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Young novice car drivers are much more accident-prone than other drivers – up to 10 times that of their parents' generation. A central solution to improve the traffic safety for this group is implementation of a step-by-step driving licence. A number of countries have introduced a step-by-step driving licence for young drivers within the last decades. The Danish Government has also decided to introduce it for a three-year trial. The Danish trial added an opportunity to the traditional driving licence education to drive together with an experienced driver from 17 to 18 years old. This paper presents a review of safety effects from step-by-step driving licence schemes. Most of the investigated schemes consist of a step-by-step driving licence with Step 1) various tests and education, Step 2) a period where driving is only allowed together with an experienced driver and Step 3) driving without companion is allowed but with various restrictions and, in some cases, additional driving education and tests. In general, a step-by-step driving licence improves traffic safety even though the young people are permitted to drive a car earlier on. The effects from driving with an experienced driver vary with effects of up to 40% reduced accident risk, but there is a markedly reduced effect, the older the novice drivers are when they initiate the driving education. In some cases, step 3 is found to reduce accident risk with up to 61%. As the Danish trial includes an additional step 2, and only drivers from 17 to 18 years old and with the overall significantly positive safety development in the last years, it is reasonable to assume that we can reach a safety effect of 10 to 15% among the young novice drivers from the introduction of the Danish step-by-step driving licence. ; Young novice car drivers are much more accident-prone than other drivers - up to 10 times that of their parents' generation. A central solution to improve the traffic safety for this group is implementation of a step-by-step driving licence. A number of countries have introduced a step-by-step driving licence for young drivers within the last decades. The Danish Government has also decided to introduce it for a three-year trial. The Danish trial added an opportunity to the traditional driving licence education to drive together with an experienced driver from 17 to 18 years old. This paper presents a review of safety effects from step-by-step driving licence schemes. Most of the investigated schemes consist of a step-by-step driving licence with Step 1) various tests and education, Step 2) a period where driving is only allowed together with an experienced driver and Step 3) driving without companion is allowed but with various restrictions and, in some cases, additional driving education and tests. In general, a step-by-step driving licence improves traffic safety even though the young people are permitted to drive a car earlier on. The effects from driving with an experienced driver vary with effects of up to 40% reduced accident risk, but there is a markedly reduced effect, the older the novice drivers are when they initiate the driving education. In some cases, step 3 is found to reduce accident risk with up to 61%. As the Danish trial includes an additional step 2, and only drivers from 17 to 18 years old and with the overall significantly positive safety development in the last years, it is reasonable to assume that we can reach a safety effect of 10 to 15% among the young novice drivers from the introduction of the Danish step-by-step driving licence.

Den danske transportsektor har historisk valgt en trafikpolitik som har gjort brug af tillokkende styringsmidler, såsom forbedringer af alternativerne til privatbilisme, i håb om at dette ville medføre et frivilligt transportmiddelskift. Til trods for dette så kører den danske befolkning mere i bil end nogensinde før med en øget udledning af CO2 fra vejtransporten til følge. Denne udvikling efterspørger nærmere undersøgelse af, hvordan vi kan fremme og opfordre til mere klimavenlig transport gennem påvirkning af transportadfærd. Påvirkning af transportadfærd og -mønstre kan forsøges opnået gennem brug af forskellige trafikpolitiske virkemidler, og nærværende artikel bidrager til forskningen omhandlende hvilke trafikpolitiske virkemidler, som har den største effekt. Dette er undersøgt gennem en spørgeskemaundersøgelse baseret på en stated preference analyse. Analysen viste at det er ekstrem vanskeligt at påvirke transportadfærd, hvor ændringer i form af takstnedsættelser og kortere rejsetid med den kollektive transport havde en begrænset effekt på respondenterne. Resultaterne viste imidlertid at forbedringer af den kollektive transport har en lidt større effekt, når disse sker i kombination med virkemidler som en trængselsafgift eller variable kørselsafgifter (road pricing), som er direkte rettet mod bilisternes kørsel. ; The Danish sector of transport has historically chosen a traffic policy strategy which has used attractive incentives such as improvements of alternatives to private motoring, with the intention to promote a voluntary modal shift. Anyhow, the Danish population drive more than ever before and the emissions from road transport has continued to increase. This calls for a further investigation of how we can promote more environmental and climate-friendly transport through the influence of transport behaviour. Effect on transport behaviour and patterns can be attempted through various political approaches, and the present paper contributes to the research of which traffic policy instruments have the ...

High pre-World-War-2 modal shares of cycling in European countries sharply decreased during the post-war decades. In the 1990s, European governments introduced policies to increase bicycle use. However, a database or longitudinal study on the development of bicycle use in European countries is lacking. The goal of this paper is to examine to what degree the amount of cycling has increased over the past decades, also in the context of potentially competing modes. Distances travelled per capita according to National Travel Surveys have been collected and were aggregated to seven 4-year periods between 1990 and 2017. Multilevel regression analyses on distance travelled per capita by bicycle, on foot, by public transport, and by passenger car were conducted for all countries. Additionally, analyses were conducted for which the 14 countries with data on bicycle use were divided in three groups categorised according to distance cycled per capita at the beginning of the study period. Distance cycled per capita per year ranged from some 30 km to 900 km. The results of all four regression analyses suggested that distance cycled per capita remained fairly constant over the past decades. Germany is an exception with some 150 km per capita more, in relative terms a 50% increase. Geographical variation in development is evidenced by a substantial increase of distance cycled per inhabitant in the capital cities of the countries included in the study. The outcomes suggest distance travelled on foot and by public transport (bus, tram, and metro) also remained fairly constant while the distance travelled by car increased by about 10% during the study period. We did not find indications that cycling substitutes travel on foot, by public transport or by car.

High pre-World-War-2 modal shares of cycling in European countries sharply decreased during the post-war decades. In the 1990s, European governments introduced policies to increase bicycle use. However, a database or longitudinal study on the development of bicycle use in European countries is lacking. The goal of this paper is to examine to what degree the amount of cycling has increased over the past decades, also in the context of potentially competing modes. Distances travelled per capita according to National Travel Surveys have been collected and were aggregated to seven 4-year periods between 1990 and 2017. Multilevel regression analyses on distance travelled per capita by bicycle, on foot, by public transport, and by passenger car were conducted for all countries. Additionally, analyses were conducted for which the 14 countries with data on bicycle use were divided in three groups categorised according to distance cycled per capita at the beginning of the study period. Distance cycled per capita per year ranged from some 30 km to 900 km. The results of all four regression analyses suggested that distance cycled per capita remained fairly constant over the past decades. Germany is an exception with some 150 km per capita more, in relative terms a 50% increase. Geographical variation in development is evidenced by a substantial increase of distance cycled per inhabitant in the capital cities of the countries included in the study. The outcomes suggest distance travelled on foot and by public transport (bus, tram, and metro) also remained fairly constant while the distance travelled by car increased by about 10% during the study period. We did not find indications that cycling substitutes travel on foot, by public transport or by car.