcities.

• Devices are permanently interconnected, requesting or providing information about their status and context -Data processing and behaviour understanding

• Characterisation of the overall transport scenario • Focus on algorithms for the automated processing of acquired data, complete situational awareness and intelligent assessment for actuations • Capabilities to monitor, react and predict/anticipate (resilience) -Evolution of HMI -HSI: Human Service Interface • Processing of data to be presented to the C-ITS services' users, with special attention to the accuracy and legibility of the information, and provision at the right moment, place and through the appropriate channel • HSIs also collect feedback from the users to improve the service responses

C-ITS sensoring & communications

-Data acquisition is the first critical step to the provision of quality C-ITS services -There is a continuous development of sensoring devices and technologies that make it possible to collect different types of information

• Traffic data, environmental data, location and position-referenced data, vehicle data, driver and driving behaviour data, road environment data, public transport and freight-related data… -Ubiquitous connectivity facilitates the deployment of complex mobile heterogeneous sensor networks -Data fusion and heterogeneous aggregation make possible new transport management C-ITS services, but an integration with data processing stages is necessary

Human Service Interface

-Users of C-ITS services belong to all the entities in the C-ITS environment:

• Road and public transport users: drivers, pedestrians, cyclists… • Traffic management users: traffic authorities, enforcement authorities, road operators… • Emergency authorities & services • … -The service interfaces must ensure that users receive information:

• Useful for improving the user's trip in terms of time, comfort, cost… • Accurate for improving the objective service quality • Not distracting so as to not create an additional potential hazard • Timely for improving the user's trip safety conditions

Human Service Interface

-The same piece of information can be given to the user in different ways depending on the situation…

• "A car has stopped in the highway A-9" notification in the navigation application as a pre-trip arrangements

• "A car has stopped in the highway A-9" notification when entering the highway on the way to the destination

• "A car has stopped in the highway A-9" + "500m ahead" warning message

• "A car has stopped in the highway A-9" + "500m ahead" (driver has been driving for 3 hours now) warning message + buzz

• "A car has stopped in the highway A-9" (right in front of the vehicle) warning message + warning lights/buzz + active reaction of the car?

-In short, service interfaces must provide the user with an increased awareness of its environment, but preventing an information overload -Interfaces

  Bekiaris, Research Director at CERTH/HIT (Centre for research and Technology Hellas/Hellenic Institute of Transport), President of Humanist.

  Scientific and research support for transport policy formulation, to Ministries and other Organisations involved in Transport Policy and control in Greece,  Specialised research in the field of Transport,  Organisation and operation of a documentation centre in the field of Transport,  Development and maintenance of databases covering important areas of Transport Operation in Greece,  Transport research evaluation and appraisal,  Support of standardisation work in the field of Transport, and issuance of hand-books, rules and guidelines concerning the operation of the Transport system,  Representation of Greece, in Transport Research and other relevant scientific fora abroad,  Investigation of user requirements and adaptation of (transport) research results to industry,  Technology transfer and dissemination of research results to the transport industry and the transport users,  Organisation of training and professional education Seminars and Programmes,  Contribution to quality control in the field of Transport,  Publication and dissemination activities (including Conferences and regular publications),  Promotion of bilateral as well as multilateral co-operation between Greece and other countries in the field of Transport, with emphasis in the countries of South East Europe,  Facilitate exchange of personnel, especially young scientists, between relevant organisations and companies.Although all areas of Transport research are 'covered' by the Institute's activity and scope, special attention is given to problems addressing Greek conditions and requirements that influence the development and operation of transport infrastructure in Greece.Jean-Charles Pandazis, ERTICO, Head of sector EcoMobility, coordinator of the EcoMove project.



  Centre of Excellence, a vision toward 2020 (Angelos Bekiaris, President of Humanist, CERTH/HIT, Greece) Full video and slides of the presentation is available for downloading on the DECOMOBIL website http://decomobil.humanist-vce.eu/Downloads.html The Virtual Centre of Excellence HUMANIST is a French Association under « Loi 1901 » created on 26 December 2007. The aim of the VCE is to structure and to organise the European Research in the domain of Human Machine Interaction and Human Factors applied to road Intelligent Transport Systems. The Objectives of the VCE are: scientific researchers networking; creation of a suitable area for knowledge production, sharing and debates; structuring and favoring interactions with the European ITS community; promoting HUMANIST scientific research agenda and expertise; building up the new generation of European scientists and building up of European projects proposals on the network research thematics, favoring the participation of its members Today, the HUMANIST network has 18 members from all over Europe. Toward 2020, HUMANIST VCE aims to become THE Center of Excellence on HMI for ITS in transport, with emphasis on: knowledge and principles transfer from mode to mode  specification, design and evaluation of HMI for multimodal, intermodal and integrated transport chains.The HUMANIST 2020 focus will be on sustaining and boosting scientific excellence:  Offer knowledge & expertise in the HMI field by covering/leading the WGs of Horizontal associations (i.e. ECTRI, FEHRL, FERSI, AVERE), Industrial Associations and EC platforms and forums (iMF, etc.)  Edit and co-finance at least one HUMANIST scientific publication (book) per year, focused upon a specific HMI for ITS theme  Organise (and if necessary finance) special issues in journals (i.e. ETRR, IET, …) on HMI for ITS. Establish a collaborative virtual testing center on HMI for ITS.  Provide the forum for agreeing and preparing Research Consortia to tackle key research issues related to HUMANIST with Members and non-Members. Other Member representatives included in Advisory Groups, to guarantee that all key HUMANIST experts in one topic are somehow been mobilised by the relevant project. Promote the issue of Guidelines and Standards in the area (starting from ESoP continuation and NHTSA guidelines adaptation), in a formal and structured way; in close collaboration to iMobility Forum and TRB; as well as relevant CEN and ISO committees.



  Pre-trip (mostly Web-based): eCoMove, EcoNav, EcoGem, MOLECULES, FOTSis, eCOMPASS, ICT-EMISSIONS (no development), REDUCTION  Static Map data: eCoMove, EcoDriver, EcoGem, REDUCTION  Dynamic data: eCoMove, EcoGem, FOTSis (V2I)  Cooperative: eCoMove, EcoGem, FOTSis  Post-trip (feedback): EcoDriver, EcoNav  Multi-Modal: EcoNav, MOLECULES (EV), eCOMPASS, REDUCTION, AMITRAN  Network Routing: eCoMove, FOTSis  Traveller Information (real-time) and User feedback: EcoDriver, EcoNav  Assessment / Validation (Energy consumption, CO2 footprint): eCoMove (Fuel consumption, Time of travel, Number of stops…), EcoGem / MOLECULES (Energy consumption EV, Asses impact, methodology and tools), EcoNav (Door2door emission model, carbon footprint), REDUCTION (EcoMark -microscopic and macroscopic-), ICT-EMISSION (Driver behaviour/pattern).

2. 5

 5 Priorities for Road Safety Research in Europe (Peter Urban, Coordinator of the PROS project, FKA, Germany) Full video and slides of the presentation is available for downloading on the DECOMOBIL website http://decomobil.humanist-vce.eu/Downloads.html The main Objective of the PROS (priorities for Road safety Research in Europe) support action is the creation of a pan-European network capable of setting commonly agreed priorities in European road safety research The main Deliverables are:  Focused, well-founded safety research roadmap  Concrete suggestions for a limited number of research topics  Clearly-defined, transparent process  Dissemination to all relevant groups  Mechanism to continue the activities beyond the project duration Structure of the project Road safety research needs has been collected (n=359) and structured in 54 topics and 4 research areas. The question is "can motorcycling be part of the solution of mobility". Cars can play a role in labour and social mobility but lead to congestion, and PTWs can paly a role with different perspectives and arguments. Several examples in European cities such as Madrid, Rome, Barcelona, London, Paris, Brussels showed potential benefits in using PTW in terms of carbon emission and journey times.

  Certification  Dangerous goods transportation  Safety assessment  Human factors fatigue  Incident/accident reporting and analysis  Human factors training  Safety culture  Decision support technologies There are structural characteristics that may allow or dampen the cross-fertilization between domains such as the degree of centralization and standardization, the quality of availability of safety indicators and information and the safety culture maturity.

Future

  steps and trends of training are to develop training schemes, curricula and tools for all driver cohorts ("average", novice, elderly, experienced) for optimal use of ITS technologies, with personalized and adaptive training to the driver cohort and individual driving style and needs, to set up multidisciplinary pan-European training course for ITS/ Eco-driving functions and efficient strategies for integration of training curricula and awareness campaigns in real life in Europe.



  ISG -ADI-CIGEST -Instituto Superior de Gestão (Portugal)  CDV -Centrum Dopravniho Vyzkumu v.v.i. (Czech Republic)  CERTH-HIT -Hellenic Institute of Transport (Greece)  Cidaut Foundation -Spain  CTAG -Spain   DTU -Danish Transport Research Institute (Denmark)  ESRI -University of Loughborough (United Kingdom)  FACTUM -FACTUM Chaloupka & Risser OHG (Austria)  IFSTTAR (ex-INRETS)-Institut français des sciences et technologies des transports, de l'aménagement et des réseaux (France)  INTRAS-SINTEC -Universitat de Valencia (Spain)  Palacky University -Czech Republic  WIVW -University of Wurzburg (Germany)  SWOV -Institute for Road Safety Research (Netherlands)  TOI -Institute of Transport Economics (Norway)  TUC -Chemnitz University of Technology (Germany)  UPM -Universidad Politecnica de Madrid (Spain)  VTI -Swedish Transport Research Institute (Sweden)  VTT -Technical Research Centre of Finland (Finland)

»

  Towards zero accidents »Towards zero delays and fully informed people »With reduced impact on the environment Vision for "Intelligent Mobility" User perspective » where services are affordable and seamless, » privacy is respected and » security is provided.

›»…» 1 ►ERTRAC

 1 R&D: eCoMove, ecoDriver, etc. › CIP: In-Time, Co-Cities, FREILOT, Compass4D, etc. › Other: ADASIS (Deployment platform) 3. Applications / services (categorisation) › Navigation & Traffic Info › Behaviour change & Eco-drive › Logistics and fleet management › Traffic Mgmt & Control 4. Assessment methodologies › Amitran, ICT-Emission, ECOSTAND 1. Technology: Cooperative Systems & Applications Contribution to energy efficiency and CO 2 reduction Reduce impact on environment & increase mobility by: »exchanging current status data (V2V, V2I) »cooperative planning & routing system selecting most economical route for truck, while traffic system optimises traffic lights »adapting traffic signal parameters and other traffic measures so the ensemble of vehicles in the network consumes as little as possible R&D activities: CVIS, eCoMove, etc Pre-deployment activities (Pilots): FREILOT, Pandazis DECOMOBIL workshop, Munich 28.05.2013 To develop a combination of cooperative systems and tools using V2V and V2I communication to help: »drivers sustainably eliminate unnecessary fuel consumption; »fleet managers manage their vehicles more economically and promote eco-driving through feedback & incentives; »road operators balance traffic flows in the most energy efficient way. Develop eCoMove core technologies (SP2) › V2V & V2I communication platform based on CVIS & SAFESPOT projects results › Standardised cooperative messages for energy efficiency-relevant information exchange › ecoMap (digital map database enhanced with eco-relevant attributes) › ecoModels to advise optimal driving and traffic control strategies (micro-and macroscopic levels) » Develop eCoMove applications › ecoSmartDriving applications for fuel-efficient driving behaviour (SP3) › eco Freight & Logistics applications for green freight routing and fuel consumption-optimised logistics (SP4) › ecoTrafficManagement & Control applications for energy-efficient traffic control & management measures (SP5) » Test and validate eCoMove system (SP6) › In 5 field trials and simulation environment › User acceptance and cost-First cooperative systems close to market » Transfer eCoMove solutions to ElectroMobility » Establish a deployment roadmap for Cooperative ITS for › political/regulatory framework › technology › prioritisation of applications/services » FOT for cooperative sustainability solutions, demonstrate effectiveness and benefits of the proposed solutions (vs. safety, efficiency, etc) » Further research on Cooperative ITS applications & tools for deployment (e.g. new applications, business/organisational models) that FREILOT services bring measurable benefits reducing up to 25% of fuel consumption on equipped trucks in urban areas 2. Ensure FREILOT services after-project life 3. Expand FREILOT services to more fleet operatorsCommercial vehicles (busses, trucks, emergency vehicles and taxis)  two users /drivers per vehicle. » Electric vehicles and passenger cars  one users /drivers per vehicle. » Pre-trip (mostly Web-based) › eCoMove, EcoNav, EcoGem, MOLECULES, FOTSis, eCOMPASS, ICT-EMISSIONS (no development), REDUCTION » Static Map data › eCoMove, EcoDriver, EcoGem, REDUCTION » Dynamic data › eCoMove, EcoGem, FOTSis (Behaviour to CO2 reduction AMITRAN will develop and deliver a standardised methodology dedicated to the evaluation of CO2 impacts of ITS. Objectives » AMITRAN aims to: › Develop a CO 2 assessment methodology for ICT measures that includes multimodal passenger and freight transport and that takes into account the whole chain of effects from user behaviour to CO 2 production › Design open interfaces for models and simulation tools implementing the project's methodology › Establish a generic scaling up methodology and a publicly available database with statistics to translate local effects to the European level › Validate the proposed methodology and its implementation by using data available from other projects and studies › Produce an online checklist and a handbook that can be used as a reference for future projects DECOMOBIL workshop, Munich 28.05.2013 35 Jean-Charles Pandazis Main result: a reference methodology to estimate well-to-wheel CO 2 emission reductions achieved by intelligent transport systems.Effects of ITS on transport processes systems and vehicle performance medium ITS measures reducing CO 2 emission Reward / credit to boost market uptake? ERTICO is preparing a paper "ITS for Energy Efficiency" presenting benefit of current ITS products/measures in: »Predictive map-based applications for safe and clean mobility »Traffic and Traveler Information »Traffic Management and control »Freight and Fleet ManagementGoal is to explore with the EC a rewarding or credit mechanism for ITS measures having proven impact on CO 2 emission.Thank you for working together to bring Intelligence into Mobility! jc.pandazis@mail.ertico.Launched in more than 100 countries, with one goal: to prevent five million road traffic deaths globally by 2020 [Source: http://www.who.int/roadsafety/decade_of_action] < Objectives in Road Safety ► No-one killed or severely injured anymore in road transport ► Safety cannot be traded for other benefits -40% of both fatalities and serious injuries until 2020 Creation of a pan-European network capable of setting commonly agreed priorities in European road safety research

•-•Conclusions-

  Passive visual data can be enhanced to improve the user's perception of its environment and road events • Haptic devices can be used to further enhance the responses to the user to driving HSIs can also allow collection of feedback from the users in order to improve the service responses.• User behavior and transport-related activity profiles • Real-time user behavior analysis and assessment -HSIs will become an integral part of the whole C-ITS framework• Manage information using suitable notification interfaces and select data acquisition modules The user and the context can actively or passively influence operating parameters of the service, at different stages or levels The same information can be more or less sensitive in terms of security depending on who will be the final user  HSIs being a data acquisition platform introduces the issue of data and user's privacy Development of HSIs and HSI service management platform will need further integration with Management and Security modules of the C-ITS architecture! The complexity of the transport environment translates into complex C-ITS architecture and services -HSI is a wider concept than classical HMI -HSI -Human Service Interfaces stay on top of the C-ITS architecture as the interacting element to the users -HSI is both a recipient and source of data from/to the rest of the modules of the C-ITS service architecture -C-ITS Services must adapt to the specific context and environment of the user -HSI must evolve to this new paradigm!!

-

  ERTICOERTICO -ITS Europe was founded at the initiative of leading members of the European Commission, Ministries of Transport and the European Industry and is a network of Intelligent Transport Systems and Services stakeholders in Europe. Its aim is to connect public authorities, industry players, infrastructure operators, users, national ITS associations and other organisations together and to work on a portfolio of activities to accelerate the development and deployment of ITS across Europe and beyond.

In the past, ERTICO has played a leading role in advancing:

 TMC standards;

 an open framework for telematics services;

 next generations of preventive safety systems;

 next generation of digital maps & associated applications;

 the technical framework for interoperable tolling in Europe;

Coordinator of the PROS project (Priorities for Road Safety Research in Europe)

	On 20 July 2010, the European Commission released its latest European Road Safety Action
	Programme (ERSAP) entitled 'Towards a European road safety area: policy orientations on road safety
	2011-2020' The ERSAP sets out the ambitious target of halving road fatalities in the European Union by
	the end of the decade.
	In spite of all improvements in European road safety, more than 80 people are killed and about 4000
	get injured on European roads each day. The progress made so far is to a large extent based on
	intensive, publicly funded road safety research activities. While many "low-hanging fruits" in road
	safety have already been picked, a multitude of more specific research issues remains. With ICT
	opening up an enormous potential for new integrated safety applications, the research area of road
	safety is becoming broader and broader with the risk of diluting efforts.

. Veneta Vassileva, Safety coordinator of ACEM ("Association des Constructeurs Européens de Motocycles" or "Motorcycle Industry in Europe") -Safety coordinator of ACEM

	ACEM (the Motorcycle Industry in Europe) was created in 1994 by the merger of two Associations of
	manufacturers of motorised two-wheelers, namely COLIMO (Comité de Liaison de l'Industrie du
	Motocycle) established in 1962 and composed of eight national associations; and ACEM (Association
	des Constructeurs Européens de Motocycles) founded in 1990 by the eight main European companies
	in the field. Upon its creation, the manufacturers of motorcycles in Europe decided to maintain the
	name ACEM as a sign of continuity of their presence in Brussels, whose legal identity is Groupement
	Européen d'Interêt Economique according to European law.
	ACEM is the professional body representing the interests and combined skills of 13 powered two
	wheelers (PTWs) manufacturers producing more than 30 brands, and 15 national associations out of
	13 European countries, guaranteeing jobs to over 127.000 people. The aggregated turnover of the
	PTW sector (manufacturing, plus upstream and downstream activities) amounted to Euro 26 billion in
	2010, manufacturers alone account for Euro 7 billion. The members of ACEM are responsible for 90%
	of the production and up to 95% of the European powered two-wheeler (PTW) market.
	The product range goes from small 50cc town vehicles, up to motorcycles of 1000cc and over.
	Products are divided into different segments such as moped, scooter, street, classic, super-sport,
	touring, custom, supermoto and off-road bikes. Tricycles and quadricycles are also represented by
	ACEM.
	The role of ACEM has expanded with the development of importance of European legislation and
	activities within all member countries. Therefore it is essential for ACEM to have a broad view of the
	complex economy, social, political, technical and legal issues surrounding European integration,
	regulation, harmonisation and trade. All these issues represent a great challenge for the motorcycle
	industry.

Dr Simone Pozzi, Deep Blue, Coordinator of EXCROSS project. -Human Factors and Safety R&D expert at Deep Blue Deep

  Blue is a research and consultancy company created by a group of senior researchers from major Italian Universities and Research Centres. It has a multidisciplinary team of specialists in Human Factors, Cognitive Psychology and Safety. The area of activity of the company is the analysis and evaluation of interactive systems, with particular focus on the interaction, integration and allocation of functions between the human, procedural and equipment components.

	Most of the company's work is for European organisations, on a number of specific topics including:
	 evaluation and validation of air traffic concepts and systems;
	 evaluation of dependability of interactive systems;
	 safety analysis of air traffic concepts and systems.
	-Coordinator

of EXCROSS project (EXploiting safety results aCROSS transportation modes)

	EXCROSS (EXploiting safety results aCROSS transportation modes) is a Supporting Action of the
	European Commission to enhance cross-fertilization and synergies between safety research initiatives in
	the different transportation modes (e.g. road transportation, aviation, etc.).
	EXCROSS addresses the fragmentation that exists in Europe between safety initiatives in the different
	transportation modes, with little cross-domain learning and sharing of experience. In particular, the
	objectives of this SA are:
	 Identify synergies and opportunities for cross fertilization between different
	transportation modes;
	 Identify research gaps common to the different transportation modes, to exploit
	synergies and remove discrepancies.
	The activities are organised around the following main streams:
	 Establish a common understanding of safety principles across the different
	transportation modes, by identifying tacit assumptions and making underlying
	principles explicit;
	 Collection, selection and analysis of past research actions dealing with safety;
	 Identification of the main stakeholders and preparation and dissemination of
	information tailored for their needs.

Stella Nikolaou, CERTH/HIT (Centre for research and Technology Hellas/Hellenic Institute of Transport), Chair of iMobility WG "Vulnerable Road Users" -Chair of WG iMobility "Vulnerable Road Users", Identification of ITS technologies to improve VRU safety

Dr. Annie Pauzié, Ifsttar/LESCOT (French Institute of Sciences and Technologies in Transport development and networks/Laboratory Ergonomics Cognitive Sciences in Transport), scientific coordinator of DECOMOBIL -Research director at IFSTTAR-LESCOT The

  The Universidad Politécnica de Madrid (UPM) was created in 1971 but most of its centres were founded in the 18th and 19th centuries. UPM currently encompasses 22 Faculties with approximately 47,000 students and more than 2,000 academics. Scopes of the research activities are demanding mobility improvement, research infrastructure sharing, and electronic means for networked knowledge sharing. As a result of this combination of lecturing and research activities, a number of exchange agreements exist with other Institutions, such as the Telecommunications Engineering

	Working Group Relation with Policy Initiatives:
	 Commission Regulation (EU) No 459/2011 of 12 May 2011 and of the Council on the type-
	approval of motor vehicles with regard to the protection of pedestrians and other vulnerable
	road users.
	 Directive 2005/66/EC of the European Parliament and of the Council of 26 October 2005
	relating to the use of frontal protection systems on motor vehicles and amending Council
	Directive 70/156/EEC.
	 Directive 2003/102/EC of the European Parliament and of the Council of 17 November 2003
	relating to the protection of
	 ITS Action Plan, Final Report, "Action 3.4-Safety and comfort of the Vulnerable Road User"
	 European Commission, "Road safety: Policy orientations on road safety 2011-2020"

French institute of science and technology for transport, development and networks (Ifsttar) was founded on January 1st, result of the merging between INRETS Institute and the LCPC Laboratory. This new entity has the status of a public scientific and technological institution and is overseen by the French ministry of ecology, sustainable development, transport and housing on one hand and the French ministry of higher education and research on the other. Recognised as a new reference organisation in the international arena, Ifsttar conducts applied research and expert appraisals in the fields of transport, infrastructure, natural hazards and urban issues, with the aim of improving the living conditions and, more broadly, promoting the sustainable development of our societies.

The Laboratory of Ergonomics and Cognitive Sciences applied to Transport Ifsttar / LESCOT is working in the area of: design and ergonomic evaluation of transport systems, gathering knowledge on Human Factors (functional abilities, cognitive processes), development of methodological tools for task analysis and for ergonomic evaluation, knowledge database (development of database, modelisation / simulation), strategical analysis of innovative ITS and socio economical issues. Research activities of LESCOT are focused on ergonomics of Information and Communication Technology (ICT) based upon Human Centred Design approach and is running several European and national projects on this topic since 25 years (e.g. AIDE, Saferider & Safeway2school). Members of the laboratory are also involved in several international committees in this area, such as International Harmonised Research Activities-ITS working group and eSafety Working Group on HMI (European Statement of Principles), iMobility Working Groups (SafeAPP, Vulnerable Road User).

Prof. Jose Menendez, UPM (Universidad Politecnica de Madrid)

-Professor at UPM School, with an active research group in traffic sensoring, traffic behaviour analysis and management, communication architectures and cooperative systems applied to transport.

  Existing ecoNavigation application, which consists in finding the most efficient fuel/CO2 emission route. How to widespread its use and to motivate drivers to use it? To structure and organise the European Research in the domain of Human Machine Interaction and Human Factors applied to road Intelligent Transport Systems.

	HUMANIST VCE
	 Status: French Association under Loi 1901 created on 26
	A vision for HUMANIST December 2007
	Towards 2020
	HUMAN centred design for ANNEX 2 Presentations Information Society Technologies
	Dr. Evangelos Bekiaris	HUMANIST General Assembly
	HUMANIST President	May 27th, 2013
	CERTH/HIT Research Director	Munich, Germany

 Aim:  Objectives:  Scientific researchers network  Creation of a suitable area for knowledge production, sharing and debates  Structuring and favoring interactions with the European ITS community  Promoting HUMANIST scientific research agenda and expertise  Building up the new generation of European scientists  Building up of European projects proposals on the network research thematics, favoring the participation of its members May 27, 2013 General Assembly -Munich

  Edit and co-finance at least one HUMANIST scientific publication (book) per year, focused upon a specific HMI for ITS theme Promote the issue of Guidelines and Standards in the area (starting from ESoP continuation and NHTSA guidelines adaptation), in a formal and structured way; in close collaboration to iMobility Forum and TRB; as well as relevant CEN and ISO committees. eNewsletter with info on open tenders, calls, opportunities, events, etc.; mainly for the Members and not for external use

	May 27, 2013 General Assembly -Munich Activities (1)  Task Force Road Map -leader IFSTTAR  Integrated in DECOMOBIL project May 27, 2013 Towards 2020: Aim Towards 2020: Expansion Towards 2020: Scientific Focus (2) Towards 2020: Liaisons & Lobbying Towards 2020: Dissemination General Assembly -Munich Activities (2)  European conference on Human Centred Design for Intelligent  Participation/ Coordination of European projects  Full Members  Further continue to build-up close relations and joint lobbying  Sustain the scientific character of the VCE, as opposed to Transport Systems  Organised every 2 years in a HUMANIST member country  Lyon 2008: http://www.conference.noehumanist.org/ humanist-vce.eu  Athens February 2010 on VRUs: http://www.humanist-vce.eu/humanist-workshops/vru-2011.html May 27, 2013 General Assembly -Munich  Summer Schools  eLearning tool and services  In coordination with DG CNECT, elaboration of first scientific proposals for 1st WP H2020 May 27, 2013 General Assembly -Munich  HUMANIST to become THE Center of Excellence on HMI for ITS in transport, with emphasis on: May 27, 2013 General Assembly -Munich  enhanced to cover with at least one member in each EC country  aiming at expanding the VCE to 30-40 members within 3 years.  limited to few associate members in key extra-European markets (i.e. USA, Canada, Russia, Australia, Singapore, China, Malaysia, India, Arabic States, South American states). May 27, 2013 General Assembly -Munich other associations in the area with more horizontal (and more political) approach. May 27, 2013 General Assembly -Munich May 27, 2013 General Assembly -Munich activities with other key stakeholders:  Founding Member of the DETRA-initiated European Transport Research Alliance; with FEHRL, FERSI, ECTRI and EURNEX (that agreed to be in it so far, maybe more later). May 27, 2013 General Assembly -Munich May 27, 2013 Transport Systems: Human-Centred Design for General Assembly -Munich  HUMANIST Summer School on "Intelligent Safe & Eco Mobility".	6 7

 Task Forces  Ecodriving methods and training -leader HIT  Long time impact and effect of ITS -leader FACTUM  Towards resilience within an Intelligent Road Transport System -leader ADI-CIGEST  Intelligent Cooperative Systems for improving pedestrian and drivers' safety -leader UPM  Integrated in DECOMOBIL project  Horizontal Task Force:  Berlin 2010: http://conference2010

.humanist-vce.eu  Valencia 2012: http://conference2012.humanist-vce.eu  Wien 2014  From 2012, these conferences are organised in the framework of DECOMOBIL project  Hot topic workshops  Organised on a research theme  Paris November 2009 on resilience: http://resilience. Publications: proceedings of the conferences, Special issue of IET and thematic books on years when there is no conference proceedings  Liaison with stakeholders and lobbying (via participation to ETRA and DECOMOBIL project)  Participation in the preparation of Guidelines in ITS and HMI domains (ESoP & participation to actualisation of NHTSA guidelines)  Collaboration to iMobility Forum  knowledge and principles transfer from mode to mode  the specification, design and evaluation of HMI for multimodal, intermodal and integrated transport chains.  members mainly from research organisations and universities.  Associate Members  introduce associate members in VCE statutes with normal fee, without voting rights.  Offer knowledge & expertise in the HMI field by covering/leading the WGs of:  Horizontal associations (i.e. ECTRI, FEHRL, FERSI, AVERE)  Industrial Associations  EC platforms and forums (iMF, etc.)  Sustain and boost scientific excellence:   Organise (and if necessary finance) special issues in journals (i.e. ETRR, IET, …) on HMI for ITS.  Establish a collaborative virtual testing center on HMI for ITS.  Provide the forum for agreeing and preparing Research Consortia to tackle key research issues related to HUMANIST with Members and non-Members. Other Member representatives included in Advisory Groups, to guarantee that all key HUMANIST experts in one topic are somehow been mobilised by the relevant project.   Aiming at a specific MoU of collaboration with EUCAR, CLEPA, ACEM and AVERE.  Establishment of a specific User Forum with participation of FIA, FEMA, POLIS, etc. (potentially signing MoUs with all of them).  Establishing specific contacts with the EC in DGs CONNECT, RESEARCH and MOVE.  Establish contact with Standardisation Organisations, (CEN, ISO, etc.), aiming at promoting standards on HMI for ITS in Transport (i.e. by a dedicated new Member, like INFOTERM from Austria).

 Continue and strengthen the already close cooperation with the iMobility Forum and its relevant running and new Working Groups.

 Dissemination is the key for promotion and success, thus:

 Reorganisation of website (interactive, support eLearning, etc.)   Multi-domain leaflet, handouts and other supportive material  Database of key International electronic and paper press and relevant journalists to promote HUMANIST publications and pressconferences.

May 27, 2013 General Assembly -Munich

Towards 2020: Advisory Group  Establishment of a 3-5 wise-men Advisory Group.

 Permanently led by the Honourable HUMANIST President J.P. Medevielle.

 Encompassing worldwide re-known figures in the Transport Research Area.

 Aim: to provide annually guidance and feedback to the Association, without a physical meeting (except if needed).

One of its Members will be the keynote speaker in each HUMANIST bi-annual Conference. May 27, 2013 General Assembly -Munich External Cooperation: FERSI  Strategic Activities  Establishment of common WG on Human Factors & Safety  Promoting research activities on relevant topics;  Promoting the priorities on this topic to EC and relevant stakeholders (i.e. iMobility Forum, etc.);  Setting-up mutual AVERE/HUMANIST endorsed proposals on the topic, strengthening in this way the preparation of their sound content and promoting them further through the individual and common channels.  Dissemination Activities  FERSI involvement in HUMANIST Summer Schools & Conferences  FERSI Conference on "Ageing and Safe Mobility": HUMANIST leading the "Human Factors" pillar.

WP2 Development of priorities and roadmap

	Consortium Members Stakeholder Involvement Agenda Collecting and Structuring
	Research Topics
	2.1 2.1 2.2 2.3 WP3 Dissemination & implementation Working group management Tasks/Activites Working group management Priorities setting Roadmap 3.1 Dissemination plan and activities 3.2 Events organisation 3.3 Electronic User Forum and website WP4 Process control & continuation 4.1 Process control / safety impact 4.2 Mechanism for continuation of activities WP5 Project management 5.1 Daily project supervision by Coordinator 5.2 Project portal and infrastructure 5.3 Financial administration and progress management No. Organisation Name 1 fka Forschungsgesellschaft Kraftfahrwesen mbH Aachen Month today 2 SAFER -Vehicle and Traffic Safety Centre at Chalmers 3 Nederlandse Organisatie voor toegepast-natuurwetenschappelijk 3 Nederlandse Organisatie voor toegepast-natuurwetenschappelijk onderzoek TNO 4 Centro Ricerche FIAT S.C.p.A. 5 Daimler AG 6 Ford Werke GmbH 7 Autoliv Development AB 8 Robert Bosch GmbH 9 European Road Transport Telematics Implementation Coordination Organisation S.C.R.L. 10 Loughborough University 11 European Union Road Federation 359 road safety research needs collected Associate Representation Giving an overview of... Structured in 54 topics and 4 research areas Partners in Consortium phases of safety FERSI FEHRL European Cyclists' (primary, secondary, tertiary) ... what PROS is doing and why, European Cyclists' Federation approach elements of the system Co-modal … Academia European Blind Union ... who is involved, Infra-Convergence Traffic Authorities structure of phases safety Automotive industry Research organisations & commu-Vehicle analysis Human Road Safety & ... what are the main outcomes so far. nication services assess-transport modes (walking, cycling…) ment	Represented Stakeholder Association CLEPA / EARPA EARPA EARPA ERTRAC / EUCAR EUCAR CLEPA iMobility Forum ERSO ERF External Stakeholders ACEM FEMA ETSC ETSC Euro NCAP ACEA FIA IRF IRAP Dutch Ministry of Transport UK Department Safety Council … German Transport for Transport
	12 Integrated Safety Network System approach		ISN
	Peter Urban / DECOMOBIL Workshop Peter Urban / DECOMOBIL Workshop Peter Urban / DECOMOBIL Workshop Peter Urban / DECOMOBIL Workshop	© PROS consortium 2013 © PROS consortium 2013 © PROS consortium 2013 © PROS consortium 2013 © PROS consortium 2013	9 12 13

1 -1.3

to analyse road user behaviour

  Methodologies for the assessment of Intelligent Transport Systems' impact on VRU safety

			L-category vehicles 37 37 million million users users in EU 27 in EU 27
		Prioritisation Matrix
	2-Ws	(Research Area "Vehicle") 4: Very high 3: High Powered Two Powered Two --Wheelers 4: Very low 4: Very short 3: Low 3: Short Wheelers	4: Very high 3: High
				2: Low		2: High		2: Long		2: Low
			L1	1: Very low 0 1 2 3 4	S	1: Very high 0 1 2 3 4	S	1: Very long 0 1 2 3 4 L3	S	1: Very low 0 1 2 3 4	S
	Weighting factor: 17 Advanced driver assistance systems 14 Advanced sensing and detection systems Research Clean and efficient multimodal Research area: 5 0 2 6 13 3,52 5 2 9 10 0 2,38 5 0 10 10 1 2,57 5 0 3 13 5 4 0 1 9 12 3,50 5 0 15 6 0 2,29 5 1 10 10 0 2,43 5 0 1 11 9 3 2 1 1 Time for measure to have effect Level of innovation 3,10 3,38 Total costs (development, implementation, Safety benefit (volume x effectivity) Clean and efficient multimodal topic: maintenance) 14 sensing and detection systems 4 0 1 9 12 3,50 5 0 15 6 0 2,29 5 1 10 10 0 2,43 5 0 1 11 9 3,38 11 Integrated safety evaluation 5 0 5 7 9 3,19 6 0 7 10 3 2,80 6 1 9 9 1 2,50 6 0 8 10 2 2,70 16 Driver monitoring and status-adaptive support systems 5 0 3 10 8 3,24 5 0 14 7 0 2,33 5 2 12 6 1 2,29 5 0 2 9 10 3,38 15 Forschungsgesellschaft Kraftfahrwesen mbH Aachen mobility mobility 3-Ws Steinbachstr. 7, 52074 Aachen Safe HMI / HVI (Human Machine/Vehicle Interface) design 4 0 6 8 8 3,09 5 1 7 13 0 2,57 5 0 9 12 0 2,57 5 0 6 9 6 3,00 1 Vehicle-based systems for VRU safety 3 0 0 12 11 3,48 4 2 17 3 0 2,05 4 0 14 8 0 2,36 4 1 2 14 5 3,05 Germany L4 L2 L5	Average total score 67% 66% 66% 64% 62% 62% 62%
		10	From primary, secondary and tertiary to integrated safety	7 0 3 10 6	3,16	7 0 13 4 2	2,42	7 1 13 5 0	2,21	7 0 2 13 4	3,11	60%
		18 automated driving	5 1 3 6 11 3,29	5 9 6 3 3	2,00	5 9 9 3 0	1,71	5 0 0 5 16 3,76	59%
	4-Ws	9 12 Intelligent vehicle dynamics Virtual testing for crashworthiness incl. validation methods/protocols 2 Safe PTWs Workshop "ICT design for clean and efficient 7 3 4 10 2 2,58 7 1 3 12 3 2,89 7 0 8 10 1 2,63 7 1 4 11 3 6 1 6 9 4 2,80 6 0 14 6 0 2,30 6 2 8 9 1 2,45 6 0 1 11 8 5 1 7 6 7 2,90 5 2 12 7 0 2,24 5 0 16 4 1 2,29 6 0 2 10 8 3 Safe bicycles incl. electric bicycles 5 2 5 10 4 2,76 5 0 10 9 2 2,62 5 1 14 5 1 2,29 6 0 5 12 3 13 Safe interaction with the road 8 1 3 10 4 2,94 8 1 13 3 1 2,22 8 2 10 5 1 2,28 8 0 6 6 6 19 Effects of automated vehicles and cooperative systems on other road users 4 0 6 10 6 3,00 6 6 6 7 1 2,15 5 10 9 2 0 1,62 6 0 0 9 11 3,55 2,84 3,35 3,30 2,90 3,00 20 Safety of goods transport 5 1 9 8 3 2,62 5 1 7 11 2 2,67 5 1 9 11 0 2,48 5 0 10 8 3 2,67 5 Crash compatibility and crashworthiness of light and/or new vehicle concepts 7 0 3 9 7 3,21 7 7 8 4 0 1,84 7 3 11 5 0 2,11 7 0 6 11 2 2,79 8 Specific safety issues of alternatively powered vehicles 3 2 10 9 2 2,48 4 1 12 9 0 2,36 4 2 14 6 0 2,18 5 0 3 10 8 3,24 4 Advanced occupant protection systems 7 2 3 10 4 2,84 7 7 9 3 0 1,79 7 0 11 8 0 2,42 7 1 3 10 5 3,00 7 Vehicle lighting 8 3 6 9 0 2,33 8 0 7 9 2 2,72 9 1 9 7 0 2,35 7 2 8 8 1 2,42 6 Safety of mobility scooters 8 8 6 3 1 1,83 8 0 8 8 2 2,67 8 1 10 7 0 2,33 Phone +49 241 8027 015 Fax multimodal mobility", Decomobil 28 th May 2013, Munich +49 241 8861 110 L6 / L7 E-Mail urban@fka.de Internet www.pros-project.org 3	57% 56% 56% 56% 55% 55% 54% 53% 50% 50% 49%
		Peter Urban / DECOMOBIL Workshop					© PROS consortium 2013		17

Diversity of vehicles, owners and purposes Diversity of vehicles, owners and purposes Commuting, Leisure, Sport Commuting, Leisure, Sport VULNERABLE ROAD USERS More and more EU citizens using PTW for commuting • 37 million units in 2011, up to more 40 million units in 2030 • Three main drivers: -Growth of urban areas (85% of the EU population in 2030) -Growth of individual mobility needs -Current mobility offer limited (public transport/ infrastructure/public budget) Powered Two-Wheeler (PTW) Fleet Mobility =Quality of Life

		Mobility cannot Mobility cannot
		be given up be given up
	►Evolution of
	Starting Point	Target Destination
		(Ambrosetti , 2005)

mobility needs lead to congestion

	Mobility is Complex
	LABOUR and SOCIAL Can Motorcycling MOBILITY
	be part of the Cars can play a role but lead to congestion
	solution?
	Multi-purpose and
	multi-destination
	routes

PTWs can play a role with different perspective and arguments EFFECTIVENESS and EMOTION EFFECTIVENESS and EMOTION Sustainable Mobility

	-2.000 4.000 6.000 8.000 10.000 12.000	00:00-01:00	01:00-02:00	► Smaller ► Smaller Rome 02:00-03:00 03:00-04:00 04:00-05:00 05:00-06:00 06:00-07:00 07:00-08:00 08:00-09:00 09:00-10:00 10:00-11:00 11:00-12:00 12:00-13:00 13:00-14:00 14:00-15:00 Flussi Veicolari Due Ruote 15:00-16:00 16:00-17:00 Predominance of PTWs 17:00-18:00 18:00-19:00 19:00-20:00 in certain areas (ATAC, 2007) Barcelona 10 km 25 km 70 kg 160 kg 50 km 120 kg 45 km/h 130 km/h 100 km/h ► Lighter ► More specialized 20:00-21:00 21:00-22:00 22:00-23:00 23:00-24:00

► PTWs'

role in the transport system of the City acknowledged by the City Council -28% of the private motorized transport is carried out by PTWs -248,000 trips a day -40,000 parking places dedicated to PTWs

(Barcelona City Council, 2006)

London

► Estimated

50,000 journeys a day now being made by motorcyclists in the Transport for London Road Network bus lanes ► Benefits include -Reduced journey times, -Less carbon dioxide emissions.

► The

safety of motorcyclists and other vulnerable road users is unaffected.

(Transport for London, 2012)

► In "

Parisian" traffic conditions : average speed for PTW is twice a car : 42 km/h vs 21km/h (additional average car parking time of about~ 16 mn) ► PTW have potential for best fuel consumption and GHG emissions Paris

(ADEME, 2005)

+27% of trips ensured by PTWs between 1996 and 2000 resulting in a positive c/b ratio (Prof. Kopp, La Sorbonne) • Brussels area: no more traffic jams with 25% modal shift to PTWs, with overall positive c/b ratio (Prof. Yperman T&M Leuven) New Approach Individual Mobility Paris Positive Cost/Benefit of the shift to PTWs 1996/2006

	Impact
	Time gains	24 millions
	Cost of accidents	-8 millions
	Public Finance	-4 millions
	Pollution	-7 millions
	Balance	+5 millions

• Paris:

on traffic congestion Case study Leuven-Brussels ► Impact modal shift (10%) on traffic congestion: -Queues are shorter and disappear more quickly -Total time losses reduced by 40% -Time benefits on Belgian highway network: 50 M€/year -Total emission costs 20% lower for recent motorcycles ► PTWs bring a significant contribution to Urban Mobility reaching 10 up to 20% of the daily trips according to cities ► The contribution includes transport of persons and goods Conclusion Many Intrinsic Advantages • Smaller, PTWs use land more efficiently -optimize existing infrastructures -produce less damages to roads • Lighter, PTWs are cost efficient -Cheaper to produce and operate -Fuel efficient -Agile in congested areas • More specialized, PTWs respond to mobility needs (EU 27, over 60% of journeys -commuting, average occ rate -1.1 per vehicle) PTWs: SMART Choice For Urban Mobility Main trends will contribute to: •Reducing environmental impact through cleaner PTWs and a higher proportion of ultra low and zero emission vehicles •Improving Road Safety •Offering more convenience Future Developments will Boost Modal Shift PTW CO2 Contribution to all Transport Modes

	Deployment of electric propulsion
	-From moped electric powertrain
	-To	Measured
		at type-
		approval
		Marginal Marginal
		contribution contribution
		of L of L--
		category category
		vehicles vehicles

maxi scooter electric powertrain Powertrain: to Zero Emission Engines... Peugeot electric scooter powertrain 4kW 100 km range 0.4 EUR per 100 km BMW eScooter project Dynamic behaviour of ICE maxi scooter Key figures • ePTW Market near 15,000 units in 2011 • 50,000 in 2020 • Over 100,000 in 2030

	W W
	h h
	y • Economic crisis leads to financial re-organisation and y efforts for cost savings in all European countries.
	t t
	r r
	a a
	i i
	n n
	i i
	n n
	g g

can keep hands on the wheel -Visual interface more accessible and with less screen reflections -Safer fixation in case of crash -Applications may be forced to meet defined driver distraction guidelines Example of mirror link

  Potential distracting effect of mobile phone use while driving or riding: increase critical situations for road safety (visual, manual, cognitive) Poor fixing systems for mobile device inside the vehicle: increase of potential driver/passenger injury in case of crash.

	Smartphone audience by age group in 2012 Widespread use of mobile services Technical solutions to integrate mobile Mobile service for ecomobility in transport phone in the vehicle • Ecomobility success • Negative aspect: road safety -by attracting drivers out of their vehicles (high quality Use of mobile phone information on public transport real time schedule, is growing among seniors, since 2000, location of stops and stations, availability and location
	with differences of parking and self service bicycle stations)
	between countries -by informing on real time the community via social
	network about road alert and traffic congestion
	Easy access to information through mobile devices has high potential -by supporting ride sharing behaviour (better efficiency benefits for a clean and efficient multi-modal mobility : of real time information on available rides, increase -incentive to use public transport and self-serve bicycles, -avoidance of traffic congestion, acceptability linked to privacy aspects)
	-encouraging and supporting ride-sharing,… -by wide spreading low cost access to eco driving
	feedback and training
	annie.pauzie@ifsttar.fr annie.pauzie@ifsttar.fr
	Intervenant -date

• Positive aspect: ecomobility -Driver

Intervenant -date annie.pauzie@ifsttar.fr

of 35

of 35The next step will be to define a second prioritization loop based on one-page of each topic with motivation of the topic, research needs and aspects to consider, expected impacts, recommended funding level and instrument and comments from partners.2.6 Perspectives on PTWs contribution to ecomobility (Dr. Veneta Vassileva, SafetyCoordinator of ACEM, Brussels)Full video and slides of the presentation is available for downloading on the DECOMOBIL website http://decomobil.humanist-vce.eu/Downloads.html ACEM (Association of Motorcycle Manufacturers in Europe) was created in 1994 and gathers 14 PTW manufacturers producing 25 brands, 18 national associations, also representing smaller manufacturers & suppliers (SMEs). There are 37 millions of users in EU 27, with a diversity of vehicles, of owners and of purposes such as commuting, leisure and sport. More and more citizens are using PTW for commuting, with a growth in urban area and an expectation of 85% of the EU population of drivers in 2030.

May 27, 2013General Assembly -Munich

Jean-Charles PandazisDECOMOBIL workshop, Munich 28.05.2013

DECOMOBIL workshop, Munich 28.05.2013

Jean-Charles Pandazis

Source: EC presentation @ 1 st iMobility Forum by Juhani Jääskeläinen, Head of Unit G4, DG-INFSO

Jean-Charles PandazisDECOMOBIL workshop, Munich 28.05.2013

Piloted & deployed servicesJean-Charles Pandazis DECOMOBIL workshop, Munich 28.05.2013

Giving an overview of... ... what PROS is doing and why, © PROS consortium 2013 ... who is involved, ... what are the main outcomes so far. Peter Urban / DECOMOBIL Workshop

ACEM -created in 1994: 14 PTW manufacturers producing 25 brands

(Atutamiento de Madrid, 2007)

(Kopp & alii, 2008)

(Transport & Mobility Leuven, 2012)

May 27, 2013

General Assembly -Munich

contribute to the preparation of future Community research programme in user centred Design for ECO-multimodal MOBILity -DECOMOBIL

ANNEX 1

List of participants

Summary

• The iMobility Forum WG4CEM • Establishing a priority list of activities related to largest saving potential

• Providing an overview on related activities to eco- mobility distinguishing between short, medium term and long term options Region I

Major Issues at Hand

• What are issues for the implementation, mass deployment on the market and user acceptance of measures?

• What indicators can be identified for user acceptance of ITS for clean and efficient mobility?

• What effect do measures have on CO2 • Increase the drivers' knowledge on the ICT functionalities and barriers.

• Understand the situations where each system can apply.

• Increase the awareness and reduce the over-confidence on the reliability of ICT.

• Provide knowledge on ICT practical use, improving handling of effects while using.

THUS:

• Increase safety by exploiting the potentials of ICTbased support systems in the safest way through users' knowledge on their functionalities and limitations. Over-reliance issues should be a priority.

Mobile phone and road safety

• US statistics: some figures in 2011

636 000 crashes linked to mobile phone use while driving 330 000 personal injuries 12 000 major injuries 2 600 deaths,

Drivers' evaluation of reliability for the road alert information by sources of information

Mobile services are considered as the more reliable source for road alert information than any other (radio, VMS,…)

Ridesharing service

Intervenant -date annie.pauzie@ifsttar.fr

Ridesharing Challenges

Driver's reliability

Matching between travelers and drivers preferences

Privacy and security

Question: which criteria to transmit to the member? Picture, location, phone number….

Privacy-reliability trade off of the information

Contents

Data Processing & Behaviour understanding

-From low level sensor data fusion to complex behaviour analysis and prediction algorithms -Sensor data is processed and aggregated to get the most accurate image of the road environment and provide the appropriate situational awareness -These methods allow the development of relevant and progressively higher level applications for transport services:

• Fatigue or drowsiness detection in drivers • Incident detection in highways • Collision avoidance of pedestrians and vehicles at traffic intersections