De verkeersveiligheid in Nederland gaat een ongewenste kant op. Deze verandering was de aanleiding om extra aandacht te besteden aan verkeersveiligheid en alle mogelijke maatregelen om de verkeersveiligheid te verbeteren. Eén van de opties is de inzet van verkeersmanagement. Deze maatregelen worden meestal ontworpen voor een betere doorstroming, maar kunnen eventueel ook ingezet worden voor verkeersveiligheid. Daartoe zijn eerst de statistieken met betrekking tot de verkeersveiligheid en aanknopingspunten die verkeersmanagement biedt, verkend en daarna zijn hierover een aantal experts geïnterviewd. Het onderzoek laat zien dat dat de relatie tussen verkeersmanagement en verkeersveiligheid niet zomaar gelegd wordt en dat het potentieel van verkeersmanagement beter belicht en in sommige gevallen verder onderzocht moet worden. Op dit moment lijken vooral doorstroming en duurzaamheid aandacht te krijgen. Het verbeteren van de verkeersveiligheid ontbreekt nog wel eens bij de doelstellingen, of is alleen aanwezig in de vorm van een randvoorwaarde. Het is daarom wenselijk dat zoveel mogelijk expliciete doelstellingen met betrekking tot de verkeersveiligheid geformuleerd worden.@en

Het gaat niet goed met de verkeersveiligheid in Nederland. Het aantal zwaargewonden is al een paar jaar stijgende en het aantal doden stabiliseert – en het ziet er niet naar uit dat de trend spontaan weer dalend zal worden. Wat te doen? ‘De’ oplossing bestaat niet, maar slim verkeersmanagement en (C-) ITS kunnen wellicht een bijdrage leveren, zo concludeerde TrafficQuest op basis van een challenge onder verkeersveiligheidsexperts.@en

Overheden en marktpartijen investeren momenteel veel in Smart Mobility toepassingen en dit roept vragen op over de effecten van deze innovatieve mobiliteitsoplossingen. SimSmartMobility is een platform voor simulaties van Smart Mobility en richt zich op het steeds beter kunnen beantwoorden van deze vragen. In dit discussiepaper geven we een korte toelichting op SimSmartMobility. Vervolgens bespreken we waarom simulatie van Smart Mobility een belangrijke stap is in het verkrijgen van meer inzicht in de effecten van Smart Mobility en welke type vragen met SimSmartMobility beantwoord kunnen worden. Tot slot poneren we een aantal stellingen voor een discussie zodat we tijdens het NVC met u hierover in gesprek kunnen gaan en de inzichten uit de discussie kunnen gebruiken om de toepassing en doorontwikkeling SimSmartMobility zo goed mogelijk aan te sluiten bij uw wensen.@en

Although at times traffic flow can be complicated to understand and predict, our current understanding is nevertheless pretty good and allows predictions of current and future situations to be made. However, this is about to change with the emergence of (partially) automated vehicles1on roads. This emergence will change the way people drive (speed and acceleration choices, following behaviour, lane change behaviour) and will change the dynamics present in traffic flow and with that the ability of traffic to move effectively. The first generation of partially automated vehicles is already on the road in the form of Adaptive Cruise Control (ACC) and Lane Keeping Assistance (LKA), as the so-called SAE level 1 vehicle automation (SAE 2014). Practical and technical tests are already widespread on higher levels of automation, with their mass-produced introduction expected in advance of 2020 (Merat et al. 2014). According to Shladover (2016) fully automated (SAE level 5) vehicles will not be here until 2075 at the earliest. At this point, no statement has been made on the point if these changes are going to be positive or negative. The reason for this is that there are too many uncertainties in relation to the effects that automated vehicles will have on traffic. Many enthusiasts have made incredible claims that automated vehicles will solve many of our traffic problems and can have an overwhelming positive effect on mobility, traffic flow and safety. However, these claims are rarely substantiated and are often based on questionable assumptions regarding the future. Furthermore, even if these claims are correct, they are applicable to a situation that lies many decades in the future, i.e. 100% penetration rate, and do not consider the route leading towards this future (the so called transition period). The main consensus within the traffic and mobility community is that traffic flow will initially worsen with the introduction of automated vehicles (Le Vine, Zolfaghari, and Polak 2015, SBD and HERE, 2016). This has a lot to do with conservative settings of automated vehicles, unfamiliarity with automated vehicles from both drivers and other road users, initial teething problems with the technology and a limited ability and penetration for cooperation between vehicles (Shladover, Su, and Lu 2012). Furthermore, there are predictions that traffic volume may eventually increase due to a steep uptake in automated vehicles (Wadud, MacKenzie, and Leiby 2016). However, again there is much uncertainty in relation to these statements, even if they are well substantiated Next steps in describing possible effects of automated driving on traffic flow. Available from: https://www.researchgate.net/publication/312377387_Next_steps_in_describing_possible_effects_of_automated_driving_on_traffic_flow?channel=doi&linkId=587c8ba108ae9a860fed444b&showFulltext=true [accessed Jul 18 2018].@en

Road authorities and transport planners play a role in facilitating a smooth introduction of (partially) automated vehicles1 on their roads. They need to take their possible effects and requirements into account, as well as regulation that may be needed. It is expected that a mix of conventional and automated vehicles will be present on the roads for many decades to come. The increasing levels of automation influence the performance of traffic flow. There will also be safety and environmental impacts. These aspects are considered in the accompanying document ‘Next steps in describing possible effects of automated driving on traffic flow’ by TrafficQuest (Calvert, Wilmink, and Farah 2016). In this memo, a closer look is taken at the challenges that exist on a regulatory and strategic level. These are issues that refer to required and desired preparations for, consequences of, and challenges involving existing resources and infrastructure for automated vehicles on roads in mixed traffic. The described challenges are considered for the case in the Netherlands and mainly focus on areas in which there are significant unanswered questions and on which decisions still need to be made by policy makers or road authorities. (Questions related to standardisation have not been included here.) The challenges will require (facilitative) action from road planners and operators. The list is a summary of the main challenges that are relevant for the situation in the Netherlands, grouped in the following categories: · physical infrastructure · road regulations · digital infrastructure · approach to network operations and traffic management · vehicle capabilities @en

All in all, again there were many developments in traffi c in 2015. The increase in congestion that began in 2014 continued in 2015. That led to much more delay. Disruptions are an important cause, but the regular traffi c jams as a consequence of capacity bottlenecks are still the reason for most of the delay. That will not change in the coming years: more and more routes are being used to their full capacity and are at a tipping point, such as the A2 Deil-Empel. Road safety is also under pressure: the number of traffi c fatalities and casualties has risen. Therefore, extra measures seem to be necessary. Developments in the area of emissions are still positive, even though the decrease in CO2 emissions is slow.@en

In een groot aantal programma’s en projecten wordt gewerkt aan de verdere ontwikkeling, het testen, de implementatie en acceptatie van C-ITS. Echter, het lijkt er op dat de gemiddelde wegbeheerder hier nauwelijks op is voorbereid, terwijl het voor hem zeker interessant en noodzakelijk is om te weten hoe deze ontwikkelingen zijn rol en verantwoordelijkheden gaan beïnvloeden. Om te stimuleren dat dit aspect aan de orde komt, is een lijst met verkeerskundige functies opgesteld en welke C-ITS applicaties daarbij horen. Bovendien is een overzicht gemaakt van aspecten die van belang zijn bij het stellen van eisen door wegbeheerders aan C-ITS ontwikkelingen en zijn deze eisen voor een aantal use-cases nader ingevuld. Als laatste zijn een aantal vragen geformuleerd die kunnen helpen om de discussie over de veranderende rol van wegbeheerders, en over de invloed die wegbeheerders willen houden bij verkeersmanagement en verkeersinformatie, te kunnen voeren. @en

With increasing numbers of vehicles using low level automation and higher level automation expected in the future, significant effects are expected on traffic flow. Despite much simulation and driving simulator research on SAE level 1 vehicles, there remain many questions in regard to the effects of the systems on traffic flow. The effects of higher levels of automation are even more difficult to estimate, as these vehicles are not even present on roads at this time, let alone in sufficient numbers to analyze. In this research, we propose a methodology for a-priori analysis of potential conflictsituations: Method for Explorative TRaffic scenario Observation and Analysis (METRO-A). It is applied to the case of automated driving in conventional traffic to analyzepotential difficulties that SAE level 3and 4and higher vehicles may encounterin mixed traffic conditions, for a weaving section case-study. Furthermore, a set of important research questions are constructed that are relevant forthe automotive industry, and road agencies and authorities.@en

Integrated full-Range Speed Assistance (IRSA) aims to assist drivers in their longitudinal driving task by providing speed advice or warnings and cruise control-like functionalities. This papers presents the development and evaluation of IRSA in four scenarios: Approaching a traffic jam, Approaching a reduced speed limit zone, Leaving the head of a queue and a cutin situation. The results are obtained by application of an integrated tool-suite enabling a consistent assessment of technical functioning, human factors and traffic flow effects.@en

This paper discusses the assessment of the effects of Integrated full-Range Speed Assistance (IRSA), using the ITS modeller. The aim of IRSA is to assist drivers in their longitudinal driving task by providing speed advice or speed warnings and cruise control-like functionalities. The effects of the application of IRSA in two scenarios (Approaching a traffic jam and Approaching a reduced speed limit zone) are presented. In addition, general aspects of modelling vehicle and driver behaviour for co-operative systems are discussed, and how this is done in the ITS modeller.@en