Capacity and Service to Road Users Task O1 Paul van der Kroon, Rome, 21 November 2007

2 Presentation content Invullen als rest definitief is

Assignment Task group O1 Investigate what can be defined as Network Operations, Produce and exchange new ideas for network operations with a view to incorporating these ideas into the way NRA’s work. The emphasis shall be put on customers.

Network Operations People Goods AB Safe Reliable Efficient Environment Sustainability Comfort Air Rail Road Water Network Operations facilitates the mobility demand Air Rail Road Water Customers

5 CEDR definition NO Network Operations is the delivering of user and traffic management services to fulfil the needs for the sustainable and safe movement of people and goods.

Demand and Supply Customer People & Goods Supply of Infrastructure & Services Vehicles Demand Supply NO balances the demand for mobility and supply of services Provided on a Collective or Individual basis

Network Operations Supply of Infrastructure and Services Asset management Traffic Management Information Management NO Emergency management Efficient use of existing infra Long (>24h) and short term Improve of road functionality Provided by both public and private service providers

8 NO provides short and long term services The day-to-day operation –2 viewpoints The user oriented NO services The management of the demand The long term and overall operation –This is the preparation, maintenance and support to the day-to-day operation of the network.

9 The day-to-day operation (1) The user oriented NO services -- User oriented services RTTI Speed Alert Public Transport extended environmental information -- Network management services -- Emergency Management Services Traffic management and control Incident management Demand management Road safety management Road works management Road weather management Small network improvements Maintenance management Monitoring and incident response on DGT Emergency notification, emergency services, eCall Emergency vehicle management Disaster management Road weather management

10 The day-to-day operation (2) The management of the demand (NRA)

11 The long term and overall operation Monitoring performance Planning of particular services Development of network management strategies Research and planning of new services Road maintenance Data warehouse and modelling/road planning

(Near) Future: Integrated system of Driver, vehicle and infrastructure Information and Communication Technology Vehicle Driver Infrastructure Throughput, safety, environment comfort eSafetyEasyway Future shift

Tasks changes for NRA’s Tasks will change due to customer oriented approach NO will become a joint task of NRA’s, other road authorities and commercial SP’s; Specific services will shift to ‘in-car’ and as consequence provided by commercial SP’s; NO requires more cooperation and therefore more organisational efforts of NRA’s to achieve their own objectives

14 Roles and responsibilities of NRA’s Roles and responsibilities will change due to Involvement public and private stakeholders Other public authorities (e.g.): –Other road administrations –Police –Public service providers (e.g. Public Transport) Private stakeholders (e.g.): –Commercial service providers –Telecom operators –Automotive industry This will vary per country and depends on objectives, installed base, organisation and legal aspects

15 Aspects required to provide Network Operation Services User-oriented Services Consistent Network Strategies Suitable Organisation Agreed Processes Appropriate Capabilities Dedicated Programmes Choices based on Cost/benefits

16 New ideas / topics for NO  Pan European criteria for basic free-of-charge traffic NO services (specific traffic information)  Pan European quality/performance levels for NO services  Business Model to organise Network Operations  Public service providers / operators cooperation  Participation in eSafety and Easyway oHow to reach travellers with a different language oAdequate data for Network Operations (National Data warehouse) oIntegrated corridor management operated by different road authorities achieving consistent quality service levels.

Importance of eSafety& Easyway Network Operations Infrastructure related Task O5: Optimise capacity Task O9: Harmonise/Interop. VMS Task O6: Harmonise EFC Task O10: user expectations New idea’s eSafety and Easyway Cooperative, Infrastructure and in-car systems, V2V/V2I/I2V Organisation, institutional issues, implementation scenario’s Pilot testing (FOT)

EasyWay and CEDR NO The EasyWay programme and NO ideas match very well and are complementary –European Studies proposed by EasyWay contribute very well to NO ES 1 Europe-wide Traveller Information continuity and co-modality ES 2 Europe-wide Traffic and Network management and co-modality ES 4 VMS Harmonisation ES 5 DATEX II ES 6 European ITS Deployment Road Map –The CEDR Ideas can give good input to the EasyWay studies –The “language idea” is covered by EasyWay study ES 1

eSafety and CEDR NO The eSafety priority service are directly linked to CEDR NO –Real-Time Travel and Traffic Information (RTTI) –Dynamic Traffic Management –Extended Floating Car Data Collection –Local Danger Warnings –Speed Alert –Co-operative systems under development The eSafety domains give valuable input to the CEDR NO Aspects –Implementation framework –Business framework and cases –Legal issues –Architecture and standardisation

Thanks for your attention

21 ANNEXes Lessons learned from cases The Cube model New ideas fact sheets Stock-taking tasks & responsibilities NRAs vs Police

22 NO cases lessons learned Consistent network –Network operation requires an approach across the whole network based on a consistent and jointly agreed strategy. Measures (information and/or management) can have its impact on parts of the (underlying) network, which were not initially planned. A coordinated or centralized approach is essential There needs to be a common network strategy between national and regional road administrations

23 NO cases lessons learned Organisation –To achieve seamless network operation and a road-users service approach a good organization in which the major actors are involved is of utmost importance. Road user services and traffic management will become a joint action of Road Administrations and police in cooperation with service providers and in a later stage supported by automotive and telecom industry. To achieve this, a win-win situation based on business cases needs to be established including the definition of relationships, roles, responsibilities and an open information exchange laid down in an agreement or contract. A Round-table where all actors have mutual respect, understanding and no hierarchy is present offers the possibility to define new markets and developments. It is experienced that such cooperation or reorganization must come from pressure (e.g. White Friday) or comparable targets (e.g. pollution) and will not start from it.

24 NO cases lessons learned Processes –Network operation is more than just ITS. It requires well- structured processes where consistent rules, scenarios, network strategies, provision of information, etc. are applied. In cooperation between actors these processes can/must be agreed in contracts determining the quality and flows and the expected output/outcome (Service Level Agreements). Traffic information or management centres are, due to their position in the process chain, often leading or guiding. Service quality improvement requires an approach of plan-do-check-act in which surveys to “measure” road-users satisfaction is key.

25 NO cases lessons learned Capabilities –Capabilities of organizations and people are fundamental for the success of network operations. The availability of experience, capacity and momentum determine in a high degree the credibility and acceptability by users and other organizations in the process. Capabilities in the scope of network operations need to be developed, trained and maintained.

26 NO cases lessons learned Services Services to the road-users are an important part of network operations. Customer orientation gets more emphasis and services can be provided ‘fee free’, ‘fee free for the basic service’ or ‘fully paid’. Traffic information is a special service in this respect and there is no consistent European approach (yet). Pre- trip information should be regarded as a part of network operations. Services can focus to individual users or target groups and therefore be provided by service providers and/or road authorities. European wide harmonised and agreed criteria should be set for all road-user services. These criteria are related to strategies for road network management, safety, interoperability, information provision to road-users, payment/tolling, enforcement, basic free-of-charge service definitions, quality/performance levels (e.g. for data/information), etc.

27 NO cases lessons learned Cost/benefits –The cost/benefit of network operation is still difficult to estimate due to the lack of experience in and figures of quantitative measurements. As example network operation measures such as fast clearing after incidents and strategic road works planning have shown a dramatic reduction in congestion but the equivalent reduction in economic costs has not been proven. It is experienced that it can be very dangerous to just copy cost/benefit scenarios from other situations. Simple business models with win-win situations are key for cooperation between stakeholders. The costs of pilot tests and new measures can be very high caused in particular by judicial liability.

28 NO cases lessons learned Programmes –Network Operations is a complex of projects, people, consensus, organizations, cooperation, financing, interoperability of services and integration of systems. In this complex context it is often very difficult to achieve fast progression. A boost can be given by a dedicated program with stimuli to commit all relevant actors.

29 Pan European requirements/criteria for services The lack of European wide consistent criteria or quality levels for services and traffic management measures. The increase of cross-border mobility and the opening of borders in relation to Network Operations require consistency of traffic services for users. The Task group recommends the availability of European wide consistent criteria for traffic services such as strategies for road network management, safety, interoperability, information provision to road-users, payment/tolling, enforcement, basic free-of-charge service definitions, quality/performance levels (e.g. for data/information), etc.

30 Pan European criteria for basic free- of-charge traffic NO services There needs to be a balance between a minimum set of traffic services necessary to achieve the NRA’s objectives (safety, mobility and environment) and the commercial objectives from service providers. Recommendation: A consistent approach across Europe on the provision of basic free traffic services for road-users is recommended and appreciated. A discussion and action to expand the German ‘RDS-TMC fee free’ approach Europe wide. However taking into account the diversity in approach across Europe this seams not feasible without extensive effort on public and private side to achieve this.

31 Pan European quality/performance levels for NO services There is a lack of European wide consistent criteria or quality levels for services and traffic management measures. The increase of cross-border mobility and the opening of borders in relation to Network Operations require consistency of traffic services for road-users. Recommendation The Task group recommends the availability of European wide consistent criteria for traffic services such as strategies for road network management, safety, interoperability, information provision to road-users, payment/tolling, enforcement, basic free-of- charge service definitions, quality/performance levels (e.g. for data/information), etc.

32 Business Model to organise Network Operations There is a lack of a structured approach for Network Operations, in terms of e.g. users, roles and responsibilities of all future stakeholders, viability and feasibility of NO-services and cost/benefits. Many stakeholders will be involved in Network Operations in the future from public and private organisations all having their own objectives. This will require a clear vision, definition of targets/objectives and definition of tasks, roles and responsibilities. Recommendation: The development of a business model(s) for Network Operations and related services is recommended. Such models should deepening the insights in the complexity of (future) NO resulting in a blueprint that supports in the vision and strategy of the objectives/targets to be achieved, the stakeholders (automotive and supplier industry, users and clients, competitors, financers, other authorities) their tasks, roles and responsibilities, analysis of investment requirements and quantitative or qualitative benefit for decision makers.

33 Public service providers / operators cooperation There is a lack of good cooperation and consistent approach across public service providers and/or operators such as road authorities, police, traffic-officers, etc. Recommendation: The production of guidelines which road authorities may be able to use to their advantage as they cooperate in search of structural solutions to traffic service problems at Network level.