Contract N.224067
Large ScaleCollaborative Project
7th Framework Programme
INFSO-ICT 224067
Final Report
Deliverable n. / D1.15 / Final ReportSubproject / SP 1 / Coordination
Work package / WP1.1 / Management
Task n. / T1.1.1; T1.1.2 / Coordination, Management
Authors / Petri Mononen, Stig Franzen, Katia Pagle, Andrew Morris, Satu Innamaa, MariAnne Karlsson, KaterinaTouliou, Roberto Montanari,SerenaFruttaldo
Status / Final
Distribution / Public (PU)
Issue date / M54 / Creation date / 2012/11/11
Project start and duration / 1st of June, 2008 – 54 months
/ Project co-funded by the EuropeanCommission
DG-Information Society and Media
in the 7th Framework Programme /
Final Report / Public / Copyright TeleFOT
Contract N 224067
TABLE OF CONTENTS
TABLE OF CONTENTS
LIST OF FIGURES
LIST OF TABLES
LIST OF ABBREVIATIONS
REVISION CHART AND HISTORY LOG
EXECUTIVE SUMMARY
1.INTRODUCTION and background
1.1.Objectives
1.2.The main focus
1.3.The consortium and the work plan
1.4.Impacts
1.5.
1.6.Project structure
2.Framework for a fot with nomadic devices
2.1.The TeleFOT project
2.2.TeleFOT Characteristics
2.3.Integrated top-down and bottom-up approach
2.4.Data management
2.5.Collaboration
3.Test sites
3.1.Test Communities Concept
3.2.The key characteristics of TeleFOT FOTs
3.3.TeleFOT Test Sites and FOTs
4.Analysis and evaluation
4.1.User uptake
4.2.Impacts in travel and driver behaviour
5.Implications OF RESULTS
5.1.Navigation
5.2.Traffic information
5.3.Speed information and alert
5.4.Green driving
6.Discussion on impact assessment results
6.1.User uptake
6.2.Mobility
6.3.Efficiency
6.4.Environment
6.5.Safety
6.6.Safety Comparability of Results across the Impact Assessments
6.7.General Limitations of the Results
7.Reach-out
7.1.Dissemination
7.2.Exploitation
7.3.Stakeholder Fora
7.4.Other Stakeholder-related activities
8.Lessons learnt
8.1.SP2 Framework
8.2.SP3 FOTs
8.3.SP4 Analysis
8.4.SP5 Dissemination
9.CONCLUSIONS
9.1.General conclusions
9.2.Summary and conclusions on key findings
9.3.Data access for third parties
References
ANNEXES
ANNEX 1: List of TeleFOT deliverables
ANNEX 2: Results by Research Question and Hypothesis
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Final Report / Public / Copyright TeleFOT
Contract N 224067
LIST OF FIGURES
Figure 1: TeleFOT test sites
Figure 2: Workplan general structure with Sub Projects, Work Packages and coordinating organisations.
Figure 3: The FESTA V
Figure 4: The combined top-down and bottom-up approach
Figure 5: The total process from impacts over hypotheses to sensors
Figure 6: Illustration of the TeleFOT Tests Communities and Test Sites.
Figure 7: Messages and tools
Figure 8 – TeleFOT stakeholders
LIST OF TABLES
Table 1: Summary of TeleFOT FOTs.
Table 2: Comparability of results across the impact assessments.
Table 3: The test-site FOT data that were used to address each Research Question.
LIST OF ABBREVIATIONS
ABBREVIATION / DESCRIPTIONADAS / Advanced Driver Assistance System
CAN / Controller Area Network
DFOT / Detailed Scale FOT
EC / European Commission
FOT / Field Operational Test
GPRS / General packet radio service
GPS / Global Positioning System
GSM / Global System for Mobile Communications
ICT / Information and Communication Technology
LFOT / Large Scale FOT
NDA / Non-Disclosure Agreement
OBD-II / On-Board Diagnostics (interface)
PND / Personal Navigation Device
PSAP / Public Safety Answering Point
RAM / Random Access Memory
RDS / Radio Data System
SD / Secure Digital
SIM / Subscriber Identity Module
SP / Sub Project
TMC / Traffic Message Channel
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Contract N 224067
REVISION CHART AND HISTORY LOG
REV / DATE / AUTHOR / REASON0.1 / 11th Nov 2012 / Petri Mononen / Template, chapter 1
0.4 / 11th Jan 2013 / Petri Mononen / First draft version based on SP input
0.5 / 16th Jan 2013 / Petri Mononen / Draft version to the EC
0.6 / 14th February 2013 / Andrew Morris and Satu Innamaa / Modification of Chapters 4-7, 9 and 10
0.7 / 15th February 2013 / Katia Pagle / Quality review & format modifications
0.8 / 22nd March 2013 / StigFranzén / Up-date of section 8.1
1.0 / 25th March 2013 / Petri Mononen / Final edits (Executive summary, Conclusions, Annex 1, formatting.)
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Final Report / Public / Copyright TeleFOT
Contract N 224067
EXECUTIVE SUMMARY
Background and general information
This deliverable is the final reportof theTeleFOT project.TeleFOT Consortium presents the outcome of a four-year study which focused on the assessment of the impacts of driver support functions provided by smartphones, navigators and other in-vehicle aftermarket and nomadic devices on the driving task and driver behaviour.
With a budget of 15 million euro, the four-year TeleFOT project, coordinated by VTT Technical Research Centre of Finland, is one of the biggest ICT projects in Europe addressing traffic (as well as transport and travel). The completed field operational tests produced a unique set of data, based on a comprehensive assessment of driver behaviour and the efficiency, quality, robustness and user-friendliness of interactive in-vehicle traffic systems and services.
Many intelligent transport services provided by nomadic devices are already part of the daily lives of road users, but information about their actual impacts on road safety, for example, has not previously been available.It is generally acknowledged that nomadic devices such as portable navigators and smart phones have thoroughly penetrated the market during the last decade. For example, hundreds of millions of smart phones that are capable of GPS navigation are sold worldwide on a yearly basis. Simultaneously the same has also happened to thousands of services that are provided through those nomadic devices - including services directed to drivers and travellers. Even though both the devices and services usually go through a thorough testing cycle during their design and production phases, up to now there still has been a very small amount of transparent unbiased scientific information available on the positive or negative effects of those services to the driving task, e.g. in terms of safety, efficiency and mobility. TeleFOTis now able to shed light on these issues based on analysed real-life subjective and objective data – data that has been collected from millions of kilometres driven by thousands of normal everyday users while interacting with services such as navigation, green driving support, real-time traffic information and speed limit information. Furthermore, TeleFOT has during its lifetime in many ways enhanced the FOT methodology itself.
Key findings
The extensive research material reveals that intelligent transport systems allowed drivers to find quicker and less congested routes, and prevented them from speeding accidentally. Fuel costs also dropped, as did driving-related stress and anxiety. The drivers’ sense of safety and driving comfort increased. The study was based on extensive field trials, with almost 3,000 drivers covering a combined distance of more than 10 million kilometres in eight European countries.Test drivers were recruited for the project from Finland, Sweden, Germany, the UK, France, Greece, Italy and Spain.
The project studied the impacts of driver support functions provided by in-vehicle aftermarket devices on safety, efficiency, mobility, the environment and driver behaviour in road traffic. The user acceptance and uptake of the services were also studied. The services tested included Static and Dynamic Navigation Support, Green Driving Support, Speed Limit Information, Traffic Information and eCall.
The main benefits of the functions were perceived by the participants to be Convenience (easy access to information), Comfort (less uncertainty, fewer driving errors), Economic (less cost) and Environment (fewer emissions).
Of the tested devices, navigators and traffic information systems, in particular, increased efficiency by allowing drivers to find quicker and less congested routes. Up to 45% of participants, particularly those in large cities, reported that the Traffic Information function helped them to avoid travel delays and traffic jams. Green driving systems guided drivers to routes that lowered their emissions, and towards driving more economically. Green driving advisory systems were found to reduce fuel consumption by up to 6%.
The use of a green driving system in a bus fleet helped to lower fuel consumption and to reduce speeding, which also improves road safety. Another significant finding is that the systems reduced driving-related stress and anxiety across the board and, in all the participating countries, increased the drivers’ sense of safety and driving comfort. From the perspective of mobility, the results were positive for all systems.
The users’ expectations for the services were high at first. After using the services for some time, they were slightly disappointed not to have seen a direct benefit. The longer they used the services, the more clearly they could see the benefits and advantages, and the more satisfied they were.Participants assessments of the designs of the devices were positive but there were some negative views.Acceptance of the devices changed over time – acceptance results in usage rather than vice-versa.
There is no evidence to suggest that the TeleFOT functions affected Mode of Transport and Timing of Commuting journeys.
Eyes off road time was found to increase when the navigation function was introduced although the Green-driving function did not change visual behaviour.
Navigation support has positive implications in all areas of Mobility and many aspects of Efficiency but the function effects are small for Environment. Some effects for Safety are evident in terms of distance travelled (reduces) and distraction (increases).
Traffic Information is positive for Mobility in terms of reduced journey duration and reductions in stress and uncertainty. It was also positive for Efficiency in terms of reduced travel durations, reduced headway variations and perception of avoidance of congestion. The impact of this function on Environment was inconclusive.
Speed Information/Alert ha a small but mainly positive effect for Mobility, Efficiency and Safety.
The Green-driving function was found to decrease fuel consumption but increase journey duration. Average speed was found to decrease with use of the Green-driving function. Average speed and speed variance were both smaller with this function.The Green-driving function had a positive effect on Efficiency and Environment. This function had a mixed effect on Mobility and a negative effect on Safety (by changing exposure).
Limitations
Overall the TeleFOT project was not without limitations but most of these were recognised at the beginning of the project and specific measures were introduced to overcome these. However, some of the limitations are still important to highlight as follows.
TeleFOT was reliant on third-parties for execution of the FOTs in some cases. This was highly beneficial on the one-hand as it provided extra input to the project at minimal cost. However, one implication was that the project had little control over this input.
Smaller sample sizes were necessary in the Detailed FOTs compared to the Large-scale FOTs although this was largely offset by enhanced data acquisition in the detailed FOTs.
The majority of the FOTs were performed using a within-subject (or before-and-after) design. In the some cases, a matched control-group throughout the whole test-period might have been more ideal but practical reasons (e.g. resources in time and money) made did not allow this throughout the project.
The fast-moving pace of technology could limit the results to some degree - the TeleFOT project began in 2008 just as technology proliferated. By the end of TeleFOT, technology had evolved substantially so that the results, whilst largely generalizable to the first or second generation of after-market devices could not easily be applied to the state-of-the-art. Many of the functions tested have already migrated from smart-phones to apps built on application programming interfaces and a new world that is dominated by platforms and technology-enabled services.
Use of the project results
TeleFOT findings and recommendations help steering policy making and investment to a more cost-effective direction and help the industry design better and more attractive products. Thus the project outcomes help enhancing the well-being of Europe in general by contributing towards a smarter and more cooperative transport system. This was the main TeleFOT objective from the outset and upon closure TeleFOTas a project was able to meet its set objectives.
The results reported in this document should be taken in the context of the particular systems tested, the participants involved and the road environments/countries covered in the large scale and detailed trials. Please refer to the full set of TeleFOT deliverables for the detailed information. Further information can be found on the website
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Contract N 224067
- INTRODUCTION and background
TeleFOT is a large-scale collaborative project under the seventh Framework Programme, co-funded by the European Commission DG Information Society and Media within the strategic objective "ICT for Cooperative Systems".
Started on 1 June 2008, TeleFOT aimed to test the impacts of driver support functions on the driving task with large fleets of test drivers in real-life driving conditions. In particular, TeleFOT assessed via Field Operational Tests (FOTs) the impacts of functions provided by aftermarket and nomadic devices, including present mature services and future interactive traffic services that will become part of driving environment systems within the next five years.
Field Operational Tests developed in TeleFOTled to a comprehensive assessment of the efficiency, quality, robustness and user friendliness of in-vehicle systems, such as ICT, for smarter, safer and cleaner driving.
TeleFOT concluded on 30th November 2012 and this is the Final Report of the project.
1.1.Objectives
The objectives of the TeleFOT project were to assess the impacts of functions provided by aftermarket and nomadic devices in vehicles and raise wide awareness of their traffic safety potential. In particular, TeleFOT investigated how retrofitted equipment, such as navigators and smart phones that are not in all cases originally designed for in-vehicle use, can support the driver and the detailed effects of the information produced for this purpose on the driving task. These devices can provide different types of driver support functions and almost nothing is known about their safety and other impacts as yet.
The project also aimed at speeding up the penetration of systems able to "see" beyond drivers’ field of vision in conditions where good situation awareness is needed.
TeleFOT also provided opportunities to test the impacts of similar functions that future cooperative systems will provide after their development challenges have been solved in the coming years. In fact, aftermarket and nomadic devices provide an alternative to some important cooperative driving and ADAS functions for many years ahead. The concept comprised of creating three European test communities: Northern, Central and Southern. Almost 3 000 drivers participated in the tests.
1.2.The main focus
The market penetration of portable navigators and smart phones has been and still is exploding, therefore the timing for the project was ideal. The tested functions cover two broad areas: functions aiming at promoting (i) safe driving and (ii) economic and fuel efficient driving. These are Speed information, Traffic information, Road weather information and “Green driving” support. The impacts were assessed on levels ranging from usability; behaviour & incidents; safety; Green Driving and efficiency; to the impacts on the transport system. Attention was also paid to possible negative impacts, since especially smart phones are not originally designed for vehicle use and navigators may have problems in fixing and positioning in the cockpit. Business models were also studied.
Field Operational Tests
Field Operational Tests developed in TeleFOTwere aimed at a comprehensive assessment of the efficiency, quality, robustness and user friendliness of in-vehicle systems, such as ICT, for smarter, safer and cleaner driving. FOTs were organized in three test communities in Northern (Finland, Sweden), Central (Germany, UK, France) and Southern (Greece, Italy, Spain) Europe.
Figure 1: TeleFOT test sites
The tests were planned in two phases: first, short and long term testing were performed with a large number of vehicles. In the second phase, detailed testing with a limited number of subjects with instrumented cars was carried out. In the tests, drivers had access to smart phones and navigators and the effects of the services they provide to support driving were tested. Prior to any field operational tests, the usability and safety of the devices and services was studied carefully in laboratory conditions.
1.3.The consortium and the work plan
1.3.1.The Consortium
The project Consortium was composed of Research Institutes, Universities as well as representatives from the European automotive industry, equipment manufacturers, road maintenance, and service operators.
TeleFOT was led by VTT Technical Research Centre of Finland and Mr Petri Mononen was the project Coordinator. In addition to VTT, the project partners were: Adac, Blom, BroadBit, Centro Ricerche FIAT, CERTH/HIT, Chalmers, CIDAUT, MediaMobile Nordic, Emtele, Electronic Trafic S.A., Institute for Communication and Computer Systems, RWTH Aachen - InstitutfürKraftwahrwesen, LogicaSuomiOy, Loughborough University, MagnetiMarelli, Metasystem, MIRA Ltd, Navteq, Universite de Technologie de Belfort-Montbeliard (joined during 2nd project year),RückerLypsa, Swedish Road Administration, and University of Modena and Reggio Emilia.
1.3.2.The Workplan
As a Large Scale Project, TeleFOT was divided into five Sub-Projects:
In SP1 (Coordination) management procedures were used to ensure shared and clear decisions among the partners, receiving support from the Core Group and the EU team at VTT.
In SP2 (FOT Framework) a detailed TeleFOT operational framework was created to guide the activities, firstly based on the FESTA general handbook, then, constantly updated when new knowledge was accumulated and data has been collected.