its-plan the netherlands - european...
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ITS-Plan the Netherlands2013-2017
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© Ministry of Infrastructure and the Environment in cooperation with Connekt/ITS Netherlands
Contents
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Introduction 5
1 Strategy 71.1 General 71.2 Strategic developments 71.3 Trends 81.4 Ambitions 101.5 Path 131.6 Frameworks 16
2 Projects, activities and initiatives 212.1 Introduction 212.2 Action area 1: Optimal use of road, traffic and travel data 212.3 Action area 2: Continuity of traffic and freight management ITS services
on European transport corridors and in conurbations 262.4 Action area 3: Road safety and security 302.5 Action area 4: Integration of the vehicle into the transport infrastructure 32
3 Developments in relation to priority actions 373.1 Introduction 373.2 A Multimodal travel information services 373.3 B Real-time traffic information services 383.4 C Safety related traffic information 393.5 D Harmonised eCall facilities 403.6 E Information services for truck parking 413.7 F Reservation services for truck parking sites 43
4 Points for particular attention, recommendations from NL to EU 454.1 General 454.2 Specific wishes and questions to the Commission 454.3 What the Netherlands can offer 48
Abbreviations 49
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This report has been drawn up in the context ofthe European ITS Directive (2010/40/EU). Thedirective requires member states to report atcertain times. Further guidelines have beenstipulated under article 17 of the directive withregard to the form of this reporting (seehttp://ec.europa.eu/transport/its/road/action_plan/doc/c_2011_4947_en.pdf).
In August 2011, the Netherlands reported onthe state of progress made on implementingtechnological applications for traffic and transport (ITS in the Netherlands).
In August 2012 the Netherlands must report to Brussels on national ambitions, plans andprojects for ITS over the coming five years: the ITS Plan. This plan has been drawn up by a team from the Ministry of Infrastructure andthe Environment, Rijkswaterstaat (Waterwaysand Public Works Agency) and Connekt. Theyhave used contributions from other stake-holders such as road managers and marketparticipants derived from workshops, factsheetsand meetings held on 8 and 21 May, amongstother things.
Chapter 1 sets out a number of developmentsthat shape the Dutch ITS strategy, such as thetrends, the approach and the frameworks. Thisfulfils parts a and b of the reporting guidelinesfor member states under 2010/40/EU.
Chapter 2 fulfils parts C, D and E of the reporting guidelines and describes a numberof specific projects, activities and initiativesthat are representative of the Netherlandswithin first four priority areas under the European ITS Action Plan:1 Optimal use of road, traffic and travel data; 2 Continuity of traffic and freight management
ITS services; 3 ITS road safety and security application; 4 Linking the vehicle with the transport
infrastructure.
Chapter 3 outlines the intended developmentsin the field of the 6 priority actions from theITS Directive, which will mandate specificationsfor:A the provision of EU-wide multimodal travel
information services; B the provision of EU-wide real-time travel
information services; C data and procedures for the provision, where
possible, of minimal, road safety relatedminimum universal traffic information freeof charge to users;
D the harmonised provision for an EU-wide interoperable eCall;
E the provision of information services for safeand secure parking places for trucks andcommercial vehicles;
F the provision of reservation services for safeand secure parking places for trucks andcommercial vehicles.
Chapter 4 contains a number of recommenda-tions, questions and offers to the EU/EC thatare deemed to be important in order to jointlyachieve a rapid and harmonised implementa-tion of ITS.
Introduction
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Strategy
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1.2 Strategic developmentsThis chapter describes a number of develop-ments that have a major impact on the Dutchstrategy for ITS, such as trends, ideals, ambitions, direction and frameworks. Because of its intensely used road network, theNetherlands has been actively deploying Intelli-gent Transportation Systems since the 1970’s.In the Netherlands, ITS is utilised to make thebest possible use of the existing road networkand link it to the other transportation networksas much as possible. Experience and evidenceclearly show that ITS is contributing towards
more efficient, safer and cleaner transportationin a cost effective way and also providingincreasingly seamless services for road users.
The Dutch government is currently working ona strategy for the further development of ITS.However, as explained above ITS is thereby nota goal in itself.
In accordance with the European ITS ActionPlan and the ITS Directive, this plan focuses onintended development and use of technological
1.1 GeneralWith 16.6 million inhabitants, a surface area ofjust over 33,000 square kilometres and approx-imately 9 million1 vehicles, the Netherlands isdensely populated and very mobile. The primaryroad network, with a total length of around5,800 kilometres2, is highly utilised and thisleads to an average of 200 kilometres of trafficjams per working day. Many measures have
been taken over the last three decades to facilitate this high level of mobility, and manymore are needed as traffic is expected to growbetween 10 and 35% between now and 20203.In addition to commuters, freight carriers areone of the major users of the road network.Thisis one of the largest sectors in the Netherlands,providing 750,000 jobs and 8.5% of GDP.
Passenger movements Kilometers
Passenger car
Train
Bus, tram, metro
Moped
Bicycle
Pedestrian
Other
74%
49%
49%
26%
10%
8%18%
3%
3%2%
1%
3%
1%
1%2%
tools in road traffic (particularly trafficinformation and management) but is notrestricted to this aspect. High populationdensity and intensity of infrastructure usemeans that an integrated approach is beingadopted.
The available quality of the infrastructure andthe various forms of transport is a determiningfactor for the performance of the economy andthe appeal of potential settlement locations for individuals and companies. That is why theNetherlands is investing in the construction, innovation, management and maintenanceof infrastructure, but also in services andcollaboration relating to both passenger andfreight transport.
1.3 TrendsThe Dutch population is ageing. The baby boomgeneration will be retiring in the coming years.It is anticipated that this group will enjoymany more years of good health and will continue to play an active role in society; more so than previous generations of retirees.However, the ratio of working people toretirees will continue to decline. By 2040 the population will have increased by 10% toaround 17.8 million, and only then will it start to shrink. What is key is that pressureon mobility will only increase, particularly inand around the Randstad conurbation. Anotherdifference from previous generations is theuse of modern communication methods suchas the internet and, increasingly, smartphones.The use of navigation devices has been growingrapidly for many years.
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2009 2040
Numbers aged 65+ per region in 2009 and 2040
(%)
15 or less
15-20
20-25
25-30
Over 30
At the other end of society, it is clear thatyoung people are handling mobility differentlyfrom preceding generations. The cost of owningand using a vehicle has risen over the pastfew years, and parking spaces in town andcity centres are at a premium. More and moreyoung people are therefore no longer auto-matically opting for a car. Instead they arechoosing mobility solutions that best match
their specific situation. They are assisted inthis by the possibilities offered by technologicaldevelopments. The development of smart-phones makes it increasingly easy to accessinformation to make choices whilst on themove. Nonetheless, the graph below showsthat the use of the various channels to obtaintraffic information has not changed particularlyrapidly in recent years.
An important trend in road traffic is theincreasing amount of ever more fragmentedshipments as a result of internet ordering byboth individuals and companies. The potentialof this sector is particularly large (for individu-als it currently involves a sum of € 7 billion peryear) and the sector will have an even greaterimpact on road transport to the front door forboth individuals and companies.
Some shippers have already significant progressin developing systems which enable consumersand professional buyers to:1 have a direct influence over delivery times
and locations, possibly for an additional fee;2 have insight into the progress of the order,
including the delivery time.
This independent development is good for theeconomy. However, the question is whether thiswill develop sufficiently independently or
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Notes on graph: use of information channels during trip from study into satisfaction with traffic information among users ofprimary roads conducted in 2011 on behalf of Rijkswaterstaat (Waterways and Public Works Agency).
100%
80%
60%
40%
20%
0%2005 2007 2009 2011
Radio
RDSInternet via PC/laptopInternet via smartphone/tabletNavigation devices(as of 2009 incl. TMC)
TelephoneText services (short message service)Variable messages signs
whether there are opportunities for thegovernment to accelerate the process andincrease efficiency. Market participants arebecoming ever better at providing road userswith information, especially under normal conditions. Government - and public road managers in particular - will, however,continue to play an important role in theevent of major unplanned disruptions(such as disasters).
This also applies to decisions relating to the use of infrastructure (such as closing tunnels). The government will primarily focus on itscore task of maintaining public order andsafety, including in relation to road traffic. The diagram below provides a general outlineof expected developments over time, brokendown into the functionalities and systemsused (roadside and in-vehicle).
1.4 AmbitionsThe Policy on Infrastructure and the Environ-ment (Structuurvisie Infrastructuur en Ruimte)from 2011 seeks to strengthen the link betweenmobility, the environment and the economywithin area development. To this end indicatorsare being developed for calculating the acces-sibility of an area at average speed (km/hour)and the reliability of travel times, amongstother things. These accessibility indicatorscalculate accessibility for each mode and buildon the ambitions and objectives from the Mobility Policy Memorandum (2006) (Nota Mobiliteit) and the Mobility Approach (2008)(MobiliteitsAanpak). In practical terms thismeans, for example, a target value of 80km/hour on average for traffic during the rushhour on urban ring roads and 50 km/hour onregional roads. The target value for travel timesin the rush hour is no more than one and a half
times the travel time outside rush hour between large cities, and a maximum of twiceas long on other roads. The target value forreliability on the primary roads is that 95% ofmovements during the rush hour are in time.The Better Utilisation (Beter Benutten) programme aims to reduce congestion by approximately 20% on specific corridors inthe most congested areas of the country andfacilitate the increased use of public transport.The importance of ITS projects within the programme is obvious: an amount of approxi-mately € 170 million is budgeted for some 75 projects in total, divided across the clustersTravel Information (consisting of In-Car Information, Multi-Modal Information, ParkingInformation), Blue Wave (shipping-related information such as lock and bridge schedules,dock information, etc.), Green Wave (optimisingtraffic light settings) and Dynamic Traffic
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now 2020
Road-sideequipmentRoad authorities
In-car systemsIndustryService providers
Expected system development from road side to in-car
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Management. The logistics sector has majoreconomic importance and makes a substantialcontribution to the Dutch economy. The Ministry of Economy, Agriculture and Innova-tion has therefore put together a team of leading public and private parties. This top logistics team has formulated the followingambition: “In 2020 the Netherlands will occupya leading international position (1) in the handling of goods streams, (2) in managing thechain for (inter)national logistical activities and(3) as a country which offers an innovation andinvestment climate to attract transport andlogistics businesses.”
Sustainability plays an important role in theseambitions: goods streams must be organised ina socially responsible, environmentally friendlyand future-proof way. Under the Lean andGreen programme carriers and shippers arestriving to achieve a 20% reduction in carbonemissions within five years. Some 250 compa-nies are expected to have committed them-selves to this goal by 2012. The programme willalso be followed up in other countries withinEurope. However, sustainability in the logisticssector involves more than simply a reductionin carbon emissions through fuel savings and
improved loading. It also involves a reduction in negative effects such as congestion andnoise pollution, the efficient use of publicspaces and the reuse of resources. This fitswith an entrepreneurial climate which is payingincreased attention to the sustainability ofproducts and processes.
The traffic and automotive industries are alsoof major economic importance and contributeto the Dutch economy. A top team has there-fore been put together from these sectors. TheHTSM (High Tech Systems and Materials) topteam has formulated the ambition of expan-ding the automotive sector from its currentturnover of 17 billion euro to 24 billion euro,and from 45,000 jobs at the moment to 55,000jobs in 2020. The Dutch automotive sector has worked out the developments neededto achieve this into two spearheads in itsroadmap. One of these is Smart Mobility and is being developed and realised through DITCM(see chapter 2 for more details). The SmartMobility Programme aims to provide new solutions for congestion reduction by usingICT, sensor and communication systems witha focus on cooperative driving and predictivetraffic management.
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The programme also offers new intelligentsolutions for accident avoidance. It will payspecial attention to the safety of vulnerableroad users in order to reduce traffic injuries.
In summary, the aim is to achieve accessibilityof the urban networks and economic key areasby 2028. This involves the mobility systembeing cohesive and robust and offering a rangeof choices as a result of its high quality. Thisimplies a system with strong modalities, eachof which has sufficient capacity, so that theycan continue to function effectively duringincidents and maintenance work. It will alsoinvolve strong links between the modalitiesso that the transfer of passengers and goods is
facilitated. This will provide travellers and shippers with more opportunities to choosethe best (combinations of) means of transport.The Multimodal Travel Information Approach (Aanpak Multimodale Reisinformatie – 2009)therefore formulates the ambition of offeringtravellers an optimum and deliberate choice interms of means of transport, travel times androutes at any time (pre-trip and in-trip) and atall locations within the Netherlands by 2015at the latest. This is vital for improved accessi-bility, the utilisation of infrastructure and thesatisfaction of travellers. This will be achievedby improving the availability and quality ofdata, particularly in terms of being up-to-date,reliable and covering all areas.
1.5 PathWork is currently being done to determine a path for traffic information and traffic management. This has a major impact on thedirection of ITS in general and road traffic inparticular. The following path-shaping develop-ments can thereby be identified, which couldbe accelerated:• from collective information to individual
information (for personal mobility);• from information via roadside systems to
systems in vehicles (such as smartphonesand navigation systems) and a combinationof the two;
• from local to network-wide trafficmanagement;
• from traffic management as a public domaintasks to a public/private partnership.
A development strategy has been drawn upfor traffic management and traveller informa-tion at network level. A concept has beendeveloped on the basis of demographic, economic, technological and internationaltrends and the path-defining developmentshave been derived from this. One importantfeature in this strategy is the technologicaldevelopment of ITS and cooperative systems.Short term policy objectives are thereby linkedto the future (SOLL) situation and the currentsituation (IST). These developments impacton traffic management elements: the roaduser, the vehicles, the information/data, the measures taken, the infrastructure, the trafficcontrol centres, control principles and, lastbut not least, the organisation.
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Current position of• Technology
(infra, VC, vehicle) • Organisation• Data and information• Control principles• Traffic requirements
Goals of the Netherlands:• Policy on infrastructure and the environment (SVIR)• Making better use of infrastructure• Policy and developments of RWS• Cooperation with local authoritiesGoals from Europe:• EU Directives and policies• ITS actionplan• Easyway (Deployment Guidelines)• CEDR
Consistent vision onthe future of Traffic Management. Based on trends anddevelopments on:• Social demografic• Economical• Technological
Status (t0)Strategic target (t+4) Strategic target (t+8)
Future scenario (t+20)
Composition of the Traffic Management development strategy
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The nature and implementation of traffic man-agement and traffic information will change asa result of this, and commercial operators willoffer services alongside public traffic managers,which may result in a shift in the division ofroles between the state and the private sector.
The government intends to transfers an increasing share of the execution of a numberof operational tasks to the private sector,whereby the state will act in a supervisoryrole. This might include detecting incidents and acquiring streaming data (speed, travel timesand density). The increasing use of a variety ofdata sources offers opportunities for improvedcost-effectiveness, but will also lead to complex challenges including legal and organi-sational issues. The ownership and the termsfor (re)using the data - either processed orunprocessed - cannot always be clearly deter-mined by public bodies, and is partly dependenton the price charged by commercial operators(who charge more if data is disseminated tothird parties). This impacts on the position anddesign of existing public databases and maylead, for example, to questions about the provision of functions such as acting as a
portal and broker (including quality assurance)for private information.
Data availability, quality and open dataImproved data availability and quality are important cornerstones for the developmentof ITS applications. Collecting, storing anddistributing this data is organised, standardisedand financed in a unimodal fashion in theNetherlands, through one information deskfor road traffic (NDW, national traffic datawarehouse) and - in the near future - also forpublic transport (ND-OV). This data is processedinto travel information, both unimodal andmultimodal, by market players such as 9292(public transport service provider) and theANWB (Dutch automobile club). Collective datacollection for road traffic arose as a result of aneed for traffic management and was initiallyfocussed on improving road safety. The focusnow lies on improved accessibility and trafficflow. The focus for public transport lies onimproved information provision for thetraveller, principally during the journey itself,with the market parties taking the lead in this.Cycling data is primarily maintained byvolunteers and is already at a usable level.
Former traffic information chain
New traffic information chain
Generate Collect Distribute Use
Generate Collect Distribute Use
Induction loops, cameras, roadworks
Collecting raw data,categorising and processing to usable information
Radio, television, TMC,newspapers, maps,roadside systems
Traffic management,information on trafficjams/accidents, roadconstruction decisions,journey planners
Induction loops, cameras, roadworks,bluetooth, cell phones, HDtraffic, connected vehicles
Collecting raw data,categorising and processing to usable information, validate
Radio, television, TMC,newspapers, maps,roadside systems, internet, navigation devices, journey planners
Traffic management,information on trafficjams/accidents, roadconstruction decisions,journey planners, drivetravel advices, ACC
Road authority / Trafficmanagement center
National traffic datawharehouse
Service providers Road users
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In order to stimulate innovative services withinthe sphere of ITS, it is vital that data is aswidely available as possible. For this reason,the Dutch government is opting to pursue anactive open data policy, using the open unlessprinciple. As a result, market players candevelop new services with a minimum ofinvestment. What is important in this respect isthat European, national and local authoritieshave already made a decision in principleto actively make public government informa-tion/data available for reuse. This means thatdata which is generated or gathered during theexecution of public tasks will, in principle, befreely available, with open standards suitablefor electronic processing where possible. Thecharge will not exceed the marginal cost ofsupplying the data, and no usages conditionswill be attached. In this regard the currentproposals for a new Government Information(Public Access) Act (Wet openbaarheid vanbestuur - Wob) mean that the Netherlandswill allow less scope for exceptions than theEuropean Commission’s proposed amendmentsto the Public Sector Information Directive(PSI, 2003/98/EC).
Exceptions to the principle of charging themarginal cost of supplying the data remainpossible in the Netherlands, but have to bestipulated in law as exceptions to the revisedWob. This applies, for example, to the LandRegistry (Kadaster) and the RDW NationalVehicle and Driving Licence RegistrationAuthority, which are largely financed throughuser fees (under the ‘user pays’ principle) andfor which no alternative financing is available(in the short term). If addition services (interms of quality and availability) are requiredon top of the basic level for open data (this issubject to an obligation to make the best effortand no delivery guarantee), a payment to covercosts can or must be charged for this
(if not required for the public task, accordingto the Competition Act (Mededingingswet)).This mainly applies to large scale commercialapplications. Charges can be waived for smallerusers, such as start-ups, until a pre-determinedusage limit is reached.
Research is currently still taking place into theimplications of choosing open data in principlefor the executive agencies’ current practice ofonly offering their data via web services undera standard licensing agreement with mutualobligations and in return for payment of asymbolic contribution towards the costs ofprovision or connection. An example of this isthe NDW, which asks users for a limited annualcontribution. In theory real-time traffic datawill also be provided available as open data indue course, and definitely by 2015.
Road safetyThe Netherlands occupies a leading globalposition when it comes to road safety. Theambition is to keep the number of fatalitiesand injuries as low as possible. In additionto measures relating to infrastructure andvehicles, the way in which safety is organisedhas also played a significant role in this.Key features of this are a national policy anddecentralised implementation.
Road safety policy in the Netherlands is shift-ing from safety measures aimed mainly atvehicles and reducing the severity of conse-quences to preventative safety measures thatfocus more on preventing accidents. Vulnerablegroups such as cyclists and elderly people occupy a significant place in this. In-car appli-cations such as automated braking systemsand pedestrian detection can play an importantrole in this. Luckily vehicle manufacturers areincreasingly including this type of functionality(as options) in new models.
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This is being stimulated by also including itin the rating given by EuroNCAP, of which theMinistry of Infrastructure and the Environmentis a member. The market for ITS applicationsrelating to road safety has a strong indepen-dent drive from the market which is supportedfrom the public side with pilots, awards andresearch into the impact on behaviour. Hencethe Minister for Infrastructure and the Environment recently awarded the NationalRoad safety Prize to an application of thepay-as-you-drive concept for young drivers.The App4drivers uses an iPhone to record howsafely the participants are driving, leading toa reducing in claims of almost 100% and asaving on premiums. The alcohol lock wasalso introduced for repeat offenders at theend of 2011. Between December 2011 and June 2012 436 locks were installed and sometwo thousand were imposed by the courts5.Research has recently been carried out intoa speeding lock and monitor.
1.6 Frameworks
FinanceThe Netherlands has invested many billions(in hardware, software, people and expertise)in order to enable the current range of ITSapplications (a summary of the installed basecan be found in the 2011 report). Many millionsare also spent each year on operations,management, maintenance and upkeep.For example, Rijkswaterstaat spends around€ 200 million a year on (dynamic) trafficmanagement on the primary road network.
Over the coming years the Better UtilisationProgramme (Programma Beter Benutten)will be investing around €170 million in ITSapplications at regional level. Around € 50million is also available for innovative and
effective ITS applications at a national level.At the same, the Netherlands also has to cutthe costs of construction, management andmaintenance. This is resulting in cut-backs onroadside systems, particularly systems thatprovide information to road users on theprimary road network. The use of innovativeinformation services via individual systemssuch as navigation systems, smartphones etc.can nonetheless result in continuing improve-ments in the quality of the information. Thefact that this is a realistic expectation is clearfrom the growing sales for private sectorparticipants from the automotive sector inthe Netherlands, which already account for€ 17 billion a year.
Organisational: within the NetherlandsDutch parties play an active role in manyinternational collaborations within the broadfield of ITS. One example of this is Rijkswater-staat’s involvement in EasyWay, which isaimed at on a more harmonised implementa-tion of ITS applications for road traffic.
Active collaboration between public andprivate parties has also been underway inthe Netherlands for many years. Hence theStrategic Council for Traffic Informationand Management (Strategisch BeraadVerkeersinformatie en Verkeersmanagement)drew up a collective vision of the future forthe development of traffic information andtraffic management together with four no regret actions between 2009 and 2011.
An important element in this is that thecombined use collective roadside systemsand individual vehicle systems will be requiredover the coming 10 years, and that the latterwill generally support road users rather thanbeing compulsory.
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The parties meet on a regular basis on variousbodies and at a range of levels, includingConnekt ITS Netherlands, Automotive NL,the Traffic Information Directional Group(Regiegroep Verkeersinformatie), Infrastructureand Environmental Forum (OverlegorgaanInfrastructuur), the Smart Working Platform(Platform Slim Werken), Intelligent Travel (Slim Reizen - SWSR) and many others. Thereare also bodies that bring together privatecompanies, such as Vemodis, Astrin and ICTOffice. Public partners work together in bodiesincluding: • The National Traffic Management Council
(Landelijke Verkeersmanagement Beraad -LVMB, where national (Rijkswaterstaat) and
local road managers make agreements aboutvarious ITS instruments and services relatingto regional traffic management such astraffic control centres, regional operationalprocesses, disruption planning, collectiveprocurement etc.
• At regional level there are many collabora-tions between road managers where jointtraffic management plans are developed andimplemented and agreements made aboutoperations and exploitation. Examples ofthese collaborations are: Zuidvleugel (aroundRotterdam and The Hague), Noord-Holland,the Utrecht region and Zuid-Oost Brabant(Eindhoven and environs).
ITS-NL Stake holders
ANWB, Rover,Fietsersbond TLN, EVO,
VERN
Bovag, Rai, Sims
KNV, VNA, VEXPAN
IPO, VNG, SKVV, UVW
Astrin, NIO,ICToffice
Vemodis, B50,TWF
EU, Asia, Americas, BRIC
IRF, UITP, IRU
ERTICO, Natio-nal ITS orgs
DITCM, Automotive NL
LVMB, NDW,KPVV, BKO
BISON, MOGIN,DVMexchange
Connekt/ITS NLOverlegorg,
Regiegroep VI
I&M, EL&I,RWS, RDW
Logistic sector
Policy (EU)
Traffic Industry
Knowledgeinst.
ICT, Geo &Telecom
Consultancy
Content Brokers
Automotive
ServiceProviders
Public Transport
(Road) Authorities
End Users
PUBLIC
PRIVATEACADEMIC
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A triple helix (governments, private sector andknowledge institutes) is currently drafting anational roadmap for smart mobility which willset out developments within the sphere of ITSover time. From 2013 this roadmap will beused in the collaboration between the centralgovernment, local authorities and market players.
Organisation: internationalFollowing the ITS Action Plan and the ITS Directive, the focus in the Netherlands ison international cooperation with public and commercial stakeholders. This is essentialfor the cost-effective deployment of ITS. For example, EasyWay and the EasyWayDeployment Guidelines are useful tools forthe national road authorities. The POLIS andUrban ITS initiatives focus more on local andregional interests. The Netherlands believes in strong interna-tional cooperation and coordinated research.It is therefore an active participant in Europeanorganisations such as CEDR and FEHRL.
LegalThe ITS Directive 2010/40 was incorporatedinto the Road Traffic Act (Wegen Verkeerswet1994) on 1 June 2012. This will make it possi-ble to fulfil European obligations quickly in the
future through ministerial orders on the basisof specifications for the priority actions. TheMinistry of the Interior and Kingdom Relationsis coordinating work on a new GovernmentInformation (Public Access) Act (Wet open-baarheid van bestuur - Wob), partly in connec-tion with the European Directive on PublicSector Information (PSI), Inspire and the DigitalAgenda. The consequences of actively publish-ing all public data without usage conditionsand for a marginal cost must be further investigated. This plan cannot go beyond whathas been set out about this under Path. Theamendment of the Administrative Provisions(Road Traffic) Decree (Besluit administratievebepalingen inzake het wegverkeer - BABW) forelectronic traffic orders - which is due to takeeffect on 1/1/2013 - is currently taking place.
Measuring impactA comprehensive evaluation study wasconducted in 2010 into the effects of measuresto improve the use of the roads infrastructure,such as minor infrastructural measures(including reversible lanes and extendedslip roads), traffic information, (coordinatednetwork-wide) traffic management and (simplecooperative) systems such as slip road filteringsystems, traffic signalling, dynamic trafficpanels.
The main conclusions were:• Better utilisation of the roads infrastructure
makes an effective contribution to theaccessibility objectives. Hence a selectionof measures to improve the use of the roadsinfrastructure reduced the growth in traveltimes over 2000-2009 by 6% and the lackof reliability by 9% over the same period(KIM, 2010).
• The effectiveness of many utilisationmeasures depends on the specific conditionsunder which they are employed (location,time, operating regime, traffic density, etc.).For example, travel information panels atstrategic decision-making locations have apositive impact on traffic flow and the moreefficient use of the overall road network,whilst this effect cannot be achieved atlocations where there is no option of analternative route.
• Quantitative judgements in general aboutthe cost-effectiveness of utilisation measuresare impossible because the effectiveness inindividual cases varies greatly and becausethere is still insufficient insight into theactual life-cycle costs of utilisation. Thestudy has allowed a qualitative assessmentof the cost-effectiveness of each tool, linkedto the conditions. Hence installing signage(congestion warning) is cost-effective on thecity ring roads, where accidents have a hugeimpact on traffic flow in the network, butnot on all corridors outside the Randstadconurbation.
On the basis of this evaluation study a PolicyConsideration System (Beleids AfwegingsSystematiek - BAS) has been developed to support decision-making about (re)investmentin various utilisation measures. This systemwill also be used to measure the impactof measures from the Better Utilisation Programme. These will be available in 2014.
Architecture and standardsAn architecture for ITS is the means forensuring that organisations, plans, initiativesand developments within ITS fit together andthat the desired provision of information candevelop across countries, regions and sectors.The appropriate use of ITS architecture will leadto the coordinated and standardised develop-ment of a cohesive framework of technical andinformation structures and systems that willdeliver the required information about trafficand travel to mobility providers and users atthe right place and the right time.
An overall national architecture is not beingused in the Netherlands. However, partialarchitectures are being developed in variousareas. One example of this is BISON, wherestandards and interfaces for public travelinformation are being developed and managed.The architecture includes portals where opendata is made available to stakeholders. Withinthe CHARM project, the European frameworkarchitecture FRAME is being used for interna-tional collaboration with the Highways Agency(UK) on the design of traffic control centres.
In terms of standards, there are links to andactive collaboration with European develop-ments where possible. Examples of this includeDatex (II), TransModal, CEN 278, ETSI TC ITSand EETS. MOGIN was set up in 2011 as a cooperative partnership for road managersand market players to develop operationalstandards for road traffic. This relates to issues such as dynamic location reference.
The diagrams below provide an insight into thedata flows in the areas of public transport androad traffic respectively.
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Vehicles
AdministrationPT Stops
Trafficlights
PT Stops / Railwaystations (possibly
with dynamic platform allocation)
Consumers /service
providers
Content Aggregator
City/regionalintegrator
Information on PT stops(BISON PT stop standard based on NeTex)
Planning
Transporters
Short Range Radio transmissionlocations
HatchMakes data openDetermines deliveryconditionsOpen and free to all
Optional: local notifi-cations through shortrange radio messagesor Vetag/Vecom
Planning, notification, PT Stops
Planned and real-time travel infor-mation on network level
PT Traveler
Open datato otherpartiesDynamic platform
allocation process info
• Planning (schedule (NeTex), deltas (NeTex) • Real-time (real-time schedule, interference TMC)• Notifications• Prices/rates
Administration traffic lights &
short range radiotransmission locations
Traffic Information: collect, store and distribute
Overview of information architecture for public transport travel information
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Projects, activities and initiatives
2
2.1 IntroductionThis chapter provides a summary of projects,activities and initiatives that are currentlyunderway within the ITS sphere in the Netherlands or will start within the comingfive years. It is not just central governmentthat is active with regard to ITS; many localauthorities have been very active for manyyears in the development and roll-out of ITSservices in areas such as traffic managementand incident management. Private sectorplayers are also working independently or inpartnership with public bodies on the develop-ment of ITS in the Netherlands. The examplesprovided are considered to be the most influen-tial on developments over the coming years atnational and international level.
The general developments that are currentlybeing seen and the developments that can beexpected over the next five years are listed foreach priority area from the ITS Action Plan. This is done with the aid of examples ofprojects, activities and initiatives. A numberof projects which are interesting in terms ofEuropean developments and which will set thetone for national developments are also high-lighted within the four areas. In order to makethe link to the actions within these areas, the action numbers used by the Directorate-General for Mobility and Transport in theIntelligent Transport Systems in action (2011)have been adopted where applicable.
The descriptions take account of the guidelinesfor reporting by member states, sections C, Dand E, as adopted on 13 July 2011 by EuropeanCommissioner Kallas under article 17 of the ITSDirective.
2.2 Action area 1: Optimal use ofroad, traffic and travel data
Activities aimed at implementationThe need to communicate real-time informa-tion on the state of the transportation networkbecame apparent in the late 1980s. Alongsideregular congestion information broadcast onFM radio, the monitoring equipment fortraffic management allowed the nationalroad operator Rijkswaterstaat (Waterwaysand Public Works Agency) to offer more precisetraffic information to the end-user. In the1990s commercial operators started providingtraffic information to end-users. What followedwas the commercial provision of traffic infor-mation via on-board navigation devices. Thesedevelopments have created the need for publicand private parties to cooperate in the field oftraffic information.
The Dutch Ministry of Infrastructure & Environment is working with regional authori-ties on a range of projects within the BetterUtilisation programme, aimed at reducingcongestion by around 20% on specific corridorsin the most congested areas of the country and facilitating the increasing use of publictransport.The importance of ITS projects within the programme is obvious: a sum of around € 170million is budgeted some 75 projects in total,divided between the clusters Travel Information(consisting of In-Car Information, Multi-ModalInformation, Parking Information), Blue Wave(shipping related information, e.g. lock andbridge schedules, dock information, etc.), GreenWave (optimisation of traffic lights settings)and Dynamic Traffic Management.
22
Projects in the Travel Information cluster (Priority Area 1) are aimed at stimulating improvements in the quality of the current andnew provision of traffic and travel informationservices, in order to provide travellers withmore accurate, reliable, context-specific andtailor-made pre-trip and in-trip traffic andtravel information on their smartphones, navigation devices and PCs. This includes information on diversions or delays resultingfrom (urgent or otherwise unplanned) road-works, events or accidents on the plannedroute; information about the quickest routeto an available parking place nearest to theplanned destination; information about thecurrent locally permitted maximum speed orrecommended (green wave) speed; informationabout the expected TOA at an availablePark&Ride place and the departure time of the next shuttle bus to the town centre; andwarnings about hazardous weather or roadconditions ahead on the planned route.Such improved information enables travellersto make a well-informed choice regardingtheir mobility, instead of relying on habitualbehaviour. Matching behaviour to current and predicted conditions creates a better balancebetween mobility demands and capacity, resulting in reduced congestion.
The national report from 2011 has alreadynoted that almost all motorways are now monitored with ITS. 980 km (approximately onethird of the total 3200 km) of the motorwaysare equipped with lane control, and there areover 15,000 speed limit matrix signs. DynamicTraffic Management displays real-time travelinformation on one of the 200 Dynamic RouteInformation Panels (Variable Message Sign)to advise the road user. This has resulted in a reduction in lost vehicle hours of between 5and 10%. ITS is also applied to reduce environ-mental impact. For example, lower speed limits
are enforced near residential areas by measur-ing average speeds per car/per section usingAutomatic Number Plate Recognition. Severalbillion euro have also been invested in Traffic Management Systems since 1995, resulting ina reduction in lost vehicle hours and feweraccidents and casualties. Maintenance costsare estimated to be approximately 60 millioneuro a year, so the maintenance and upgradingof existing ITS will remain a major activity. Overthe coming years additional investments willrise to € 200 million per year by 2020. For reasons of economy, safety and better serviceto the road user international standards suchas DATEX and recommendations for the use ofVMS are applied when applicable. EasyWay isan important forum for harmonisation andcooperation with neighbouring networks. Thedevelopment of Deployment Guidelines withinEasyWay can be deemed a pre-requisite forachieving European harmonisation.
Current projects, initiatives and activitiesWork on the provision of travel information has been taking place in the Netherlands formany years. The aim is to enable a person toplan their trip from door to door. There collec-tion of data thereby remains unimodal, butthe dissemination of information takes placein a multimodal fashion.
A number of databases have been created toexchange data. The decision was made in 2007to set up the National Traffic Database(Nationale Databank Wegverkeersgegevens -NDW). The NDW database offers insight intothe current traffic situation on the partici-pating authorities’ motorways, highways andurban through routes. The database also provides status data, such as information aboutroadworks. NDW distributes this data to roadmanagers and providers of traffic information.They in turn inform road users about the traffic
23
situation. NDW regularly discusses data andinformation quality and standards with itsclients and suppliers (actions 1.1, 1.2). A current project which is having a significantimpact on the travel information for road usersis Minder Hinder (Less Inconvenience). This willprovide far more up-to-date and reliable dataabout the consequences of roadworks andevents.
There is also extensive development of databases taking place in other areas.
Reisinformatiegroep (Travel Information Group)has been providing travel information aboutpublic transport by telephone since 1992 and,at a later stage, also over the internet andother media. A number of local authorities have also taken the initiative to disseminate travelinformation about urban and suburban areasvia GOVI (Grenzeloze Openbaar Vervoer Infor-matie - Borderless Public Transport Informa-tion). More information about public transportinformation via the ND-OV can be found in thebox. (actions 1.1, 1.2, 1.5).
Brief descriptionThe Public Transport National Data project
(Nationale Data Openbaar Vervoer – ND-OV) was
launched in January 2011 in order to improve the
data needed for travel information about public
transport. Both the quality (updates, use of stan-
dards, reliability) and the quantity (more detail is
on the way) of the data will be improved. The data
will also become available with a continuity guaran-
tee and a low entry threshold for multiple users
who will in turn provide travellers with the desired
information about public transport. More specifi-
cally, this involves travel advice, travel guidance and
information at stops. The travel information will be
based on current data as much as possible. Public
transport travel information includes the timetables
and up-to-date information from all concession-
holding operators in the Netherlands, apart from
volunteer-driven neighbourhood bus services,
call-up bus services and ferry services in the Wadden
Islands. The formal obligation for operators to
provide up-to-date data for travel information was
implemented with effect from 2011 in section 10
of the Passenger Transport Decree 2000 (Besluit
personenvervoer 2000). The obligations have been or
will also be included in various contracts for public
transport concessions.
ToolsAt the heart of the project lies the licensing agree-
ment. The NDOV is drawing up a licensing agreement
which is designed to make data available to users.
This licensing agreement will define the data and
provide a continuity guarantee for users. The licens-
ing agreement is the same for every user in order to
create a level playing field.
In addition, NDOV is developing the following
activities:
• Ensuring the development and use of standards
• Identifying what data (and associated quality) is
involved
• Identifying gaps (what data cannot yet be
provided) and eradicating them
• Ensuring that good quality (up-to-date) stop data
is available
• Making agreements which ensure that operators
provide data
• Ensuring that users can access the data within a
level playing field
• Developing a management model for travel
information for public transport
ND-OV
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Resources:The Ministry of Infrastructure and the Environment
can provide an investment budget of € 7.5 million
(over a number of years) and manpower (approx. 4
people). Other public transport authorities are also
providing manpower.
StakeholdersNDOV is a collaboration between the Ministry, the
provinces and the urban regions. Operators and
commercial players are also closely involved and
participate in elements of the project.
Milestones• Publication of the licensing agreement in the
summer of 2012
• Decision-making about the allocation of roles and
tasks between the public authorities and private
sector before 2013
• Data will be available for users from 1 January
2013 at the latest
• Quality improvements in relation to the data
realised before 1 January 2015
MonitoringDecisions about the monitoring method will be
linked to decisions about the allocation of roles and
tasks between the public authorities and private
sector
Contact personsCoordinator:
Michiel Beck: [email protected]
Advisor:
Gé van Toorenburg: [email protected]
Applications that provide traffic and travel information have become increasingly evidentin the Netherlands over the past few years. However, road and public transport informationalone is not enough to genuinely encouragemultimodal route planners and navigation. A national database for parking is also under development; for more information see chapter3, at A (actions 1.2, 1.5).
The role that social media could play in the development of such applications is also beinginvestigated. An example of this is the EU-subsidised SUNSET project, which uses datagenerated by smartphones in towns includingEnschede and which is intended to be used todevelop new business cases for sustainableurban mobility.
The databases listed enable commercialoperators to gain access to relevant publicdata for up-to-date information. However,static information is also very important inorder to be able to deliver good informationservices. Rijkswaterstaat is therefore providingthe National Roads File (Nationaal Wegen-bestand - NWB) and ensuring that it is updatedregularly, partly on the basis of input from local road managers. In order to keep staticinformation up-to-date, the ministry is carrying out the project described belowconcerning the electronic exchange of trafficorders (actions 1.3).
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Over the coming years tests on the use of largescale traffic management will be carried out atvarious locations in the Netherlands. The aim isthereby to encourage traffic flow by applyingtraffic management not just to a small area butwith broader approach. An example of this isthe Practical Trial Amsterdam (PraktijkproefAmsterdam - PPA), which will test large scale
network-wide traffic management throughoutthe Amsterdam region. This will principallyinvolve roadside systems (primarily TDIs, VRIsand DRIPs) being utilised with large scalecoordination, but will also test the impactof the simultaneous use of in-car systemsto boost traffic flow. This is also relevant topriority area 4.
Summary and objectivesThis project creates an obligation for road managers
to use an application to publish static traffic orders.
It leads to accurate, consistent and low cost updates
from public road managers about road signs and
measures for digital maps, travel planners and navi-
gation. This will improve the cost effectiveness of
static signs and measures taken by road managers
and will lead to substantial reductions in publication
costs in newspapers.
Tools and activitiesThere are two main tools and activities. The first
involves developing, implementing and operating
an application to produce, exchange and re-use the
changes in public road data needed for digital
maps/travel planners/navigation. The second is a
legal obligation. All public road managers will
publish orders and measures that compel or prohibit
and/or restrict or stimulate the use of public roads in
a standardised electronic journal (staatscourant.nl).
They will be obliged to use the application for orders
and measures that will be valid for more than
4 months and are encouraged to use it for all orders,
even if they are not finalised and are only published
for consultation.
Stakeholders and resourcesThis involves all public road managers (418 local, 15
regional and national), digital mapmakers (5), NDW,
the Ministry of the Interior and the Ministry of Infra-
structure and the Environment. The latter body is
leading the project and paying the initial cost of
€ 535,000 in 2012. From 2013, annual costs will be
€ 250,000 for the Ministry of the Interior (charged
to the Infrastructure Fund and Municipalities Fund).
Milestones and monitoring1/1/2013 the application will be ready and must
be used by all road managers. The use of the
application is monitored by the supplier of the
system (e.g. number and type of publication per
road manager, customer satisfaction, website
traffic). The consequences of updates to maps and
practical effects are not yet covered.
ContactsMarcel Otto - Ministry of Infrastructure and the
Environment: [email protected]
Eric Wijnschenk - Ministry of the Interior, production
unit KOOP: [email protected]
ELECTRONIC PUBLICATION OF STATIC TRAFFIC DECISIONS
26
2.3 Action area 3 Continuity of traffic and freight management ITSservices on European transport corridors and in conurbations
Activities aimed at implementationVarious Dutch companies are active interna-tionally in the field of ITS services. The productsand services that they develop are thereforeusually suitable for use by end-users across European borders. The Dutch public authoritiesare also focused on being able to offer ITS services in Europe to end-users in a standar-dised way across borders. The Netherlands istherefore an active participant in EasyWay.Even though a commitment can only be givenwith regard to the Deployment Guidelines afterthe summer of 2012, the Netherlands has apositive attitude and a great deal of experiencewith the implementation of ITS applications(Actions 2.1, 2.3).
It has already been indicated in chapter 1that there is intensive collaboration betweenpublic and private parties in the Netherlandswith regard to dynamic network-wide trafficmanagement. The use of a shared desk in thetraffic control centres, the regional desk, willmake it possible over the coming years to useroadside systems - and in-car systems in thelonger term - more effectively to provide roadusers with information about abnormalsituations. The agreements about a joint DVMExchange will also facilitate effective collabo-ration. For road users and road managers thiswill mean that (policy) aims can be realisedmore efficiently. The Dutch approach, buildingon area-focussed utilisation, is pioneering inboth a European and global context. Opera-tional management takes place on a network-wide basis.
Current projects, initiatives and activitiesIn terms of ITS services and their use acrossborders, the Netherlands is not just lookingat the mobility of persons. Efficiency in inter-national freight shipping can have a very big positive impact on combating congestion onthe road network. Over the coming years therewill be a range of approaches to ITS in the logistics sector. One of the aims to be achievedis synchro-modality. In a synchro-modal trans-port system, all methods of transport can beutilised flexibly on the basis of collaborationbetween modalities (in contrast to competitionbetween modalities). Depending on the require-ments of the shipper and the available capacityof the modality and infrastructure, use is madeof water (inland or short-sea shipping), rail,air and/or road. It is thereby important thatefficiency gains do not stop at the nationalfrontier. In advance of European agreementin this regard, a range of projects have alreadybeen initiated in the Netherlands. Examplesinclude the Inland Waterways Dynamic Traffic Management Stimulus (Impuls Dynamisch Verkeersmanagement Vaarwegen - IDVV) andthe Neutral Logistics Information Platform(Neutraal Logistiek Informatie Platform - NLIP).
27
Brief descriptionRijkswaterstaat’s Dynamic Traffic Management
Inland Waterways Stimulus programme will be
working on more reliable travel times and improved
flow of inland shipping in the Netherlands until
2013. The programme is thereby stimulating inland
shipping as an alternative for transport by road.
The programme is thus preparing inland shipping
for the growth of freight shipping as a result of the
construction of the Tweede Maasvlakte. The smooth
and safe flow of shipping can enable the Nether-
lands to retain its position as an international
logistical hub.
The project is being carried out by Rijkswaterstaat
as the manager of the main waterways, in close
collaboration with other waterway managers,
carriers, shippers, ports and terminals.
ObjectivesThe information infrastructure supporting advanced
transport and traffic management systems must be
improved in order to accommodate the predicted
growth of 400% in inland container shipping over
waterways. The focus is on:
• Improved traffic management systems
(Authorities)
• Single Window (Barge Shipping, Maritime)
• Neutral Logistic Information Platform
• Advanced transport information services
• Multi-modal/synchro-modal transport systems
• Innovative Logistics
ContactRanko Visser – Rijkswaterstaat: [email protected]
Stakeholders involvedPorts of Rotterdam/Amsterdam, Terminals, Barge
operators, Shipping agents, Customs and others.
Milestones• Improved traffic management systems for
waterway management: operational 2014
• Single Window for Barge Shipping, linked to the
Maritime Single Window: operational 2014
• Set-up and governance of a Neutral Logistic
Information Platform (Exchange of data B2G,
G2G, G2B, B2B): decision in Q4 2012
• Advanced transport information services, pilots
(2011- 2013)
Funding and ToolsRijkswaterstaat (Waterways and Public Works
Agency) € 100 million (2011-2013)
MonitoringAn internal monitoring programme has been set up.
The desired outcome can only be indirectly measured
as the growth in traffic will manifest itself over the
next 20 years.
INLAND WATERWAYS DYNAMIC TRAFFIC MANAGEMENT STIMULUS / IMPULS DYNAMISCH VERKEERSMANAGEMENT VAARWEGEN (IDVV)
28
The removal of obstacles between companiesand public authorities in the logistics chain willenhance the efficiency of logistical processes. It will also allow the shipping of goods to takeplace in a cleaner way. In the Amsterdam metropolitan area this is being done through
the Seamless Connection project, for example, where practical innovations arebeing introduced into the market by meansof pilots. The government is also workingwith the private sector on steps to removeunnecessary obstacles.
Brief descriptionTo achieve optimum availability and the efficient
(re)use of information for and by the commercial
sector and public authorities. This will be arranged
(safely and with a low entry threshold) by means of
a Neutral Logistics Information Platform (NLIP).
ObjectivesBy 2020 (all) companies and public authorities will
communicate in a standardised manner via the NLIP.
The open market platform and Single Window Trade
& Transport (SWH&T) will be linked together and
will share data while control (integrity and privacy)
is retained by the owner, who decides who is granted
access to his data and on what terms. Commercial
operators will have developed many commercial
apps that are linked to the open ICT platform and
which support services such as synchro-modal
planning. Public authorities will also have developed
apps for harmonising inspections etc. The ownership
structure of the open market platform will be shared
between the private and public sector in a PPP
arrangement. The compulsory provision of data
to public authorities will be free of charge where
possible. A charging structure will be developed
for other data exchanges.
ContactMachteld Leijnse – Top team Logistics/Connekt:
Stakeholders involvedStrategic Platform Logistics (SPL), DHL (LSPs), ECT
(terminals), EVO, Havenbedrijf Rotterdam (HbR),
KLM (air freight), Ministry of Economic Affairs,
Agriculture and Innovation, Ministry of Finance/
Customs, Ministry of Infrastructure and the
Environment, Schiphol, VRC, TLN, Cargonaut,
Portbase, Port of Amsterdam, Handling agents,
Horticulture, Logius, Knowledge institutions
(TU Delft), Rijkswaterstaat.
MilestonesSessions with sounding board groups and decision-
making points for the steering group are scheduled
at various points during 2012. An information
session is planned for November 2012 and the final
decision will be made by the steering group in
December. Implementation of some aspects will
already start in 2012; new apps will be launched in
2013 and a large scale pilot will get underway. NLIP
must be independent and permanently active by
2014.
Funding and Tools€ 5.5 million from MIRT funds (long term funding
for infrastructural projects) until 2014
MonitoringAt steering group meetings and reports in line with
the top sector policy
NEUTRAL LOGISTICS INFORMATION PLATFORM /NEUTRAAL LOGISTIEK INFORMATIE PLATFORM (NLIP)
29
Cross Border Management (Action 2.1)Within the context of EasyWay neighbouringcountries have developed cross-border management (CBM) to inform drivers aboutongoing incidents or accidents and advise themabout alternative routes to reduce time loss anddisruption. In the Netherlands, CBM reroutingoperates between Rotterdam and Antwerp,Eindhoven and Cologne and Arnhem and Oberhausen. Unofficial CBM also operatesbetween the north of the Netherlands andLower Saxony. The harmonisation of futureIncident Management implementations is alsotaking place internationally at various levels.This will include consideration of the resultsof Easyway.
Demand managementDemand management is a tool which canfurther enhance the performance of the Netherlands’ mobility system. In 2012 fiveregional pilots, the mobility projects, are exploring various innovative applications for demand management, whereby ITS is usedas a tool (based on price and/or informationincentives). The government will decide on thenext step on the outcomes of these projects.Since the launch of the Better Utilisationprogramme, mobility projects have came underthis programme. These projects are intended togain experience with changing behaviour bymeans of financial stimuli (financial rewardsfor avoiding the rush hour) and informationstimuli (such as tailor-made travel information).The primary objective is to persuade some roadusers to avoid the rush hour and reduce pressure on the road network during the rushhour. (action 2.4).
The mobility projects are running in fourof the busiest regions in the Netherlands: Rotterdam, Utrecht, Eindhoven-Den Bosch
and Arnhem-Nijmegen. Travellers earn a financial reward if they choose to avoid therush hour. The projects with this reward systemare: Spitsscoren A15 in Rotterdam, Slim PrijzenRegioring in Arnhem-Nijmegen; Spitsmijden inBrabant; Spitsvrij in Utrecht Oost and Spitsmijden A12 in Utrecht (action 2.4).
In all cases it has to be possible track eachparticipant’s route so that it can be establishedthat travellers actually qualify for the financialreward. This therefore requires an ITS component (one or more); the mobility projectswork with camera registration, GPS boxes in thecars and smartphones. (action 2.4).
In addition to the financial stimulus, some projects also work with information stimuliin order to encourage behavioural change. SpitsScoren Rotterdam issues participants with a smartphone with travel informationto help them avoid the rush hour. Spitsmijdenin Brabant also provides participants withadvanced route information via a smartphoneand a personal webpage.
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2.4 Action area 3: Road safety and security
Activities aimed at implementationRoad safety in the Netherlands has been an important aspect of mobility policy for manydecades. The number of deaths on the roadshas fallen significantly since the 1970s. However, the government would like to reduce the number of road deaths furtherto a maximum of 500 in 2020. Measures toincrease road safety cover education andenforcement, as well as the further develop-ment of IT applications that improve safety.
The large number of cyclists on Dutch streetsmeans that vulnerable road users play an important part in road safety policy. TheNetherlands has a very extensive infrastructurededicated to cyclists. This includes cycle pathsand cycle lanes, but also aspects such the factthat most traffic lights system in urban settingshave separate traffic lights for cyclists, for example (action 3.4).
In some towns in the Netherlands (includingDelft and Groningen) there are traffic lightswith rain sensors which can give cyclistspriority when it rains.
Current projects, initiatives and activitiesRoad safety for motorists is being encouragedby reducing drinking and driving, amongstother things. This is done not just through education and enforcement, but also by usingmore innovative methods. Hence an alcohollock has been introduced which is built intothe cars of heavy drinkers. Before being able todrive, they must perform a breath test to showthat they have not been drinking. The car willnot start if the test result is positive(action 3.1).
A great deal of research into behaviouraleffects has been conducted in the Netherlands.An example of this is UDRIVE, a large scaleEuropean Naturalistic Driving study. Comparedto conventional research methods, thisrelatively new method provides a betterinsight into how hazardous situations ariseand environmentally-unfriendly behaviour, andthus offers possibilities for making the trafficsystem safer and cleaner.
In order to combat the overloading of trucks,the number of Weigh-in-Motion points on theDutch road network is being increased fromfive to twenty. At these sites the axle loadingof trucks is weighed while they drive. If thevehicle is found to be overloaded, the vehicledetails and automatic number plate recognitionare used for enforcement action. Attention isalso being paid to trucks with regard to avoi-ding accidents. A large scale practical studywith some 2,400 vehicles showed that driverassistance systems help reduce the number ofdeaths and injuries requiring hospital admissionon the primary road network (actions 3.1, 3.4).
In the context of road safety policy, maximumspeed limits have also been carefully investi-gated. The Dynamax project on primary roadsis gathering data about the impact of dynamicmaximum speed limits on motorways. Matrixboards allow different speed limits to beapplied at different times of day. Variousfactors are being measured, including carbonemissions and the behaviour of road users. Motorists have been found to respect thedynamic speed limits and modify theirbehaviour well. Virtually no undesirableside-effects have found (action 3.1).
RDW National Vehicleand Driving Licence
Registration Authority(EUCARIS)
PSAP21-1-2PSAP1
RVC on site incidenttraffic management
IVW inspection dangerous goods
NDW traffic informa-tion services and regional partners
RWS-VCNL Executive agency
Ministery of transport
Rotterdam Portinfo Link
(cargo and dangerous goods data)
Private securityservices
Automotive service center
Third Party
Services
Call + MSD
Reporting
Incidentmanagement
domain
Public safety domainCall InfoService
BusinessRules
Data EnhancementData
Enhancement
C2000Publicsafetymobile
network
Mobile networkoperators
Units
NCVPublic safety
Fixednetwerk
31
HeERO-NL (ACTION 3.2)
The architecturewithin whichthe HeERO project is beingdeveloped.
Brief descriptionThe project is aimed at implementing and testing
Pan European eCall in order to be ready for the
move to operational service. The aim is that the eCall
signal will not only be transmitted to the emergency
services, but also to the traffic control centres
manned by Rijkswaterstaat and any local road man-
agers, so that the negative effects of an accident on
traffic flow can minimised as effectively as possible.
ObjectivesA working infrastructure for the receipt and
processing of eCall within the emergency service
chain, the use of the information for traffic manage-
ment, an investigation into the use of eCall when
transporting hazardous substances.
ContactJan van Hattem - Rijkswaterstaat:
jan.van.hattem @rws.nl
Stakeholders involvedRijkswaterstaat, Police, Traffic Control Centres,
RDW National Vehicle and Driving Licence
Registration Authority
Milestones06 2012: infrastructure testing completed, 12 2012:
evaluation completed, 02 2013: infrastructure modi-
fied to EU results, 06 2013 modified infrastructure
tested, autumn 2013 move to operational service.
Funding and ToolsTotal Budget: € 1.6 billion, EU € 700,000, Police
€ 380,000, Waterways and Public Works Agency
€ 350,000, Directorate-General for Mobility and
Transport € 250,000.
MonitoringTesting, evaluating and checking EU interoperability
is part of the HeERO-EU project.
2.5 Action area 4: Integrationof the vehicle into the transport infrastructure
Activities aimed at implementationBoth public and private parties in the Nether-lands are looking into how vehicles and infrastructure can be integrated with oneanother. This is primarily evident in a number of practical trials that have taken place withinenvironments which involve public/privatecollaborations as well as science, and whichfocus on R&D and not simply implementation.One example was SPITS, a government-supported collaboration between companiesand knowledge institutions that ran until 2011which aimed to highlight innovations. Thiswas done by developing prototypes thatdemonstrated the validity of the SPITS system.The SPITS system consists of an on-board unit,roadside infrastructure and a back-officeservice centre. Communication between theseelements was an important aspect of theplatform. Traffic lights and other road equip-ment in several towns and cities in the Nether-lands use vehicle identification. An example isFREILOT, which lengthens the green phase attraffic lights and also gives speed advice in
order to reduce travel time and fuel consump-tion for trucks in the town of Helmond.
Current projects, initiatives and activitiesTrials are currently taking place at variouslocations in the Netherlands whereby vehiclescommunicate with roadside systems or withone another. The trials that involve in-carsystems, such as those in the Eindhoven/Helmond region, are thereby particularly representative. When the existing roadsidesystems are replaced, as much account aspossible will be taken of the future of coope-rative systems. Even though developments are not yet sufficiently advanced to allowcooperative modules to be incorporated whenreplacing roadside systems, Rijkswaterstaatis actively adapting the roadside systems’architecture so that it will be able to communi-cate with vehicles in the (near) future. Accountis thereby also being taken of developmentswithin EasyWay, CEN, ETSI and platforms suchas the Car2Car consortium and the AmsterdamGroup together with CEDR and ASECAP. Theoutcomes of the European developments anddefinitions are currently not yet sufficientlyclear. Links are being made where possible.
32
33
SummaryRijkswaterstaat will develop or commission a
cooperative module which is capable of wirelessly
exchanging data with other cooperative modules
which can be located either in vehicles or within
roadside infrastructure. The common term within
the international standardisation community is C-ITS
station (Cooperative – ITS station) and broadly takes
four forms:
• Road side ITS station (roadside)
• Central ITS station (roadside)
• Vehicle ITS station (in-vehicle)
• Nomadic ITS station (in-vehicle)
Rijkswaterstaat’s focus is on systems for the road-
side. It is thereby important that there is harmonisa-
tion with other road managers and the automotive
industry through the Amsterdam Group. A coopera-
tive module must fit seamlessly within the concept
of both roadside stations and other traffic systems
(e.g. VRIs). In order to create international interoper-
ability, standards are being developed by CEN and
ETSI on behalf of the European Commission (M453).
ObjectivesIn order to respond to current trends and develop-
ments and the desire to facilitate self-organisation
within the traffic process as much as possible by
providing tailor-made information and advice, a
transition is required from current tools to a mix
of infrastructure-linked and vehicle-linked tools. In
order to facilitate this transition, it is important to
invest in enabling technology; without cooperative
roadside stations there can be no cooperative
functionality and no shift from collective to
individual traffic management and customised
information. In order to make the Dutch roadside
cooperative, a cooperative module needs to be added
to the roadside stations, to be able to link these to
the systems used for the underlying road networks
(such as VRIs) and/or to enable them to work
autonomously. Rijkswaterstaat is about to start a
large scale replacement programme, and therefore
has a unique opportunity to make the Dutch road-
side cooperative. A cooperative module is vital in
order to achieve this.
The plan is to replace 1000 roadside systems in the
first phase from 2014, and to fit a large proportion
of these - depending on location and situation -
with vehicle-infrastructure communication functio-
nality. The ambition is to conduct tests with these
systems at the DITCM test site in 2012 and 2013.
This relates not just to motorways, but also other
roads and traffic lights.
ContactTom Alkim – Rijkswaterstaat/Waterways and Public
Works Agency: [email protected].
Milestones• Start drafting specifications (with the market
as much as possible using the P3ITS method)
• Start FOT with one or more cooperative
applications and test interoperability technology
at DITCM test site
• Compare FOT results and interoperability test
with first version of specs
• Draw up definitive specs
• Integration of cooperative module into roadside
stations
FundingRijkswaterstaat (Waterways and Public Works
Agency), Ministry of Infrastructure and the
Environment.
VEHICLE-INFRASTRUCTURE COMMUNICATION
34
In developing cooperative systems the focus ison speed harmonisation in order to prevent
shock wave traffic jams (currently the cause of22% of traffic jams).
Summary DITCM is regarded as the leading Dutch testing
ground for the development and testing of intelli-
gent mobility services and systems. This includes
all future systems for the purposes of Better
Utilisation, cooperative services and traffic manage-
ment systems which are growing in both technical
and organisational complexity. Representatives of
public authorities, knowledge institutions and the
private sector (currently more than 20 parties) are
working together within DITCM.
DITCM consists of two aspects:
• the development and dissemination of pre-
competitive knowledge and insights in an open,
innovative development environment and the
formulation of a shared programme approach
(roadmap) for traffic management and
cooperative systems.
• The sharing and joint use of (costly) facilities in
order to accelerate testing and development.
The advantages offered by DITCM are better
harmonisation between public authorities, the
private sector and knowledge institutions in terms
of development, standardisation, architecture (at
total chain level), testing, certification and European
harmonisation. Examples of potential projects that
benefit from this in the near future include the
Practical Trial Amsterdam (Praktijk Proef Amsterdam)
(in-car element), Better Utilisation and Dynamic
maximum speed limits (Dynamax) in-car. DITCM is
located in the Brainport region where all sorts of
projects are taking place, from concept development
through to deployment, in an open development
environment. This environment encompasses: ITS
Test Infrastructure Instrumented Roads, both Urban
(Helmond, Eindhoven) and Highway. Instrumented
vehicles, user groups, full range test activities,
analysis activities via control centre/driving
guidance lab.
ObjectivesThe fact that this fully operational environment
has the maximum range of facilities means that
various scenarios can be tested in a controlled
setting before they are rolled out elsewhere in the
Netherlands or in Europe at locations where the
mobility problems actually occur. DITCM has
identified three programme approaches within
which the partners specifically expect
(pre-competitive) shared innovation to be effective:
Cooperative systems and the human factor,
development environment for cooperative systems
and effect studies for cooperative systems. DITCM
is positioning itself as the driving force behind the
continuing development and realisation of the
Smart Mobility roadmap for the Netherlands (with
a Pan-European perspective). In addition, it also
serves as an accelerator for rolling out solutions
from the Netherlands to the rest of Europe. With
DITCM the parties intend to be at maximum
readiness for Horizon2020 and future developments
of the ITS Action Plan.
ContactJoëlle van den Broek – TNO
DITCM (DUTCH INTEGRATED TEST SITE FOR COOPERATIVE MOBILITY)
35
Stakeholders involvedNHTV,TNO, TU Eindhoven, Fontys Hogeschool,
TU Delft, Beter Bereikbaar Zuid-Oost Brabant,
Automotive NL, NXP Semiconductors, Logica,
TomTom, Vialis, Technolution, Municipality of
Helmond, Brainport Development, Samenwer-
kingsverband Regio Eindhoven, DAF, IBM, Nokia,
Peek Imtech, Province of Noord-Brabant, Ministry
of Infrastructure and the Environment.
Milestones• 11 2010: start of collaboration
• 05 2011: Formalisation of collaboration in LOI
• 2010-2012: Test site established
• 10 2012: DITCM roadmap
• 2012-2013-2014: initiation of various projects
in DITCM environment, both national and
international
• 2014 and beyond: roll-out solutions which have
been proven in DITCM to other locations
Fundingpartner contributions (programme approaches,
roadmap) and project financing (procurement,
programmes)
AMSTERDAM PRACTICAL TRIAL (SEE ALSO ACTION AREA 1)
Brief descriptionThe Amsterdam Practical Trial (PPA) is a large
scale trial of Coordinated Network-wide Traffic
Management and traffic information in the
Amsterdam region. The project’s principal is the
Ministry of Infrastructure and the Environment.
The project is being carried in a collaboration
between Rijkswaterstaat Noord-Holland, Amsterdam
City Council, the province of Noord-Holland and the
Amsterdam metropolitan area. The trial runs from
2012 until 2014.
ObjectivesThe main objective of the PPA is to achieve shorter
and more reliable travel times in the Amsterdam
region. These are to be achieved through the
intelligent coordinated use of: 1) information
systems on, above and alongside the road (roadside)
and 2) information systems in vehicles (in-car,
smartphones and navigation systems). Public/private
collaboration is playing an important role both in
obtaining data and in disseminating it to road users.
In addition to the objective of improving the traffic
flow in the Amsterdam region, the PPA will also be
conducted in order to assist with the development
of national policy for traffic information & traffic
management and the traffic management 2030
development strategy (Rijkswaterstaat).
Stakeholders involvedThe Ministry of Infrastructure and the Environment
(Rijkswaterstaat Noord-Holland, Accessibility
Directorate General), Amsterdam City Council,
Amsterdam metropolitan area and the province of
Noord-Holland. There is close collaboration with the
private sector, particularly on the in-car element of
the trial.
Milestones• 06 2012: agreement between central government
and region regarding execution of Phase 1
• 08 2012: market study on in-car information
services
• mid-2013: results of the roadside element
(Phase 1) due to become available
• second half of 2014: results of the in-car element
to become available
• end of 2014: completion & evaluation of the trial
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ContactFolkert Bloembergen - Rijkswaterstaat:
Daniel van Motman – Amsterdam City Council/IVV:
Bart de Mooij - Ministry Infrastructure and the
Environment/Directorate-General for Mobility and
Transport: [email protected]
FundingMinistry of Infrastructure and the Environment,
Infrastructure Fund
MonotoringEstablishing the impact is an essential aspect of
the trial, whereby the effects of measures at the
roadside and in-car will be assessed in conjunction
with one another. Because of its complexity, the
trial will be carried out in phases. Each phase will be
evaluated (beforehand & afterwards), on the basis of
which a go/no-go decision will be made regarding
the next phase.
Developments in relation to priority actions
3
3.1 IntroductionThe priority actions from the European ITS directive focus on the interests of road usersin both passenger and freight transport. Roadusers in the Netherlands and Dutch road usersin other European countries will benefit fromharmonised information and safety services.The Netherlands supports the focus on theimplementation of priority actions. Howeverthe development phases vary. For most actionsit is currently unclear which specifications willbe made mandatory. That is why a decisionhas been made to set out the proposed development for each priority action andindicate which areas for attention are therebyimportant. This will sometimes lead to anoverlap with earlier chapters.
• Multimodal travel information services;• Real-time traffic information services;• Safety related traffic information; • Harmonised eCall facilities;• Information services for truck parking;• Reservation services for truck parking.
3.2 A Multimodal travelinformation servicesMultimodal travel information services for roadusers relate to the option of using other modesof transport in combination with or instead ofyour own vehicle when travelling door-to-door. Since 2008 (Mobiliteitsaanpak/MobilityApproach) this has been the guiding principlefor traffic information services. The focus in theNetherlands is currently on public transportand parking.
Travel information relating to public transporthas been provided for 20 years through the national organisation ‘9292’. Initially this was
telephone-based, but now mostly via the(mobile) internet. Up to now it has worked onthe basis of timetables with updates in theevent of a disruption. At the end of 2012, however, it will work from real-time data fromvehicles and railway traffic management. Therequirements for the delivery of this data tothe national portal and its dissemination areor will be standardised in such a way that otherparties can also provide up-to-date informationservices at the minimal cost for connection anddelivery (around € 100 per month). The DutchRailways has been providing up-to-dateinformation about train travel - such as traveltimes, departure times, maintenance works andtravel costs - since 2010 free for users and accessable during the journey via mobile inter-net applications. The travel planners on the NSsite and 9292 are also available in English.Other providers now also provide informationabout public transport, including urban andregional transport, using GOVI data.
In view of the travel behaviour of many roadusers, travel information about car parking(including P+R) is very important, particularlywhen travelling to unfamiliar destinations.However, the provision of such informationis still very limited. Only information about(semi-)static aspects such as location, tariffsand capacity can be obtained with regard tobarrier-controlled car parks. However, theseonly account for 2% of all regulated car parking provision in the Netherlands. The availability of up-to-date or dynamic infor-mation about the occupancy of these parkingfacilities is more limited and mostly dissemi-nated using roadside signs (PRIS). The providersof mobile services restrict themselves to a smallselection of car parks.
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Work is being done on setting up an indepen-dent National Data Portal for Parking Facilities(NDPv). Public and private providers of parkingfacilities are thereby collaborating on providingthe data required for information services bothbefore and during the journey. The serviceproviders who are the potential users of thisdata also have a role to play in this. At the timeof writing, no definitive decision has beentaken about the execution. More car park datais expected to become available over the coming years. This will be based on the (semi-)static data about regulated on-street parking,such as geographical and charges information,from the National Parking Register. In addition,there is also up-to-date data about the avail-ability of parking spaces in barrier-controlledcar parks and a roadside system that indicateswhether there are still spaces (and sometimeshow many) or whether the facility is (almost)full. Data about the availability of streetparking spaces may follow at a later stage.
3.3 B Real-time traffic informationservicesReal-time traffic information services are already available on a large scale and in manyforms, both pre-trip as during the journey. Therange of services (many of which are free forend-users) is generally facilitated by theNational Traffic Databank (Nationale DatabankWegverkeersgegevens - NDW). This is a colla-boration between road managers
(17 completely and 7 provinces partially) forthe period 2008-2013. They supply up-to-dateinformation about traffic flows (e.g. traveltimes, speeds and densities) and the status ofroads (e.g. incident/congestion reports, open-ings/closures, roadworks). The status data aimsto cover the major link roads across the entirecountry (around 25,000 km). The flow data willcover a basic network of 5,800 km in 2013(including all 3,200 km of national highways)which is used by approximately 60% of traffic.NDW is currently being evaluated. The partici-pating road managers are expected to opt tocontinue the service for the sake of dynamicnetwork-wide traffic management and infor-mation. In addition, lessons are being learntto improve working methods. Over the comingyears the public element will primarily work onimproving the availability and quality of statusdata. Private parties will principally work onimprovements to the dynamic expectation orprediction of travel times on the basis ofhistorical and current traffic data.
Predicted travel times or travel delays are becoming increasingly important for the logistics sector. It is thereby important thatthe data covers as much of the underlying roadnetwork including slip roads as possible. A traffic jam which causes a 10 minute delay isuseful to know about, but it is also importantto know that it takes 20 minutes to get fromthe motorway onto the secondary road.
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3.4 C Safety-related traffic informationSafety-related traffic information is already astandard feature of traffic information servicesin the Netherlands based on of the data streamfrom NDW using the Datex (II) standard. Reports that correspond to the well-establishedand internationally recognised TISA list (suchas drivers travelling against the flow, slipperyroads or fog) are given the highest prioritywhen being passed on. Commercial operatorsthat use data from NDW have an obligationunder their licensing agreement to facilitateinformation and advice from the centraloperational traffic leader (from Rijkswaterstaat/Netherlands Traffic Centre VCNL) withoutinterruption or filtering. A distinction is therebymade between serious emergencies and seriousincidents. Only with the former category do theservice providers have no scope to deviate andhave an obligation to perform for the commu-nication channels which they control (in othercases there is an obligation to make their besteffort).
The Media Act (Mediawet) (art. 174) alsostipulates that the government is authorised tointerrupt media broadcasts (especially regionalradio channels). However, this does not apply to all broadcasts across all media. With theserious incidents category service providershave some scope for deviating, but notificationis harmonised - in consultation - as much aspossible. The freedom they have often relatesto travel and route advice that is provided asa result of an incident. This is also due to thefact that private parties use information fromsources other than those used by the trafficmanagers (such as road users themselves).
Public data messages via Datex (II) and NDWremain a basic facility for traffic information.The commercial operators covert this to variousmedia channels and target groups. Broadcastmessages on the radio currently have thegreatest reach amongst road users and willcontinue to do so over the coming years. RDS-TMC messages are also still important, particu-larly as a source for existing navigation systemswhich do not work on the basis of a SIM cardsubscription. The two commercial operatorsthat broadcast TMC messages in the Nether-lands give no guarantee that they will still bedoing so in five years’ time. In the unfortunateevent that the decision is made to stop, thiswill only take place after discussions withthe Ministry of Infrastructure and theEnvironment/Rijkswaterstaat about possiblealternatives, taking account of internationalagreements about broadcasting TMC messages.
A possible alternative for the dissemination ofcoded messages via TMC is to do so via DigitalAudio Broadcasting (DAB). DAB, as part of DMB(Digital Multimedia Broadcasting), is an inter-esting alternative/supplement to RDS-TMC andoffers a number of advantages. These are notcurrently being used or investigated in theNetherlands. This is due to the fact that in theEuropean context no DAB capacity/bandwidthhas been reserved for traffic information services. Request to the Commission for astrong regulatory push for DAB/DMB trans-mission coverage across Europe to provide forTTI service capability, including bandwidth setaside within multiplexes for ITS delivery. Therehas been some legislation regarding embeddeddata service capacity being reserved but notspecifically for ITS; this needs to be addressedfor the future.
39
The following measures have been suggestedin consultation with national experts forimproving safety-related traffic informationover the coming years:
1 Expansion of TISA list to include reports ofhazardous air quality (toxic cloud or smog)and wind (gusts), particularly for high-sidedand/or light vehicles (e.g. trucks and motor-bikes).
2 Faster communication of calls to emergencyservices to traffic managers and serviceproviders, particularly on local roads (e.g.obstruction on the road or closure of lanes).
3 Conversion of reports about events (input)into advice about sought behaviour (out-come), such as speed reduction and alterna-tive route advice. In order to implement thisone might encourage the use of dynamicnavigation systems, for example.
4 As long as high numbers (e.g. ≥ 30%) of roadusers primarily rely on radio informationmessages while underway, considerationmight be given to do this in English as wellon a standard European frequency.
5 Supporting the transmission of safety reportsfrom private sources via technology (e.g. CANbus7) which are being developed by theautomotive sector for in-car and car-to-carcommunication, and with the aid of profes-sional user groups (such as bus drivers, truckers and taxi drivers).
6 Formal regulations for all providers of up-to-date traffic information for obligatory andimmediate dissemination of serious safetymessages in a form appropriate to thecommunication channel. This is necessary inorder to close the information chains andbecause of government policy regarding theactive publication of all public data withoutusage conditions for user.
7 Research into the way users deal withmessages through various media and thedrafting of recommendations to make thismore effective and less voluntary over time. The elaboration of these measures requiresfurther discussion within the European andnational frameworks.
3.5 D Harmonised eCall facilitiesThe Netherlands is preparing for a harmonisedimplementation of an eCall service in 2015 fornew cars, particularly by implementing theHeEro project. The Netherlands is particularlyinterested in cutting response times toincidents by an average of 4 minutes. This willsignificantly improve safety and traffic flowfor other traffic participants (plus financialimpact). Full implementation will also leadto about 10 fewer road deaths per year. Operational implementation depends on an unambiguous European obligation. Discussionswith national experts have raised the followingareas for improvement, among others:
1 Defining clear standards for activatingautomatic emergency broadcasts in vehicles,e.g. by airbags activating or registration ofG-force in the CAN bus.
2 Obligation for new trucks and commercialvehicles to ensure equal treatment for driversand in the interests of emergency services,traffic managers and other road users. Anaccident with such a vehicle often has muchmore significant consequences than thoseinvolving a car, particularly when transporting hazardous substances. Thiscan be effectively supported with a digitalconsignment note instead of a paper one.
40
3 As long as there is no obligation in place,voluntary use can be encouraged by raisingawareness and providing rewards (e.g. Leanand Green award), e.g. to shippers andinsurers of freight transport.
4 Enshrining in law the automatic communica-tion of calls to emergency services to trafficmanagement control rooms and thenonwards as safety reports within the trafficinformation.
5 Preparation of decentralised traffic controlcentres and embedding this within theapproach to Incident Management.
6 Support eCall and bCall with after-marketproducts, e.g. through CEN standards,because of the potential benefits for safetyand traffic flow, provided that the numberof false reports remains limited, e.g. withnotification by certified organisations.
7 Integration in vehicle requirements forannual vehicle safety testing and theconsequences of implementing this.
8 Research use by vulnerable road users suchas cyclists and the elderly.
9 Clear communication to users about thenature of the facility and a notification, e.g.how follow-up is organised and what thetarget response times are.
10 Supporting an open vehicle platform foreCall, which will aid an accelerated imple-mentation of eCall systems with valueadded services.
Further discussions in an EU and UN contextare required for the elaboration of theseproposals.
3.6 E Information services for truckparkingInformation services for secure truck parkingare still in the early stages of development butwill become increasingly important for bothpublic and private sector. In the Netherlands,
the biggest problem is an existing and struc-tural shortage of parking spaces, particularlyon the international corridors on the Germanborder and around the port of Rotterdam. Thestrict enforcement of driving times and restperiods and the driving ban on Sundays andbank holidays in Germany also determines thebehaviour of drivers on the basis of instructionsfrom shippers, carriers and insurers. If theyhave to stop and there is no free parking space,they may stop their vehicle at a location thatjeopardises road safety (such as on the hardshoulder). Foreign drivers in particular, withlittle money, are unlikely to leave the primaryroads to find a peaceful and secure paidparking space.
Accessible information services for driversand the planners of freight traffic are thereforeneeded in order to ensure that the scarceparking spaces are used optimally. The interna-tional nature of freight transport requiresEuropean information services. That is why it isproposed that the International Road TransportUnion’s (IRU) database be developed furtherwith improved agreements and systems forupdating and the provision of static data (whatparking facilities are available and where arethey located) and current information (howbusy they are). This begins with a clear definition of which paring facilities are to beincluded in terms of static data and the sizeof the facility. TLN already supplies the IRUdatabase with static data.
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The Netherlands wishes to actively contributeto finding solutions to the above problems, andhas an interest in doing so. Firstly to maintainroad safety, and secondly in order to encouragepersonal safety and combat crime. The following measures are therefore beenimplemented:
1 A € 25 million project to improve the qualityand capacity of rest areas on and alongnational highways where security is a problem. In order to ensure that internationaltransport corridors meet the need for secureparking places, safe truck parks on the underlying road network are being calledupon. These should be privately financed inprinciple. The Netherlands will not createany free secured parking places on the mainroad network, as this would constitute unfaircompetition for the private parking operators. The service locations on the mainroad network will be improved in terms oflight and visibility in order to fulfil basicquality requirements. Research will also beconducted into the possibility of limitingstays at rest areas on the primary roads andthus encourage the use of private sites onthe underlying road network. This will alsolook at the option of paid parking ormaximum stays at the rest areas.
2 A public/private taskforce in the Netherlandsis organising the auditing and the issue ofLABEL certificates for truck parking areas inaccordance with the European agreements.It is creating and maintaining an informationsystem which clearly indicates the levels ofsafety and service at certified truck parkingareas. On the basis of this information, shippers, transporters and insurers can enterinto national and international agreementsabout parking trucks. By February 2012 25parking locations had already been certified.
The taskforce forms part of a broader RoadTransport Sector Approach to Criminality(Aanpak Criminaliteit Wegtransportsector)agreement.
3 Encouraging shipping organisations and insurers in general to attach greater impor-tance to secure parking, particularly for highvalue goods. E.g. by providing a budget orrewards for this.
4 Traffic signs have been developed andinstalled along the main highways that pointto secure and certified parking locations onadjoining roads. These are installed at therequest and expense of the operator of theparking facility, irrespective of the lockrating.
5 Central government will not be investing inextra sensors and dynamic signs to indicatethe remaining capacity at these parkingfacilities, since individual systems are morecost effective. Existing signs and sensors canstill be used for this. If local authorities orprivate operators wish to pay for this, thiswould be an option.
6 The ParckR trial in Brabant to predict andoptimise the usage of parking facilities alongthe Moerdijk-Venlo corridor (primarily on andnear the E34/A67 up to the border), partlyusing Floating Vehicle Data and a free application for Android smartphones. Thisalso offers a platform for the target group toexchange information with one another. If, at the end of 2012, it transpires that thisapproach is working well, it can be quicklyand easily scaled up to other internationalcorridors. It is thereby important to note thatthe usage information does not have to beextremely accurate in order to be effective.It is simply important to make clear on timewhen sites are (almost) full or emptying.
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3.7 F Reservation services for truck parkingReservation services for truck parking do notcurrently exist in the Netherlands they are theoretically possible for secure sites. There iscurrently 1 site available which offers this andhas a 4 lock rating. Over the next year a largesite will be added (for around 250 trucks) nearBreda. Because it has its own parking problemsnear the port, Rotterdam City Council is work-ing on the development of a paid truck parkingfacility which offers reservations as part of thedevelopment of the area, including its ownbye-laws and security staff to prevent illegalovernight stays and nuisance.
Given the trend of increasing requirementsbeing stipulated by shippers and insurers withregard to parking locations, the need for suchsites and services is set to increase. However,the development of facilities is lagging behind.The facilities offered are currently too limitedfor the development of commercial reservationservices. Private operators are prepared to invest in sitesbut need permission from local road managers,and they have problems with the not-in-my-
backyard attitude of local residents. A Euro-pean stimulation scheme might help to findsolutions more rapidly, for example as partthe TEN-T subsidies.
The Netherlands regards the developmentof reservation services as something to supplement information services, but thiscould be taken into account during the pro-posed further development of the IRU data-base. The following issues are important forthe development of reservation services:
1 There must be easy access for each parkingsite which allows reservation requests to beprocessed by a number of service providers.This will prevent each facility having to buildits own reservation website, which wouldmake it impractical for truckers and plannersto use the system.
2 Research business case service providers and provide temporary support if necessary.
3 Encourage reservation services for bothimmediate (≤1 hour) and longer termbookings.
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4.1 GeneralThe reporting in the preceding chapters shoulddemonstrate that the Netherlands is activelycommitted to the use Intelligent Transport Systems on a larger scale in order to achieve itspolicy objectives in terms of traffic flow, safetyand quality of life. This is clear from the exe-cution of programmes, pilots and projects andfrom the large investments that are and havebeen made. This is happening in many areasand with several spearheads in which harmo-nisation, standardisation and regulation areimportant aspects. Liaison (roadmaps) betweenstake-holders such as the various road managers, the automotive industry and serviceproviders is crucial. A long-term structuralcommitment is vital for the serious develop-ment of services that can make an effectivecontribution to policy goals (by market playersand/or public authorities). Engagement,influence and possibly guidance from the European Commission are invaluable in thisregard. This chapter sets out a number of issueswhich the ITS community in the Netherlandsfeels are important and require action by theCommission and other member states.For this reason, the Netherlands is highlightinga number of issues in this chapter. We will alsoindicate in this chapter where we can make acontribution to our European partners.
4.2. Specific wishes and questions tothe CommissionAvailability of information obtained by publicauthoritiesOver the coming years the Netherlands will beimplementing the open data policy as set out inthe PSI more extensively. Hence by 2015 at thelatest no usage conditions will be attached tothe provision of public data and no more thanthe marginal costs will be charged.
An exception will be made for large quantitiesof data that are continuously pushed and forwhich clients want certainty of delivery for afee based on the full cost price. This is expectedto result in the creation of more innovativeservices and the social benefits will increase.The chances of this happening will be greaterif other European countries also make theirpublic data available in a similar way so thatEuropean services can be developed. Wethereby particularly foresee opportunitiesfor better travel information, thanks to static,statistical and status road data (such asroadworks and traffic measures).
Human factorsHuman factors are important in the Nether-lands when determining policy and makingchoices. System integration also requires attention being paid to human factors. Testswill be carried out with in-car systems in various places in the Netherlands over thecoming years. When these systems are used,the way in which road users process the information and then modify their behaviouris very important. European attention for thisarea would provide an extra stimulus.It is vital that more research is conducted intothe effect of these systems on road safety overthe coming years. Very little research has so farbeen conducted into the persuasive effects ofthese systems. How does a trigger from asystem lead to behaviour from the driver thatis beneficial for road safety?The ITS plan and directive will certainly leadto more standardisation in the specificationof technology. Now that the range of warningand information systems is growing steadily,it would be a good idea to develop an EU-wideview on the harmonisation of signals. The EUhas already made a statement about this previously.
45
Items for attention, recommendations from NL to EU
4
46
The shift from the current systems to a situation where the driver can rely on systems to take care of driving tasks shouldbe considered and investigated. The driver iscurrently (almost always) in charge of thevehicle. As more technology becomes availableto support the driver in emergencies (automaticbraking seems to be a good first candidate forthis), the driver may well rely on this. This could have a negative impact on road safetyin the period when the systems are not yetsufficiently developed.
Cooperative systemsThe Netherlands is generally in favour of theuse of open platforms and standards as thebasis for the rapid development of serviceswithin the ITS field. The initial steps that havealready been taken in this regard in the auto-motive sector should be followed up. Ifthe eCall system is implemented as a multi-functional vehicle platform, we would urgethat that system be opened up to othercooperative applications, including those ofthird parties. If different frequencies are usedfor different appliances and the correspondingprotocols to exchange information betweenvehicles and infrastructure, there is a need toensure that there can be no interference.
Paperless drivingIn the logistics chain there are many benefitsto be achieved in terms of efficiency. TheNetherlands is promoting the possibilities offered by synchro-modality. In order to ensurethat this is truly efficient, it is very importantthat existing paper barriers are removed. The accelerated authorisation of digitalconsignment notes throughout Europe shouldbe given a high priority.
eCalleCall is primarily being implemented on roadsafety grounds. In the Netherlands benefits areparticularly expected in terms of optimisingIncident Management and traffic management.The Netherlands would therefore like to see theobligation extended to other new vehicles aswell as cars, especially trucks. To extend thebenefits to existing vehicles, the Netherlandsis in favour of conditional retrofitted systems.We would like to see a situation where cargodetails can also be reported using via eCall(linked to digital consignment notes) if thisimpacts upon safety and traffic management.For example, in emergency situations the emergency services could benefit from knowingwhat cargo a truck is carrying. We would alsolike to see clarity regarding the requirements tobe laid down for retrofitted eCall systems, e.g.through CEN standards and certification.
Safety related traffic informationSafety-related information is already provided in the Netherlands. We do see thatthe RDS-TMC system has a finite future. TheNetherlands would like to see this developmentbeing monitored effectively. If Digital AudioBroadcasting (DAB) becomes the new platform,the Netherlands underlines that enoughcapacity needs to be reserved for trafficinformationDatex II does offer a practicalformat in which this type of information canbe exchanged, but this says nothing about the medium that will be used and its imple-mentation with respect to road users. TheNetherlands would like to see a clear choicemade in this regard in a European context,and has made a number of proposals inchapter 3, including the expansion of the TISAlist to include hazardous wind and air qualityas well as the transition from reports about
47
events (input) to intended behaviour (outcome)such as speed reduction and alternative routeadvice. Formal regulations are also requiredfor all providers of current traffic informationfor immediate and unfiltered dissemination ofserious safety messages in a form appropriateto the communication channel.
Questions in this regard include the issueof whether the public bodies should takeresponsibility for the availability and/or dissemination of safety-related informationand what role the private sector can beexpected to play.
Truck parkingIn order to significantly improve the informa-tion relating to truck parking there need to
be standards for datasets and data exchange,together with agreements and systems for updating and disseminating static data suchas location-finding and the allocation ofspaces. The current IRU database offersenormous potential but it must be made more user-friendly. Information from the database is available now, but the raw datacannot be freely accessed; the recommen-dation is to release the raw data to serviceproviders. This will require an investment.
For reservation services it is important thateach parking location does not develop its own system but can be integrated into a Europe-wide service. This type of service shouldoffer an opportunity to reserve parking at shortnotice (<1 hour) but also further in advance.
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The service providers have indicated that thebusiness case for developing a new serviceis complicated. It would be desirable to investigate whether temporary support couldlead to a quicker roll-out.
International cooperationThe Netherlands supports a European harmonised implementation of ITS. Programmes such as EasyWay and ELSA arevery important in order to speed this up. Forthis reason, the Netherlands would like to seeurgent clarification about the financing ofthese programmes. The corridors in the TEN-T network can be used as spearheadsfor implementing harmonised ITS services ina programma-based manner. Where possibleavailable European resources might be bundledfor this goal on a conditional basis.
4.3 What the Netherlands can offerPublic-private partnershipThe Netherlands has a great deal of experiencewith collaborations between public and privateparties. This includes dialogue at strategic, tactical and operational levels which is organised by setting up standing public/privatebodies. Within these bodies agreements arereached about issues such as - for example -the division of roles between road managersand service providers and the creation of certified truck parking facilities, including signsfor the parking facilities along the main roads.
Cooperative systemsThe Netherlands is happy to volunteer tobe a testing ground for ITS. The Netherlands has a history of traffic and ITS innovations, particularly large scale pilots and firstimplementations. These include mobilityprojects whereby user behaviour and demand management are influenced in highly
alternative ways, the integrated multi-modaltransport approach adopted by the Port of Rotterdam, and the demonstrations of in-car and cooperative systems that have been organised over the last decades. Exampleswhich could also be used in other countriesinclude DITCM and DVM exchange.
Exchanging data and informationReliable, available and usable data and infor-mation are of the utmost importance for manynew ITS services. Experience of the exchange of data and information with regard to variousaspects of mobility has been and is being acquired very rapidly in the Netherlands. Thisapplies to road traffic, public transport, parkingand the logistics chain. There is also experienceon both nationwide projects and regionalactivities.
Multi-modality and synchro-modalityThere is a great deal of experience in theNetherlands of combining modalities bothin relation to passenger transport and inthe logistics chains. This is done by linkinginfrastructures effectively, but also by ensuring that the information chains join upwell. More than just combining modalities,synchro-modality involves being able tochoose a modality at the last minute.
Truck parkingThe ParckR trial is underway in the Rotterdam-Venlo corridor to predict and optimise the capacity of parking locations with assistancefrom Floating Vehicle Data and a free applica-tion for Android smartphones. This also offersa platform for the target groups to exchangeinformation. If, at the end of 2012, it is foundthat this approach is working well, it can bequickly and easily scaled up for other areas.
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BABW Administrative Provisions(Road Traffic) Decree (Besluitadministratieve bepalingen inzake het wegverkeer)
BAS Policy Consideration System(Beleids Afwegings Systematiek)
BZK Ministry of the Interior andKingdom Relations (Ministerievan Binnenlandse Zaken en Koninkrijksrelaties)
CAN Controller Area Network
CBM Cross Border Management
CEDR Conference of European Directorsof Roads
DITCM Dutch Integrated Test Site forCooperative Mobility
DRIP Dynamic Route Information Panel (see VMS)
EC European Commission
EL&I Ministry of Economic Affairs,Agriculture and Innovation(Ministerie van Economische Zaken, Landbouw en Innovatie)
ELSA European Large Scale Actions
EU European Union
FEHRL National Road Research Centres in Partnership
GNV Large scale Network-wide Traffic Management (Grootschalig Netwerkbreed Verkeersmanagement)
GOVI Borderless Public Transport(Grenzeloos Openbaar Vervoer)
GPS Global Positioning System
HTSM High Tech Systems and Materials
ICT see IT
IDVV Inland Waterways Dynamic Traffic Management Stimulus(Impuls Dynamisch Verkeers-management Vaarwegen)
IenM Ministry of Infrastructure and the Environment (Ministerie vanInfrastructuur en Milieu)
IM Incident Management
IT Intelligent Technology
ITS Intelligent Transport Systems
KiM Netherlands Institute for Transport Policy Analysis (Kennisinstituut voor Mobiliteitsbeleid)
KLPD Dutch National Police(Koninklijke Landelijke Politiedienst)
MOGIN Mobility and Geo Information Netherlands (Mobiliteits- en GeoInformatie Nederland)
ND-OV National Data Warehouse for Public Transport (Nationale DatabankOV-gegevens)
Abbreviations
50
NDPV National Data Warehouse forParking (Nationale DatabankParkeervoorzieningen)
NDW National Traffic Data Warehouse (Nationale DatabankWegverkeergegevens)
NL The Netherlands
NLIP Neutral Logistics InformationPlatform (Neutraal LogistiekInformatie Platform)
NWB National Roads File(Nationaal Wegenbestand)
PRIS Parking Route Information System
PSI Public Sector Information Directive
RDS Radio Data System(for RDS-TMC, see also TMC)
RDW RDW National Vehicle and Driving Licence Registration Authority(Dienst Wegverkeer)
RWS Waterways and Public Works Agency(Rijkswaterstaat)
SPL Strategic Logistics Platform(Strategisch Platform Logistiek)
SWSR Intelligent Working, IntelligentTravelling (Slim Werken, Slim Reizen)
TDI Slip road filtering system(Toerit doseer installatie)
TMC Traffic Message Channel
TOA Time of Arrival
VI Traffic Information(Verkeersinformatie)
VM Traffic Management(Verkeersmanagement)
VMS Variable Message Sign
VRI Traffic control system(Verkeersregelinstallatie)
WiM Weigh in Motion
Wob Government Information(Public Access) Act(Wet openbaarheid van bestuur)
Footnotes
51
1 CBS Statline (consulted june 2011), table vehicle fleet
2 This is the basic network of around 5,800 kilometers of motorways and other important provincial and city roads that are
monitored by NDW
3 Structural vision Infrastructure & the Environment - NMCA Calculations
4 Mobility policy Knowledge Institute (kiM): Mobility balance 2011
5 www.politie.nl/kennemerland/nieuws/informatiealcholslot.asp
6 Kennisinstituut voor Mobiliteitsbeleid (KiM) (2012) ‘Verklaring reistijdverlies en betrouwbaarheid op hoofdwegen 2000-2010:
empirisch onderzoek naar aspecten van bereikbaarheid’
7 CAN bus (controller area network) is a vehicle bus standard designed to allow microcontrollers and devices to communicate with
each other within a vehicle without a host computer. CAN bus is a message-based protocol, designed specifically for automotive
applications but now also used in other areas such as industrial automation and medical equipment.
