2. Active support for drivers

Examples of functions in this group are:

(i) critical course determination;

(ii) dynamic vehicle control;

(iii) intelligent cruise control.

In this group of functions the information from sensors of different kinds is in computers and transformed into processed recommendations to the driver or control signals to the vehicle.

The third function group is:

3. Co-operative driving

Examples of functions are:

(i) intelligent manoeuvering;

(ii) collision avoidance;

(iii) intelligent intersection control.

In the two first-function groups the vehicle acts autonomously with information gathered from sensors in the vehicle itself. In this group, vehicles in a limited zone communicate with each other and extend information on their intentions and what they see. The volume of information available to the driver increases and it becomes possible to make better decisions than before. The vehicles in the zone co-operate with each other in decision-making. Clearly, this is a difficult data processing problem and requires the use of techniques of artificial intelligence.

The fourth group of functions is:

4. Intelligent traffic management

Examples of functions are:

(i) journey optimization;

(ii) demand control;

(iii) flow control;

(iv) parking control.

The first three-function groups contribute mainly to the objective of increased safety. The fourth group contributes to the objective of increased efficiency and decreased pollution.

What is needed to realize this function is a navigation system in the vehicle, traffic control centres where the traffic situation is recorded and directives to vehicles are computed, and telecommunication channels between the vehicles and the centres.

A fairly large number of systems have been suggested in this group and a number of them have been tested and demonstrated.

The last-group of functions is:

5. Fleet management

Examples of functions are:

(i) dispatching;

(ii) integrated logistic concept.

To realize the function a data acquisition system is needed, together with central control stations.

The list of desirable functions is large and it is a considerable undertaking to realize them with different systems. It is clearly impossible to add on separate systems for each function in a vehicle. The solution is to create a highly integrated total system, in which sensors are used for different functions, the data processing takes place partly in a central system computer (co-pilot) and presentation for the driver is co-ordinated. To solve these problems, special Working Groups have been organized:

communication;'

on-board structure;

integrated MMI (man-machine-interface);

vehicle safety and dependability;

total system integration.

Where do we stand today in PROMETHEUS?

Fact-finding and definition have already been carried out.

The allocation of tasks to electronics and component industries has been made. Agreements on about 100 tasks have been signed.

Programmes for the more research-oriented work in universities and institutions have been formulated and work started. Financing of this work has been provided at the national level by government organizations.

We have already demonstrated a number of functions for board members of the companies.

The value of the suggested functions has to be evaluated by appropriate groups in PROMETHEUS, DRIVE and by the authorities. What is the contribution to the overall objectives? Are there any negative consequences?

PROMETHEUS is a pre-competitive programme. The implementation of autonomous functions is the responsibility of the manufacturers. There is a need, however, for certain types of standardization of protocols, for example.

The basic idea - to use information technology to relieve society of some of the negative sides of the road traffic - seems, however, to be very promising and worth a lot of effort to evaluate and implement.

Aircraft Collection

During the 1960s aircraft preservation continued to develop; both national and commercial museums flourished and aircraft preservation - and the practice of building replicas in the absence of the original -became an important aspect of the business.

Today, the preservation and use of vintage and historical aircraft can be summarized as follows: Museums may exhibit the original remains of an aircraft or a renovated model, either capable of flying or purely for display purposes. Privately owned aircraft may be used for private or pleasure flying, air shows, or air racing.

There are now some 700 museums and aircraft collections worldwide. While some specialize, others offer a broader interest, often combining other aspects. Either way, it can be said that they generally provide interest as well as education, even for those who thought they were not air-minded.