By increasing the knowledge regarding fatalities per road users in collision with others, stakeholders in general and industry in particular here can address specific countermeasures. The objective is to describe the nature of the work to identify road fatalities in collisions with HGV at a global level, i.e. data to build a matrix for HGV for several countries outside EU. Large HGV markets outside UE identified for further investigation in the project were: Argentina, Brazil, Japan, South Corea, USA. Collaboration with responsible administration in the identified countries and together with IRTAD secretary made it possible to answer whether it is possible to build collision matrix in those countries.

Projektet har syftat till att undersöka möjligheten att använda trafiksäkerhetskrav och systematisk uppföljning av dessa som en del i upphandlingen av godstransporter, med syftet att förbättra trafiksäkerheten på vägarna. Dagens upphandlingar, där trafiksäkerhet ingår, innehåller ofta noggrant definierade krav om trafiksäkerhet, till exempel nykterhetskrav eller krav att följa regler och lagar, men inte sällan saknas en genomgripande strategi och metod för att följa upp kraven. Forskningsteamet har undersökt hur olika aktörer i transportupphandlingslandskapet arbetar med den här frågan, och inom ramen för projektet också föreslagit vilka trafiksäkerhetskrav som skulle kunna ställas inom upphandlingar. Dessutom har vi inspirerats av kunskapsutbyte och samlats för att lära kring bästa praxis och goda exempel, där verklig trafiksäkerhetsnytta har uppnåtts.

Inom projektets litteraturstudie har vi tittat på dels hur upphandlingar går till, dvs upphandlingsprocessen, och vilka styrande policydokument som i dagsläget finns tillgängliga. Vi har även specifikt studerat kravställning inom närliggande hållbarhetsområde; grön upphandling inom kollektivtrafiken, Fair Transport, och dels vad som finns dokumenterat inom just området kravställning trafiksäkerhet. Vi har också samlat olika aktörer i workshops. Samtalen kretsade kring trafiksäkerhetskrav inom upphandling av godstransporter; vilka utmaningar och möjligheter finns, vad görs idag, och hur kan vi gemensamt bli bättre på att styra våra upphandlingar så att säkerheten på våra vägar ökar.

Background: Several medical conditions are known to impair sensory, cognitive and motor functions and are associated with road traffic crashes (RTC). For the drivers of today, we lack updated knowledge on how driving-impairing conditions are associated with RTCs, across all driving-impairing conditions in a given population. We aim to determine this among older drivers in Sweden.

Methods: A national, population register-based, matched case-control study comparing acknowledged driving-impairing health conditions among all older drivers (65 years or older) involved in an injurious RTC in the period 2011–2016 (n = 13,701) with those of controls: older drivers not involved in any RTC (n = 26,525) matched to the cases by age, sex and residential area. The medical conditions, extracted from the National Patient Register from 1997 up until date of RTC, were identified based on ICD-10 diagnosis codes and categorized into the 13 groups of medical conditions listed in the Swedish driver's license regulations. Conditional logistic regression was used to estimate crude and adjusted odds ratios (ORs) with 95% confidence intervals.

Results: Unadjusted ORs for RTC were increased for all conditions. After taking the other 12 medical conditions into account, the ORs remained significant in 11 out of the 13. A strong association was found for the group “ADHD and autism spectrum disorders” (OR 2.79, CI 1.47–5.30), although with very low prevalence among cases (0.2%). Moderate associations were found for three conditions with a case prevalence between 1.3% and 8.5%: epilepsy and seizure disorders (OR 1.53, CI 1.25–1.89), substance abuse and dependence (OR 1.45, CI 1.29–1.63), psychological diseases and mental disorders (OR 1.28, CI 1.18–1.39) and for one condition with a case prevalence of 14.7%, diabetes (OR 1.28, CI 1.20–1.36).

Conclusions: In Sweden, in the current generation of older drivers, acknowledged driving-impairing medical conditions at the national and European levels remain a concern. After adjustment for one another, all but 2 of the conditions are associated with RTCs albeit to varying degrees and more pronounced in the age group 65–79 compared to 80 or older. To promote and sustain older people's mobility, addressing this issue will require a blend of interventions where, hopefully, technological and infrastructural innovations may help counteracting individual health-related shortcomings. © 2021 The Authors

Objective The aim was to investigate the potential of using simulator-based training (SBT) to improve older drivers' self-rating ability and to compare two forms of feedback; corrective versus corrective and rewarding feedback.

Method The study was designed to study the possibility of training for self-rated driving ability in a simulator, and the impact of corrective (errors made) feedback versus corrective (errors made) and rewarding (correct behaviour) feedback during training. In total, 21 older drivers (mean age 78.5, SD=3.9 years) were trained and assessed in the driving simulator. Driving performance was assessed by penalty scores as well as self and expert ratings.

Results The average deviation from correctly rated ability (own vs. expert) changed from -0.7 (under-rating) to 0.1 at the final training and assessment occasion; i.e., drivers ratings became more like the expert's rating or, in other terms, better calibrated. The individuals with the largest deviations from the expert's rating initially improved their self-rating ability the most. There were no differences between the two feedback groups in terms of their ability to self-rate, but rewarding feedback had a positive effect on penalty scores. The SBT showed positive training effects on the ability to self-rate one's driving ability, and rewarding feedback contributed to lower penalty scores. However, simulator sickness was a shortcoming that needs to be adressed, and the optimal form of feedback should be further investigated.

Det är en stor variation bland äldre cyklister avseende deras funktionsförmåga. Det som påverkar cykling är inte bara ålder utan även den egna fysiken (exempelvis muskelstyrka, rörlighet och balans) samt vanan att cykla. Syftet med projektet var att bidra till ökad och säker cykling bland äldre. Totalt deltog 21 personer (12 kvinnor, 9 män) i åldrarna 67-81 år (medelålder 74 år). Deltagarna fick provcykla tre sorters cyklar; en vanlig damcykel, en elcykel och en elmanövrerad trehjuling. Med hjälp av ett antal olika övningar fick deltagarna testa och utvärdera cyklarnas funktion och stabilitet i olika hastigheter, exempelvis hur lätt/svårt det var att stiga på/av cyklarna, hålla balansen eller att cykla med en tyngre last. Den 2-hjuliga elcykeln och den konventionella cykeln var lika ur prestationssynpunkt på alla områden som undersöktes. Den 3-hjuliga elcykeln fick genomgående sämre omdömen. Förutom cykelövningarna intervjuades deltagarna för att diskutera cykling generellt och vilka barriärer som finns för att öka cyklingen samt vad som krävs för att cykling ska kännas säker. Flera av de mer vana cyklisterna som var uppemot 80 år upplevde inga problem alls vare sig med balans, svårigheter att stiga av och på cykeln, eller trafiksituationen. Andra hade anpassat sin cykling genom att gå över till damcykel, elcykel eller undvek att cykla i stadsmiljö. Alla var överens om att cykling bidrar till fysisk aktivitet och bättre folkhälsa. Deltagarna uppskattade framför allt elcykeln, som ett bra komplement till bilkörning; med elmotor skulle det underlätta att få med sig matvaror och annat till/från hemmet.

City bus drivers spend hours driving under time pressure, in congested traffic and in a monotonous sitting position. This leads to unhealthy working conditions, especially in terms of physical and psychological stress. The aim of this study is to investigate whether an active steering system can alleviate the musculoskeletal stress involved in manoeuvring a bus. Twenty bus drivers drove a city bus equipped with the Volvo dynamic steering (VDS) support system in real traffic. Steering effort was evaluated with electromyography and with a questionnaire. Compared to baseline, VDS significantly reduced the required muscle activity by on average 15–25% while turning, and up to 68% in the part of the manoeuvre requiring maximum effort. The bus drivers believed that VDS will help reduce neck and shoulder problems, and they expressed a desire to have VDS installed in their own bus.

Driving is a highly complex task requiring multiple cognitive processes that can be adversely affected post-stroke. It is unclear how much ability post-stroke adults have to self-evaluate their driving performance. Furthermore, the impact of cognitive decline on this evaluation has not been previously investigated. The aim of this study was to investigate the perceived level of task demand involved in driving tasks, and to examine differences between perceived and observed driving performance in post-stroke drivers in comparison to a control group. A further aim of the research was to investigate the influence of cognition on self-rated driving performance. A total of 78 participants (35 post-stroke and 43 controls) were assessed using a series of cognitive tasks and were observed whilst driving. Participants were asked to rate their own driving performance and the task demand involved while driving using the NASA Task Load Index. Between group analyses were conducted to determine differences in the level of self-rated performance and task demand. Further analyses were conducted to investigate whether cognition accounted for differences in task demand or self-rated performance. Overall, the results suggested that the post-stroke drivers exhibited deficits in cognition, but they did not report increased levels of task demand when driving. Post-stroke adults also rated themselves more conservatively than the controls for on-road performance, which was associated with their reduced propensity for risk. The study suggests that cognitive deficits may influence post-stroke drivers to amend their driving behaviour, in order to bring the task demand within a manageable level. Understanding the mechanisms involved in self-rated performance and estimations of task demand can help promote accurate self-regulation practices in post-stroke drivers. Furthermore, measuring calibration may assist practitioners with assessing fitness-to-drive, as well as with tailoring driving rehabilitation. © 2018.

The EU funded project ADAS&ME (Adaptive ADAS to support incapacitated drivers & Mitigate Effectively risks through tailor made HMI under automation) develops adapted Advanced Driver Assistance Systems. A web based survey was designed to collect the opinion of ADAS&ME end-users about automated functions that could support the driver/rider during different driving tasks. In total, 1094 persons answered the survey. The results reveal that most of the participants had heard of automated functions previously, and that about half of them also had experience using such functions. Several participants indicated concerns about data security. Furthermore, the results give an insight into how end-users perceive automation and what they see as advantages and limitations for implementation of automated driving systems corresponding to the ADAS&MEs’ goals.