An increasing amount of vehicles are equipped with driver assistance systems; many of the vehicles currently on the market can be optionally equipped with adaptive cruise control and lane centering systems. Using both systems at the same time brings the vehicle to SAE level-2 automation . This means a driver does not need to perform longitudinal and lateral operational driving, although the driver should be ready to intervene at any time. While this can provide comfort, the interaction between vehicles operated by these systems might cause some undesired effects. This becomes particularly relevant with increasing market penetration rates. This paper describes an experiment with seven SAE level-2 vehicles driven as a platoon on public roads for a trip of almost 500 km. The paper discusses how the experiment was organized and the equipment of the vehicles. It also discusses the interaction of the platoon in traffic, as well as, in basic terms, the interaction between the automated vehicles. The experiences can be useful for other studies setting up field tests. The conclusion from this platoon test is: intentionally creating platoons on public roads is difficult in busy traffic conditions. Moreover, interactions between the vehicles in the platoon show that the current SAE level-2 systems are not suitable for driving as platoons of more than typically three to four vehicles, because of instabilities in the car-following behavior.

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Accessibility is considered a major determinant of the economic competitiveness of metropolitan areas. Comparison with Germany's Rhine-Ruhr area and Belgium's Antwerp-BrusselsGhent region on three accessibility factors may help to put Randstad's position on this issue into perspective. The supply of transportation infrastructure is analysed by means of an assessment of the density, structure and capacity of the motorways, regional roads, railways and urban rail network. Randstad shows a medium level density of the motorway network, with a relatively low capacity when related to the number of residents within the region. The high number of motorway exits, however, compensates for the limited regional road network. The rail network density in Randstad is also relatively limited. Road and rail networks are used intensively in Randstad, when compared to the other regions. The resulting quality of transportation networks is quite good, but the faster population growth, and the limited remaining capacity and lack of alternative routes questions the future adequacy of these networks.

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