The first steps regarding ISA started in 1982, in France, with a study of drivers’ behaviour when using an in-vehicle speed limiter, with speed limits set by the driver. Nearly 10 years later, the subject was approached in Sweden, with a trial that involved an active ISA system, namely a haptic throttle (Jamson et al., 2006). From then on, as the technology evolved, different kinds of ISA systems have been tested. In the 90s, the other main projects took place in the UK, exploring a wide scope of aspects of the interaction with ISA, and in the Netherlands, where a fuel restriction system was used.
In the new century, the investigations continued in other European countries: Denmark, Finland, Belgium, Austria, France (with project LAVIA), Norway, Spain and Hungary. An ISA based on a positioning system, in which dead reckoning (i.e., calculation of the distance and direction travelled) and map matching were used to identify where the vehicle was, was explored in Denmark, whereas a recording system, that registers speed and GPS position that are then uploaded to be matched with a digital road map was used in Finland.
The dynamic ISA, that sets speed limits depending on traffic, weather, proximity of a school area or of frequent collision zones, has been deployed in the Dutch and Austrian projects.
Outside Europe, studies were conducted in Australia, Canada and China. In Japan, the concept of ISA was applied to indicate speeding to other drivers using lights in the vehicle’s rear window.
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