STF50 A Unrestricted REPORT. Automatic Traffic Control in Europe. Marianne Flø, Ørjan Tveit, Kristian Sakshaug. SINTEF Technology and Society

Transcription

1 STF50 A06122 Unrestricted REPORT Automatic Traffic Control in Europe Marianne Flø, Ørjan Tveit, Kristian Sakshaug SINTEF Technology and Society Transport Safety and Informatics December 2006

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7 5 Table of contents Preface...3 Table of contents...5 Summary Background and Method Background Method Abbreviations Results Participants in the survey What sorts of ATC are in use, and on how many sites? Organisation Criteria for use of ATC and percentage of time equipment on permanent sites are in operation Operation Technology Sanctions Protection of privacy Costs Summary of results from Icelandic study Conclusions...38 Appendix 1: Results of Icelandic study concerning use of automatic speed cameras in 5 countries....41

8 6 Summary This report sum up the practice of automatic traffic control in the seven European countries participating in the survey: Austria ance rway Sweden Switzerland The Netherlands United Kingdom A questionnaire of the use of Automatic Traffic Control was distributed by to key persons in each country. The following topics are covered: Organisation Criteria for use of ATC Operation The main results are: Technology Sanctions Protection of privacy Costs ATC in operation Spot measurement of speed is operable in all 7 countries. ction measurement of speed is in use in 3 countries (Austria, the Netherlands and United Kingdom) and 2 countries (Switzerland and rway with a test site) are planning to put it to use. Red light enforcement is most widespread in United Kingdom. It is also used in 3 other countries (Austria, Switzerland and the Netherlands). Automatic enforcement of close following is in use in Switzerland and the Netherlands. Further techniques for automatic enforcement are only used in The Netherlands, which seems to be the country with the most extensive use of ATC. Organisation of ATC In most countries the police or local authorities have the main responsibility for the criteria of use of ATC. The police most often determine which sites to use ATC, and also operate the technical equipment. In a majority of countries the road authorities have the responsibility for installing the equipment. In Sweden and rway the road authorities are more involved in the organisation of ATC compared to the other countries. They are responsible for making criteria for use of ATC, and both install and operate the technical equipment. In Sweden they also determine which sites to use ATC. Criteria for use of ATC In Sweden the police and the road authorities cooperate in establishing the criteria for the use of ATC and to determine where to utilise ATC. When it comes to installing and operating the equipment, the road authorities have the responsibility. In rway the road authorities, in cooperation with the police are responsible for deciding criteria for use of ATC, installing equipment and operating technical equipment while the police determine where to utilise ATC.

9 7 In the Netherlands and in Switzerland the local authorities and the police cooperate in deciding criteria for use of ATC and to determine where to utilise ATC. In Austria the local authorities decide criteria for use of ATC, determines where to utilise ATC and to install the equipment. The police are responsible for operating the equipment, which is also the case in the Netherlands and in Switzerland. In the United Kingdom there are safety camera partnerships that operate the equipment. The most important criteria for deciding localisation of ATC is speed levels and accident registered. Only Austria, rway and Sweden base implementation and operation on cost/benefit analysis. Operation The police are responsible for analysing the pictures taken in ATC in every responding country, except from rway where the road authorities are doing this work. The police are also responsible for sending out fines in every country except from Austria where the local authorities are responsible. In four countries (ance, the Netherlands, rway and Sweden) the authorities are involved in technical innovation of automatic traffic control. Austria and United Kingdom did not answer this question. Technology In Sweden and ance only digital pictures is used. All other countries use both wet film and digital pictures. For close following digital video film is used (The Netherlands and Austria). For red light enforcement, the pictures are normally taken from the behind. When it comes to speed enforcement pictures are taken both from the front and from behind in Austria, the Netherlands and United Kingdom. Two countries (Sweden and rway) take picture from the front, and in ance and Austria take pictures either from the front or from behind. Motorbikes are detected by the system, but sanctions are only given when pictures are taken from behind. In rway and Sweden the pictures are only taken from the front, thus motorcycle drivers are not sectioned. Five countries report the different camera brands in use (The Netherlands and United Kingdom did not answer). The camera brands differ widely among the countries. Four countries (Austria, Switzerland, ance and rway) have started using image recognition to identify the licence number. The use of radar for speed enforcement is common for all countries, except for rway which only uses piezoelectrical cables. In addition laser and piezoelectric cables are used in some. Red light enforcement uses piezoelectrical cables. Close following is measured by video technology. Sanctions In five countries (Austria, ance, the Netherlands, rway and United Kingdom) demerit points are applied to the driver when violating the reaction level. In four countries (Austria, Switzerland, the Netherlands and rway) an administrative fine could be given, and in 6 countries a fine. In Austria only demerit points or administrative fine are given. The level of the sanction depends of the level of the offence. The driver is normally responsible for the offence in six countries. In the Netherlands and Austria the car owner can also be responsible (no further explanations are given on when this is the case). In ance the car owner is responsible unless he reveals who the driver was.

10 8 It seems that the speed level, above which a fine is given, is low in Sweden and ance (and partly The Netherlands) compared to the others. There is however some uncertainty of how measuring uncertainty is included in these figures. Protection of privacy All the countries include the licence plate on the pictures. The driver is also included. However, in the Netherlands and in United Kingdom it depends on the picture and the equipment in use. In Austria, ance, rway and Sweden passengers are always omitted from the picture. The social acceptance to automatic traffic control is judged to be high in Sweden, rway, ance and Switzerland (the others have not answered the question). Costs The income from the penalties is in most countries received by the Ministry of Finance. In United Kingdom the Department for Transport reimburse the partnerships for approved expenditure incurred. Any surplus generated is paid over to the Ministry of Finance. In Austria, the income is shared between the local authorities, the police and the Ministry of Finance. The income from ATC is earmarked in Austria, Switzerland and ance. Austria reports that the income is earmarked for road safety besides covering the expenses for having ATC. In ance it is earmarked for investments in new cameras, maintenance, modernization of the driving license file and fund for land transport. Austria has not reported the purpose for which the income is earmarked. Results from an Icelandic study In 2005 the Public Road Administration in Iceland made at study of ATC practice in 5 countries: Sweden, Finland, rway, The Netherlands and New Zealand. The study concentrated on speed enforcement, and the questions were very much the same as in our study. The practise in Finland is not very different from that in rway, except that in Finland they use ATC both from mobile and fixed positions. In New Zealand the owner of the vehicle is responsible for the offence, and motorcycles are caught by the system. All countries reported they have had good results (reduced speed and a reduction in the number of accidents) using automatic speed cameras. And in all, except of New Zealand, there is an increase in usage.

11 9 1 Background and Method 1.1 Background The rwegian Directorate of Public Roads asked SINTEF Technology and Society, Department for Transport Safety and Informatics, to conduct a survey on today s practice in the use of Automatic Traffic Control (ATC) in a selection of European countries. 1.2 Method A questionnaire of the use of Automatic Traffic Control has been distributed by to representatives in 8 countries: Austria ance Germany rway Sweden Switzerland The Netherlands United Kingdom The countries included in the survey were chosen by The Directorate of Public Roads. Key persons in the countries were contacted by to and asked whether they were the right persons to answer the questionnaire and willing to participate in the survey. If not, they were asked to suggest others. The persons initially contacted were suggested by The Ministry of Transport and Communication, The Directorate of Public Roads and the Directorate of the Police. 1.3 Abbreviations DPICA BVOM Austria Switzerland ance Interministerial mission for automated control (ance) The Netherlands Bureau for Traffic Enforcement of the Public Prosecution rvice (Part of the Ministry of Justice in The Netherlands) rway Sweden United Kingdom

12 10 2 Results 2.1 Participants in the survey 7 out of 8 participants gave a respond to the questionnaire. The list below gives an overview of which organisation/authority the responders represented. Germany did not respond to the survey. Country Austria ance rway Sweden Switzerland The Netherlands United Kingdom Organisation/Authority Federal Ministry of the Interior Ministry of Transport (Ministère des transports/dscr) The rwegian Public Roads Administration, Eastern and Western Region The Swedish Road Administration Federal Roads Office Ministry of Justice (Public Prosecution rvice, Bureau for traffic enforcement of the public Prosecution rvice) Department for transport (England and Wales) 2.2 What sorts of ATC are in use, and on how many sites? The countries were asked what sorts of ATC they have in operation and in how many sites the different types are in use. In the questionnaire ATC is categorised into: Speed surveillance o Spot measurement o ction measurement Red light surveillance Close following surveillance Lane keeping surveillance Overtaking surveillance Bus lane surveillance Each category of ATC is separated into: Permanent: Stationary equipment mimobile: Equipment (radar, camera) circulating between preselected spots Mobile: Equipment installed in police vehicles etc. to be used on different spots Five of the countries have given an overview of the number of ATC sites. Switzerland and the Netherlands have only indicated whether or not they have the different ATC. Permanent Spot measurement of speed is operable in all 7 countries. mimobile is not that common, and is only in use in Switzerland and the Netherlands. Mobile equipment is in use in all countries except from rway and Sweden.

13 11 Permanent ction measurement of speed is in use in Austria, the Netherlands and United Kingdom. In rway they have a test site. Switzerland is planning to introduce section measurement of speed. semimobile equipment is in use for section measurement of speed, and when it comes to mobile equipment this is only in use in the Netherlands. Permanent Red light enforcement is most widespread in United Kingdom, but is also in use in Austria, Switzerland and the Netherlands. In ance they are on an experimenting phase. mimobile equipment is in use in Switzerland and the Netherlands spots of red light enforcement were in use in rway approximately 10 years ago. Minor effect of this type of enforcement resulted in termination this initiative. Automatic enforcement of close following is used in Switzerland and the Netherlands. Automatic traffic enforcement for lane keeping, overtaking and bus lane is barely used in use. Only the Netherlands states that they are using these techniques, but without giving the number of sites. Mobile equipment for ATC is a part of this survey as background information. The intension is to disclose how widely automatic evidence production is used. This will be an addition to the police officers interpretations and statements. Mobile equipment is not commented in this report since it is not a key issue. The following table gives an overview of the answers from the countries respectively. A1 What sort of ATC have you got in your country and how many sites are in use? Permanent ( of sites) mimobile ( of units) Mobile ( of units) Speed Spot measurement Austria ance rway 300 Sweden 708 Switzerland Yes 1 Yes Yes The Netherlands Yes Yes Yes United Kingdom Speed ction measurement Austria 3 ance rway 1 2 Sweden Switzerland t Yet The Netherlands Yes Yes United Kingdom 13 1 Yes, but no number is given 2 Test section

14 12 A1 What sort of ATC have you got in your country and how many sites are in use? Permanent ( of sites) mimobile ( of units) Mobile ( of units) Red Light Austria 2 3 ance On experimentation rway Sweden Switzerland Yes Yes Police The Netherlands Yes Yes United Kingdom 656 Close following Austria ance On experimentation rway Sweden Switzerland Yes Yes Yes The Netherlands Yes United Kingdom Lane Keeping Austria ance rway Sweden Switzerland The Netherlands Yes United Kingdom Overtaking Austria ance rway Sweden Switzerland The Netherlands Yes United Kingdom 3 Sites established by Federal Ministry. Number established by federal counties and communities is unknown

15 13 A1 What sort of ATC have you got in your country and how many sites are in use? Permanent ( of sites) mimobile ( of units) Mobile ( of units) Bus lane Austria ance rway Sweden Switzerland The Netherlands Yes United Kingdom Other: : 2 fixed red light/speed sites (speed on green) and 12 routes which can contain any combination of enforcement The questionnaire shows that spot measurements are dominant, while several countries are interested in section measurements. Red light control is not widely used beside in United Kingdom. The volume of the control sites enclose that ATC is an important element in the public authorities efforts to reduce the accidents. the same time one might ask if the sheer number of sites is optimal. With nearly 2500 sites in United Kingdom the drives might be compelled to invest in navigation assistance to avoid the permanent speed traps. This may undermine some of the effects of ATC. One of the key subgroups that ACT intends to target is the drivers are inclined to break speed limits severely and are red light runners. This is the same subgroup that is likely to invest in navigation assistance. Close following, lane keeping, overtaking and bus lane surveillance are not widely supported by ATC. These topics are mainly still regular areas for police surveillance. In London there is a scheme for bus lane surveillance that is not reported by the contact person from in this questionnaire. Other examples may also be presented, but this does not change the fact that these areas are not widely supported by ATC yet. The question to be answered is if these areas can and should be supported by ATC to obtain preferred behavior, or if these areas should be reinforced by the police alone.

16 Organisation The participants were asked about the organisation of ATC in their respective countries (question B1B4). All the countries have answered these questions. In Sweden, the police and the road authorities cooperate in establishing criteria for the use of ATC and in determining where to utilise ATC. When it comes to installing and operating the equipment, the road authorities have the responsibility. In rway the road authorities decide the criteria together with the police for the use of ATC, whilst the police determine where to utilise ATC. The road authorities are responsible for installing and operating the technical equipment. In the Netherlands and in Switzerland the local authorities and the police cooperate in deciding the criteria for the use of ATC and to determine where to utilise ATC. In Austria the local authorities decide the criteria for the use of ATC, determines where to utilise ATC and to install the equipment. The police are responsible for operating the equipment, which is also the case in the Netherlands and in Switzerland. In the United Kingdom there are safety camera partnerships (SCP) that operate the equipment. They are Local Government based organisations, set up in the United Kingdom as part of the National Safety Camera Scheme. They are given the money raised from speeding fine in their area to reinvest back into targeted speed enforcement and red light camera enforcement at known casualty hotspots ( In ance DPICA 4 is responsible for deciding the criteria for installing and operating the equipment. The police determine where to utilise ATC. B1 Which organisation has the main responsibility for deciding the criteria for the use of for ATC? Local authorities 5 Police Road authorities Others, please describe: Speed Enforcement Red Light Close Following : Interministerial mission for automated control (DPICA) : Central government : Central government Comments given : : The police suggest the purchase and the Local authorities decide the purchase. In Switzerland, equipment for detecting close following is installed in police vehicles (video). 4 DPICA Interminesterial mission for automated control 5 Local authorites: Local and regional government, Ministry of Finance

17 15 B2 Which organisation determines where to utilise the ATC? Local authorities Police Speed Enforcement Red Light Close Following () * () Road authorities Others, please describe: Comments given: : Safety Camera Partnerships : Safety Camera Partnerships : For mobile: the Prefet (the representative of the Government in each Department) : The police suggest the purchase and the Local authorities decide the purchase. In Switzerland, equipment for detecting close following is installed in police vehicles (video). B3 Who is responsible for installing the technical equipment? Speed Enforcement Red Light Close Following Local authorities Police Road authorities Others, please describe: : Distributor : DPICA : Manufacturer : Distributor : Manufacturer : Distributor

18 16 B4 Who is responsible for operating the technical equipment? Local authorities Speed Enforcement Red Light Close Following Police Road authorities : DPICA : Safety Camera Partnerships Others, please describe: : Safety Camera Partnerships Comments given: : The police suggest the purchase and the Local authorities decide the purchase. In Switzerland, equipment for detecting close following is installed in police vehicles (video). The organization of ATC reveals that there may be different schemes behind the installation and operation of ATC. In rway the purpose of the organization is to support the traffic police by letting the Public Road Administration (PRA) collect the data from each violation. The police officers are thereby relieved from this job and are able to do complementary traffic controls. This will hopefully enhance the safety. The safety perspective is also the purpose of PRA in their involvement. In other countries the police do all the work. Thereby they do not get the efficiency effect known from rway. Alternative schemes with larger budgets for the police may be another solution. Also schemes where the police can refund their expenses from the fees may serve as a possible solution.

19 Criteria for use of ATC and percentage of time equipment on permanent sites are in operation. The most important criteria for deciding localisation of ATC is speed levels and accident registered (C1). ance does not list speed as a criteria for Speed enforcement. This is interesting information. High speed may be understood as a common rule before evaluating a possible installation, but it is still a bit peculiar. rway had criteria for red light enforcement before we stopped using this type of ATC because it had minor effect on traffic safety. In Austria, rway and Sweden implementation and operation is based on cost/benefit analysis (C2). Switzerland answers no on the questions about cost/benefit analysis, however they state that they do a cost/benefit analysis in the sense of less economical cost of people killed or hurt by accidents. C1 Which criteria are used to decide the localisation of ATC? Traffic volumes Speed levels Accident registered Upon request from police Others, please describe: Speed Enforcement Red Light Close Following Uk : Environment Comments given: : By route : Assessment between traffic volumes and accidents registered : Community concern sites where the public have campaigned for camera enforcement. Road works where there is a safety concern

20 18 C2 Are implementation and operation of ATC based on cost/benefit analysis? Yes Speed Enforcement Red Light Close Following Comments given: : in the sense of income, yes in the sense of less economical lost because of people killed or hurt by accidents. : Via accident density In the Netherlands and in Switzerland they have criteria for removing ATC from a spot (C3). In the Netherlands the criterion is road reconstruction and violation rate. Switzerland have not given details about the criterions, but they have a philosophy that they move cameras from the different spots so that the drivers never know which spot actually are enforced. United Kingdom has reported that they do not have any criteria for removing ATC from a spot. Nevertheless, the partnerships are required to undertake a review of an existing spot with reference to the original road safety. ance did not answer this question. C3 Have you any criteria for removing ATC from a spot? Yes If Yes, please describe: Speed Enforcement Red Light Close Following l Comments given: : Most of the spots are known to drivers. So not every spots needs to have a camera 7 days/24 hours. If one move cameras regularly, drivers do not really know which spot actually are enforced. So they might drive carefully in case of no camera at a spot. : answer : Road reconstruction, violation rate : There are no specific criteria, however sites are required to be reviewed by the partnerships in accordance with the The handbook of rules and guidance.

21 19 Digital equipment for speed enforcement is in operation in 100 % of the time in ance, 3080 % in rway and less than 30 % in Switzerland and Sweden. The equipment with wet film is in operation 3080 % of the time in Switzerland for both speed and red light enforcement. In rway permanent equipment with wet film is in use less than 30 % of the time (sites with speed enforcement). Austria and the Netherland did not answer this question. It is clearly that the introduction of digital photos has given the police an opportunity to run the control more intensively. It is however not, as fare as we know any reports that state that this will enhance the safety. In the contrary a focus on a spot will undermine the focus on a section. C4 In average, what is the percentage of time when the permanent equipment is in operation? Speed Enforcement Red Light Close Following Digital Wet film Digital Wet film Digital Wet film 100 % >80 % 3080 % < 30 % Comments: : answer : New systems usally will be 100 % digital : Will not answer :This will depend on the site s position in the partnership s site ranking. As part of the operational case process all partnerships are required to have available an enforcement strategy based on collision frequency.

22 Operation The police are responsible for analysing the pictures taken in ATC in all responding countries except from rway where the road authorities have this responsibility (D1). The police are responsible for sending out fines in all countries with the exception of Austria where the local authorities has got this responsibility (D2). D1 Who is responsible for analysing the pictures? Local authorities Speed Enforcement Red Light Close Following Police Road authorities Others, please describe: : In order of courts also the authority of type approval is responsible for special analysis : This will normally be the police; however some partnerships may use civilian staff for initial analysis. D2 Who is responsible for sending out fines? Speed Enforcement Red Light Close Following Local authorities Police Uk Uk Road authorities Others, please describe: : CJIB, central Justice Incasso Bureau : For fixed penalty notices this will be the police, however som cases may result in penalties being issued by the court.

23 21 The Netherlands, ance, rway and Sweden answer that the authorities are involved in technical innovation (D3). In Switzerland the authorities is not involved. United Kingdom and Austria did not respond on this question. The involvement from the authorities is partially based on possible solutions at the startup time for ATC in the respective countries. In rway we were lacking alternatives that were cost efficient and could take photos of the front of the cars at the beginning of speed enforcement at spots. This led to the involvement from the authorities in the development. The same situation is present at the startup of section speed enforcement in rway. D3 Are the authorities involved in the technical innovation? Yes Speed Enforcement Red Light Close Following If Yes, please describe: : The authorities are not really involved. Sometimes they are asked by manufacturers of the need of any type of technical enforcement systems. : For example, involved in experimentation of red light enforcement and close following enforcement. : Speed and Red Light: BVOM Close F: Police and BVOM Comments: : answer : The rwegian Public Roads Administration has been in charge of the development of equipment and software for the assessment of automatic speed enforcement. They are now developing ATC for speeding on section measurement. : answer

24 Technology In Sweden and ance only digital pictures is used (E1). All other countries use both wet film and digital pictures. For close following digital video film is used (The Netherlands and Austria). For red light enforcement, the pictures are normally taken from behind (E2), but Switzerland also take pictures from the front. When it comes to speed enforcement, pictures are taken both from front and from behind in Austria, the Netherlands and United Kingdom. Two countries (Sweden and rway) take picture from the front, and in ance and Austria they take picture either from the front or from behind. Those having close following enforcement take pictures from the front. There is a difference in the technical challenges when the system takes photos from the behind or in front. om behind only the registration plate are to be clearly visible, while in front both the driver and the registration plate are to be clearly visible. The later is difficult because the face needs a strong blitz while the registration plates tend to be overexposed with to much light. In rway infrared light has enabled a better balance. E1 What sort of technology is used to take pictures? Speed Enforcement Red Light Close Following Digital pictures Wet film 6 6 Both Comments: : Close following is filmed by digital video 6 Digital video film

25 23 E2 Are picture taken from the front, from behind or both? Speed Enforcement Red Light Close Following ont Back Both Comments: : Either front or back; front is more preferred because of driver recognition. : om the front or from behind, depending on the camera Motorbikes are normally detected by the system, and pictures are then taken from the back to capture the registration plate (E3). In Sweden and rway, the motorbikes are not given a fine because they only take pictures from the front and the registration plate is mounted in the rear of the bikes. E3 Are motorbikes detected by the system? Yes If Yes, please describe how: Comments: : Will not answer Speed Enforcement Red Light Close Following : Pictures are taken from the back : om the technical side there is no difference : When the pictures is taken from behind (30 %) : Cameras recording images from the back capture the motorcycles registration plate

26 24 Five countries reported the camera brands they normally use (E4). The brands mentioned were: Aksinom Datainstrument Gatso Multanova Nikon PARIFLEX Robot SAGEM SatSpeed Traffic Observer E4 Which 3 camera brands are the most common for ATC in your country? Speed Enforcement Red Light Close Following Robot Robot Videocameras Gatso Multanova Traffic Observer SAGEM PARIFLEX Robot Gatso Multanova Multanova Satspeed Multavision Datainstrument Aksinom Nikon Comments given: : Will not answer : answer Four countries (Switzerland, ance, rway and Sweden) reported what blitz type they use when taking pictures (E5). Austria, the Netherlands and United Kingdom did not answer this question. Ordinary blitz is most common. In rway and ance they also use infrared blitz. In rway infrared blitz is used at one site to reduce the flashing light in the neighbouring houses. An ordinary blitz will last for a few thousand pictures. In the old rwegian perspective with equipment that was circulating between the fixed spots, this type of blitz were sufficient. With section speed enforcement the equipment must take pictures of all the cars passing the first point without disturbing the driver. Therefore infrared blitzes are better at these locations. Also the prolonged lifespan is an important argument for using infrared blitz.

27 25 E5 What sort of blitz is used? Ordinary blitz Speed Enforcement Red Light Close Following Infrared blitz Comments given: : answer : Will not answer : Infrared blitz is used in consideration to the neighbours, to avoid the flash light coming in through the windows : answer The data is normally saved locally and sent to a central system (E6). In ance and Sweden the data is sent to the central system directly. This option is a result of digital pictures. Wet films must be developed and these systems are therefore not able to send the evidence at once. The option with data sent to a central system has several advantages. Drivers are less inclined to attack the photo poles to destroy the evidence since it is already processed. This will reduce expensive damage. Also the authority can react quicker to cases where the driver will lose their licence due to speeding. With wet film the process time can be one week or more. E6 How is data transmission done? Speed Enforcement Red Light Close Following Saved locally nt to a central system Comments given: : Will not answer

28 26 The countries were asked to report the software used for analysing the collected data (E7). Sweden has developed their own software, and Austria uses Argus lect for analysis of speed enforcement and red light enforcement, and VKS 3.0 for analysis of close following. In rway Hauk RGS is used and in ance software developed by Argus (speed enforcement). Switzerland reported that the software in use is very different and individually coordinated. Our interpretation of this is that it is up to each region to choose the best suitable software. The Netherlands and United Kingdom did not answer this question. E7 What software is used for analysis of the data collected? Please fill in the name of the software Speed Enforcement Red Light Close Following Argus lect Argus lect VKS 3.0 Software developed by ATOS Hauk RGS Own development Comments given: : The software in use is very different and individually coordinated : Will not answer : answer In Sweden and rway they do not use image recognition technology to identify the license number (E8). In the Netherlands and Switzerland the answer were both yes and no, depending on the system in use. In Austria number recognition is used. United Kingdom did not answer this question. In ance image recognition technology is in use within speed enforcement. The use of radar for measuring speed enforcement is common for all countries except from rway that only uses piezo electrical cables. For countries with red light enforcement piezo electrical cables are common (E9). Close following is measured by video technology. In United Kingdom all the listed technology is in use for measuring speed enforcement in varying degrees among the partnerships. In Sweden, only radar technology is in use for measuring speed enforcement.

29 27 E8 Is image recognition technology used to identify the license number? Speed Enforcement Red Light Close Following Yes Comments given: : The registration number are evaluated automatically by the software : Yes and no, depending on system in use : answer E9 How is the speed/red Light driving/close Following measured? Speed Enforcement Red Light Close Following Laser Radar Video Piezoel. Cables Inductive loops Other, please describe: : All are used to varying degrees among the partnerships Comments given: : Will not answer

30 Sanctions In five of seven countries (Austria, ance, the Netherlands, rway and United Kingdom) demerit points are applied to the driver when violating the reaction level. In four countries (Austria, Switzerland, the Netherlands and rway an administrative fine could be given, and in 6 countries (all the questioned countries except from Austria) a fine. In Austria only demerit points or administrative fine are given. F1 What sanction is applied to the driver? Speed Enforcement Red Light Close Following Demerit points Administrative fine Fine Other, please describe: Comments given: : Sanctions are given according to severity and previous convictions are taken into account. : Withdrawal of driving license, imprisonment : Points only young drivers, also recidivism for high speeds/risk : In some instances the driver will be offered participation on a speed awareness course as an alternative to penalty points. This would involve an administration cost.

31 29 The driver is normally responsible for the offence in all the questioned countries except ance (F2). In the Netherlands and Austria the car owner can also be responsible (no further explanations are given on this). In ance the car owner is responsible unless he reveals who the driver was. In United Kingdom a tice of Intended Prosecution is sent to the registered vehicle owner, who is required to provide the full name and address of the driver at the time of the alleged offence. In Sweden the pictures are sent the offenders automatically (F3). In the Netherlands the photos are sent upon request. In Switzerland and rway the photos are available at the police station. In United Kingdom the practice varies between the different partnerships. F2 Who is responsible for the offence? Speed Enforcement Red Light Close Following The driver The car owner Comments given: : Depending of the offence : The car owner unless he indicates who the driver is F3 Do you automatically send the photos to the offenders or do you wait for their request? Speed Enforcement Red Light Close Following Automatically sent Upon request Available at the police station Comments given: : clear answer given : This will vary across the partnerships depending on their processes

32 30 When it comes to question F4, When does the system react to the speed violation it is not always clear whether the measuring uncertainty is included in the values given or not. Figure 1 below sums up the answers. The details are given in the table F4 below and on the two next pages. Four countries (Austria, Switzerland, rway and United Kingdom) have reaction levels (km/h above speed limit) increasing with increasing speed limit. The levels in United Kingdom are so high that one could suspect measuring uncertainty to be included. The reaction level is low in Sweden and ance compared to the others. Automatic speed enforcement Reaction level Km/h above speed limit ** * ** ** *Recommended by Association of ief Police Offisers ** Measuring uncertainty not included Speed limit Figure 1: Automatic speed enforcement, reaction level in km/h above speed limit. F4 When does the system react to the speed violation? Speed limit Reaction level 30 Speed limit + 5 km/h e comment at the bottom of the table Speed limit + 5 km/h Speed limit + 7 km/h (3 km/h) 7 Speed limit +8 km/h 7 We have assumed the value in parenthesis to be the measurement uncertainty, and that this not is included in the reaction level.

33 31 F4 When does the system react to the speed violation? Speed limit Reaction level 40 Speed limit + 5 km/h e comment at the bottom of the table Speed limit + 5 km/h Speed limit + 7 km/h (3 km/h) 7 Speed limit Speed limit + 7 km/h e comment at the bottom of the table Speed limit + 5 km/h Speed limit + 7 km/h (3 km/h 7 Speed limit + 10 % (+ source of error) 60 Speed limit + 6 km/h Speed limit + 8 km/h Speed limit + 7 km/h e comment at the bottom of the table Speed limit + 5 km/h Speed limit + 7 km/h (3 km/h) 7 Speed limit + 10 % (+ source of error) 70 Speed limit + 10 km/h Speed limit + 7 km/h e comment at the bottom of the table Speed limit + 5 km/h Speed limit + 7 km/h (3 km/h) 7 Speed limit + 10 % (+ source of error) 80 Speed limit + 6 km/h Speed limit + 10 km/h Speed limit + 10 km/h e comment at the bottom of the table Speed limit + 5 km/h Speed limit + 7 km/t (3 km/t) 7

34 32 F4 When does the system react to the speed violation? Speed limit Reaction level Speed limit + 10 % (+ source of error) 90 Speed limit + 11 km/h Speed limit + 10 km/h e comment at the bottom of the table Speed limit + 5 km/h Speed limit + 7 km/t (3 km/t) 7 Speed limit + 10 % (+ source of error) Speed limit + 6 km/h Speed limit + 13 km/h Comments given: : If speed limit higher than 100 km/h : Speed limit + 3 % : Radar device Up to 100 km/h: 5 km/h Up to 150 km/h: 6 km/h Up to 151 km/h: 7 km/h Laser device Up to 100 km/h: 3 km/h Up to 150 km/h: 4 km/h Up to 151 km/h: 5 km/h : If speed limit higher than 100 km/h : Speed limit + 5 %

35 Protection of privacy All countries include the licence plate on the pictures. In all countries, except of the Netherlands and United Kingdom, the driver is also included (G1). In Austria, rway, ance and Sweden passengers are always omitted from the picture. G1 Do the pictures include? Speed Enforcement Red Light Close Following License plate Yes Driver Passenger Yes Yes Comments given: Driver: : Only by mobile radar equipment : Depends on picture : This will vary according to the equipment used Passenger: : There is no need, but if he is on the picture, there is no problem : Depends on picture : This will vary according to the equipment used

36 34 In all countries which answered the question (ance, rway, Sweden and Switzerland), the social acceptance of the use of automatic traffic control is judged to be high (G2). G2 How is the social acceptance of the use of ATC? (range from 15: 1=low, 5=high) Speed Spot measurement Speed ction measurement Red light 4 Close following 5 Please describe: (If you have descriptions/surveys about the social acceptance, please attach these documents.) : There exists one survey on the social acceptance done by the rwegian Public Roads Administration : Prior to the 2006/2007 Handbook, partnerships were required to undertake annual public attitude surveys including a standard set of questions. As there was no prescribed methodology, the partnerships used differing techniques to gather information which meant that they could not be collated. Comments given: : answer : Will not answer

37 Costs The countries have different practice when it comes to the investments in ATC (H1). In Sweden the police and the road authorities pay for their share of the expenses. In the Netherlands the police are responsible. In United Kingdom the capital and operating expenses are put to the Department for Transport program office. So as far as we understand, this means that the road authorities are responsible in United Kingdom as well as in Austria and rway. In ance the Ministry of transport is responsible for the investments. In Switzerland the local authorities are responsible. The same pattern is seen when it comes to who is responsible for the cost of operation (H2). H1 Who is responsible for the investments in ATC? Local authorities Police Road authorities Others, please describe: Investments costs : Federal Minister of Interior : Ministry of transport : BVOM : An annual Business Case covering both capital and operating expense is put to the Department for Transport (DfT) programme office. This is then submitted to the programme board for approval. Final approval then comes from the Minister. e Handbook of rules and guidance page 45. H2 Who is responsible for the cost of operation of ATC? Local authorities Police Road authorities Others, please describe: Operating costs : answer : Ministry of transport : BVOM : An annual Business Case covering both capital and operating expense is put to the DfT programme office. This is then submitted to the programme board for approval. Final approval then comes from the Minister. e Handbook of rules and guidance page 45.

38 36 The income from the penalties is in most countries received by the Ministry of Finance (H3). In United Kingdom the Department for Transport reimburse the partnerships for approved expenditure incurred. Any surplus generated is paid over to the Ministry of Finance. In Austria, the income is shared between the local authorities, the police and the Ministry of Finance. The income from ATC is earmarked in Austria, Switzerland and ance (H4). Austria reports that the income is earmarked for road safety besides covering the expenses for having ATC. In ance it is earmarked for investments in new cameras, maintenance, modernization of the driving license file and fund for land transport. Austria has not reported which purpose the income is earmarked for. H3 Who receives the income from the ATC penalty? Ministry of Finance Police authorities Road authorities Receiver of ATC penalty Others, please describe: : Amount for social spending Comments given: : BVOM : the costs associated with issuing and enforcing conditional offers from fixed penalty notices can be reclaimed from the receipts generated by the fines. The Department for Constitutional Affairs then pass all receipts to the Department for Transport, who reimburse the partnerships for approved expenditure incurred. Any surplus generated is paid over to Her Majesty s Treasure in the form of Consolidated Fund Extra Receipts. (Department for Transport, 2006, p. 34) H4 Is the income earmarked? Yes If earmarked, for what? Comment Earmarking of incomes? : Road safety; authority liable to keep the road in repair purchase of equipment for traffic enforcement, personal and social costs for the police, social services, costs which arise for the execution of the law. : For investments in new cameras, maintenance, modernization of the driving license file and fund for land transport : The fine income is not earmarked, but is held back until the partnerships have claimed back their costs. Any remaining surplus is then released to the consolidated fund of the government.

39 37 3 Summary of results from Icelandic study In 2005 the Public Road Administration in Iceland made at study of ATC practice in 5 countries: Sweden, Finland, rway, The Netherlands and New Zealand. The study concentrated on speed enforcement, and the questions were very much the same as in our study. The practise in Finland is not very different from that in rway, except that in Finland they use ATC both from mobile and fixed positions. In New Zealand the owner of the vehicle is responsible for the offence, and motorcycles are caught by the system. All countries reported they have had good results (reduced speed and a reduction in the number of accidents) using automatic speed cameras. And in all, except of New Zealand, there is an increase in usage. A more comprehensive view of the results of the Icelandic study is shown in appendix 1.

40 38 4 Conclusions What types of ATC are in operation? Spot measurement of speed is operable in all 7 countries. ction measurement of speed is in use in 3 countries (Austria, the Netherlands and United Kingdom) and 2 countries (Switzerland and rway with a test site) are planning to put it to use. Red light enforcement is most widespread in United Kingdom. It is also used in 3 other countries (Austria, Switzerland and the Netherlands). Automatic enforcement of close following is in use in Switzerland and the Netherlands. Further techniques for automatic enforcement are only used in The Netherlands, which seems to be the country with the most extensive use of ATC. Organisation of ATC In most countries the police or local authorities have the main responsibility for the criteria of use of ATC. The police most often determine which sites to use ATC, and also operate the technical equipment. In a majority of countries the road authorities have the responsibility for installing the equipment. In Sweden and rway the road authorities are more involved in the organisation of ATC compared to the other countries. They are responsible for making the criteria for the use of ATC, and both install and operate the technical equipment. In Sweden they also determine which sites to use ATC. Criteria for use of ATC In Sweden the police and the road authorities cooperate in establishing the criteria for the use of ATC and to determine where to utilise ATC. When it comes to installing and operating the equipment, the road authorities have the responsibility. In rway the road authorities is responsible for deciding the criteria for the use of ATC, installing the equipment and operating the technical equipment while the police determines where to utilise ATC. In the Netherlands and in Switzerland the local authorities and the police cooperate in deciding the criteria for the use of ATC and to determine where to utilise ATC. In Austria the local authorities decide the criteria for the use of ATC, determines where to utilise ATC and to install the equipment. The police are responsible for operating the equipment, which is also the case in the Netherlands and in Switzerland. In the United Kingdom there are safety camera partnerships that operate the equipment. The most important criteria for deciding localisation of ATC is speed levels and accident registered. Only Austria, rway and Sweden base implementation and operation on cost/benefit analysis. In the Netherlands and in Switzerland they have criteria for removing ATC from a spot. United Kingdom has reported that they do not have any criteria for removing ATC from a spot. Nevertheless, the partnerships are required to undertake a review of an existing spot with reference to the original road safety.

41 39 Permanent digital equipment permanently located on a site is in operation 100 % of time in ance, 3080 % in rway and less than 30 % in Switzerland and Sweden. Operation The police are responsible for analysing the pictures taken in ATC in every responding country, except from rway where the road authorities are doing this work. The police are also responsible for sending out fines in every country except from Austria where the local authorities are responsible. In four countries (ance, the Netherlands, rway and Sweden) the authorities are involved in technical innovation of automatic traffic control. Austria and United Kingdom did not answer this question. Technology In Sweden and ance only digital pictures is used. All other countries use both wet film and digital pictures. For close following digital video film is used (The Netherlands and Austria). For red light enforcement, the pictures are normally taken from the behind. When it comes to speed enforcement pictures are taken both from the front and from behind in Austria, the Netherlands and United Kingdom. Two countries (Sweden and rway) take picture from the front, and in ance and Austria take pictures either from the front or from behind. Motorbikes are detected by the system, but sanctions are only given when pictures are taken from behind. In rway and Sweden the pictures are only taken from the front, thus motorcycle drivers are not sectioned. Five countries report the different camera brands in use (The Netherlands and United Kingdom did not answer). The camera brands differ widely among the countries. In general, ordinary blitz is used when taking pictures of the offenders. In two countries (ance and rway infrared blitz is also used. In one country data are saved locally at the ATC site, in two countries they are transmitted to a central system and in three countries both systems are used (most lightly it depends on whether digital of wet film is used). Four countries (Austria, Switzerland, ance and rway) have started using image recognition to identify the licence number. The use of radar for speed enforcement is common for all countries, except for rway which only uses piezoelectrical cables. In addition laser and piezoelectric cables are used in some. Red light enforcement uses piezoelectrical cables. Close following is measured by video technology. Sanctions In five countries (Austria, ance, the Netherlands, rway and United Kingdom) demerit points are applied to the driver when violating the reaction level. In four countries (Austria, Switzerland, the Netherlands and rway) an administrative fine could be given, and in 6 countries a fine. In Austria only demerit points or administrative fine are given. The level of the sanction depends of the level of the offence. The driver is normally responsible for the offence in six countries. In the Netherlands and Austria the car owner can also be responsible (no further explanations are given on when this is the case). In ance the car owner is responsible unless he reveals who the driver was.