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PROMET Final report Version 0.3 31.3.2010 Co-financed by the Trans European Transport Network
PROMET Final report
Version 0.3
31.3.2010
Co-financed by the Trans European Transport Network
Version 0.3 31.03.2010 Page 2 of 100
Project Acronym PROMET
Project full Title Project for the Management of European Traffic
Project duration Start date: 1. December 2006
Completion date: 31. January 2009
Project No. 2006-EU-93008-S
Title of the Report PROMET Final report
Editor Traffic design d.o.o. (TD)
Main Contributors • Ministry of Transport of the Republic of Slovenia (SLOMOT)
• Ministero dei Trasporti (ITMIT)
• Autostrade per l'Italia S.p.A. (ASPI)
• Družba za avtoceste v Republiki Sloveniji d.d., DARS d.d.
(DARS)
• Autovie Venete S.p.A. (AV)
• MIZAR Automazione S.p.A. (MIZAR)
• Politecnico di Milano - Dipartimento IN.D.A.CO. (POLIMI)
Dissemination Restricted
Status Initial Document
Version 0.3
Date 31.03.2010
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Document history
Version Date Comment Author Review
0.1 15.01.2009 Initial document Traffic design DARS
0.2 19.06.2009 Comments from EC Traffic design DARS
0.3 31.03.2010 Comments from EC Traffic design DARS
Project Coordinator
Dean Herenda
Ministry of Transport of the Republic of Slovenia,
Langusova 4, SI-1535 Ljubljana, Slovenia
Tel.: +386 1 4788212
Fax: +386 1 4788148
E-mail: [email protected]
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1� Introduction ....................................................................................................................... 9�
1.1� Objectives of Project PROMET .................................................................................. 9�
1.2� The concerned road network and the project area .................................................. 11�
1.3� Overall description of the work ................................................................................. 12�
1.4� Project organisation ................................................................................................. 17�
1.5� Roles in Project PROMET ....................................................................................... 19�
1.6� Deliverables ............................................................................................................. 23�
1.7� Dissemination of project’s work and results ............................................................. 25�
1.8� The PROMET added value and its impact on the development of the trans-
European transport network ............................................................................................... 32�
2� PROMET realized activities ............................................................................................ 34�
2.1� Area 1 – Improved cooperation in traffic monitoring ................................................ 34�
2.2� Area 2 – Operational cooperation in Traffic Management ....................................... 45�
2.3� Area 3 – Safeguard continuity of tactical Traffic Management ................................ 56�
2.4� Area 4 – Accord levels of quality of travel information services ............................... 66�
2.5� Area 5 – Assessment and evaluation of the results ................................................. 80�
2.6� Area 6 – Project PROMET management ................................................................. 90�
3� Conclusions ..................................................................................................................... 94�
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Figure 1: Organizational architecture for cooperative Traffic Monitoring and Management ... 11�
Figure 2: Project PROMET area ............................................................................................ 12�
Figure 3: Project PROMET management structure ................................................................ 17�
Figure 4: List of organisations from both member states ....................................................... 21�
Figure 5: Technical report-Area Deliverable ........................................................................... 27�
Figure 6: Dissemination of project PROMET at different national and international events ... 28�
Figure 7: Traffic Control Centre in Kozina under the operation of DARS hosting the Autovie
Venete delegates ................................................................................................................... 29�
Figure 8: Project PROMET brochure ..................................................................................... 29�
Figure 9: Project PROMET website ....................................................................................... 31�
Figure 10: Area meeting hosted by Autovie Venete in Palmanova ........................................ 32�
Figure 11: Toll station in Slovenia .......................................................................................... 35�
Figure 12: Fast lane allowing cash-free transactions for heavy vehicles ............................... 36�
Figure 13: Slovenian side of the road network covered by the test site ................................. 37�
Figure 14: Italian side of the road network covered by the test site ....................................... 38�
Figure 15: Travel time information on the Variable Message Sign by DARS ......................... 38�
Figure 16: Travel time information as provided by Autovie Venete ........................................ 39�
Figure 17: travel time information as provided by Autostrade per l’Italia ................................ 39�
Figure 18: VMS traffic information points for suggestions on re-routings ............................... 41�
Figure 19: Definition of areas according to basic section ....................................................... 43�
Figure 20: Travel Time Application ......................................................................................... 43�
Figure 21: Event list for the pilot test phase of common Traffic Management Plans ............. 49�
Figure 22: Model for searching the alternative routes ............................................................ 51�
Figure 23: The shortest route between Razdrto and Nova Gorica ......................................... 52�
Figure 24: Alternative route between Razdrto and Nova Gorica via Villesse in case of strong
wind in Vipavska valley selected by the model for searching the alternative routes .............. 52�
Figure 25: An example of an application scenario ................................................................. 53�
Figure 26: Practical example of Variable Signpost Signs for re-routing actions as in use in
Slovenia .................................................................................................................................. 54�
Figure 27: An example of re-routing advice at the decision point on the network combining
Variable Message Signs and Variable Signpost Signs as in use in Slovenia ........................ 55�
Figure 28: Example of traffic data from the Traffic Control Centre in Palmanova .................. 57�
Figure 29: Example of VMS management from the Traffic Control Centre in Palmanova ..... 58�
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Figure 30: An example of cross-border traffic information provided via VMS ........................ 59�
Figure 31: Bilingual Variable Message Sign content used to inform the drivers on Slovenian
side about the queues on Italian highway network ................................................................. 60�
Figure 32: Context diagram for the DATEX system ............................................................... 61�
Figure 33: Schematic overview of the system architecture for the PROMET data exchange 62�
Figure 34: Data exchange between Slovenia and Italy .......................................................... 64�
Figure 35: Schematic overview of system architecture from the generation point to transfer
point for the direction from Slovenia to Italy ........................................................................... 65�
Figure 36: Data flow scheme .................................................................................................. 67�
Figure 37: Different applications as in use by highway operators DARS and Autovie Venete
............................................................................................................................................... 67�
Figure 38: Traffic data acquisition with microwave detectors and video detection cameras .. 68�
Figure 39: Traffic Control Centre managing the Variable Message Signs ............................. 68�
Figure 40: An example of Variable Message Sign form as in use in Slovenia and Italy ........ 69�
Figure 41: Location database structure .................................................................................. 70�
Figure 42: Events ................................................................................................................... 70�
Figure 43: Location referencing for incident situations according to ALERT-C protocol and
the Location Referencing Rules ............................................................................................. 71�
Figure 44: Entry form for the incident ..................................................................................... 74�
Figure 45: Data about the accident transmitted via RTV SLO to the end user using Gewi
Software ................................................................................................................................. 75�
Figure 46: Real Time Traffic Information ................................................................................ 78�
Figure 47: Traffic information overview .................................................................................. 79�
Figure 48: Expected impacts, methods of assessment and sources of data ......................... 82�
Figure 49: Assessment summary table .................................................................................. 82�
Figure 50: Planned Data exchange between Traffic Control, Management and Information
Centres ................................................................................................................................... 98�
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PROMET final report was made with the aim of collecting all the information about the project
in a single document to summarize all the activities done during the lifecycle of the project.
First part of the document describes objectives of the project, gives a brief overview of
highway network included in the project and provides overall description of the work. Further
on project organisation is described with all the roles and responsibilities of all the involved
parties: European Commission and Steering Committee, Slovenian and Italian Ministries,
Road operators on both sides of the border (DARS in Slovenia and Autovie Venete and
Autostrade per l’Italia in Italy), technology providers and experts (Traffic design from Slovenia
and MIZAR from Italy) and an evaluation expert Politecnico di Milano. Further on all the
Deliverables that were made during the project are listed.
The second part of the document describes the work done during the project lifecycle,
divided by Areas and under the supervision of different Area leaders. Beside the detailed
description of the activities, also the benefits and lessons learned are mentioned ranging
from Improved cooperation in traffic monitoring especially by the add of the Travel Time
determination, operational cooperation in Traffic Management including agreed Traffic
Management Plans between Slovenia and Italy, the establishment of a secure connection
between road operators DARS and Autovie Venete using DATEX protocol, and more
detailed DATEX I to DATEX II and vice versa translator, the establishment of the pilot RDS-
TMC service in Slovenia with the dissemination directly to the end user. Beside the main
activities also the evaluation of the project is described, made by Politecnico di Milano as an
evaluation expert.
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Project PROMET was focused on the very specific and operational task, to practice the
necessary tactical management of a cross-border link and the coordination of ITS systems of
two adjacent European countries: Italy and Slovenia. Within this context, the PROMET
Project has proved to be of a high added value because it builds on well advanced ITS plans
and infrastructures to achieve very important operational goals with transferable results to
other similar projects. PROMET added value is specific to the cross-border link concerned.
The most relevant impacts were observed in the domain of traffic safety due to the
“continuity” of information and coordinated traffic management measures and plans.
Continuity granted by a new fast communication link between the two Traffic Control Centres
of Kozina and Palmanova based on the DATEX protocol (version I and II). The data
exchanged using DATEX protocol was successfully tested showing positive benefits due to
unambiguous and up-to-date informing. The common Traffic Management Plan and Actions
proved to be very efficient since the drivers coming from Slovenia to Italy and vice versa
were informed about the incident situation already on Slovenian highway network, far before
they have reached the incident spot. In case of strong wind (Bora) in Vipavska dolina
(Slovenian upper belt), heavy vehicles drivers were re-routed to the lower belt already in
Italy using the VMS contents. The cross-border drivers experienced an increase in comfort
due to more comprehensive Traffic and Travel Information System including Travel Time
information and soon to be available RDS-TMC in Slovenia. Project PROMET provided an
assessment of the operational values of the system to other ITS initiatives with similar scope.
The results gained during the evaluation of this corridor are potentially applicable for other
cross-border sections with high amount of transit within the TEN-T Network and care must be
taken when interpreting the results with respect to local particularity and traffic flow
structure.
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1 Introduction
The purpose of the final report is to describe all the project’s activities, its organisational
structure, objectives, organisations involved and work done during the lifecycle of the project
in one place.
First part of the report describes objectives of the project, gives a brief overview of highway
network included in the project and provides overall description of the work. Further on
project organisation is described with all the roles and responsibilities of all the involved
parties: European Commission and Steering Committee, Slovenian and Italian ministries,
road operators on both sides of the border (DARS in Slovenia and Autovie Venete and
Autostrade per l’Italia in Italy), technology providers (Traffic design from Slovenia and MIZAR
from Italy) and an evaluation expert Politecnico di Milano. Further on all the Deliverables that
were made during the project are listed.
The second part of the document describes the work done during the project lifecycle,
divided by Areas and under the supervision of different Area leaders. Beside the detailed
description of the activities, also the benefits and lessons learned are mentioned ranging
from Improved cooperation in traffic monitoring especially by the add of the travel time
determination, operational cooperation in traffic management including agreed traffic
Management Plans between Slovenia and Italy, the establishment of a secure connection
between road operators DARS and Autovie Venete using DATEX protocol, and more
detailed DATEX I to DATEX II and vice versa translator, the establishment of the pilot RDS-
TMC service in Slovenia with the dissemination directly to the end user. Beside the main
activities also the evaluation of the project had been made by Politecnico di Milano as an
evaluation expert group. Project management on the other side carried out all the necessary
activities for the undisturbed course of the activities.
1.1 Objectives of Project PROMET
Intelligent Transportation Systems (ITS) apply well-established technologies in
communications, control, electronics, and computer hardware and software to improve
surface transportation system performance. Development of ITS was motivated by the
increased difficulty - social, political, and economic - of expanding transportation capacity
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through conventional infrastructure building. ITS represents an effort to harness the
capabilities of advanced technologies to improve transportation on many levels. ITS is
intended to reduce congestion, enhance safety, minimize the environmental impacts of
transportation systems and improve productivity.
Project PROMET is focused on the very specific and operational task, to practice the
necessary “tactical management” of a cross-border link and the coordination of ITS systems
of two adjacent regions/highways of an old and a new EU country, with a view of increasing
the quality of traffic monitoring, management and safety impact to road users through
interoperability and continuity of services.
PROMET aims to:
• Reduce the traffic peaks and increase the usability of the cross-border road network
by the European drivers coming and going from Slovenia to Italy through the use of
homogeneous and seamless International date exchange systems,
• Improve the road safety establishing timely and operative cross-border “recovery”
actions by the different country authorities and highway operators (Slovenia-Italy),
• Improve the road monitoring quality level through the use of new monitoring
technologies,
• Support the efficiency of the cross-border network management by the distribution of
harmonized and timely traveller information to the drivers,
• Guarantee to the drivers the continuity of the road network in terms of infrastructures
and service provision,
• Foster the interoperability of the systems through the use of European Standard
(DATEX I and DATEX II),
• Improve the comfort and the safety of the drivers reinforcing the traveller information
service (TIS) network with new services (TMC service in Slovenia) and enriching the
service already existing with international cross-border contents,
• Evaluate the overall effects of the PROMET applications and their impacts with
special focus on road safety, users’ expectation and acceptance, acceptance by the
road managers, transport mode, comfort to the drivers, etc.
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Figure 1: Organizational architecture for cooperative Traffic Monitoring and Management
In details, the main objectives pursued by PROMET are:
• Improve Cooperation in Traffic Management through better traffic monitoring,
exchange and coordinated plans,
• Balance levels of quality of travel information services in the adjacent areas/regions
by fostering compatible traffic monitoring techniques and technologies and the use
of EU standards for data exchange and services,
• Experience best-practice for cooperation between an “old” and a “new” EU country
at the cross-border spots,
• Integrate in the overall long distance Traffic Management strategies for heavy traffic
and the whole road network.
1.2 The concerned road network and the project area
PROMET ranges from the Italian Region Friuli Venezia Giulia to the west of the Slovenian
Country.
The project covers a crucial cross-border motorway link between Slovenia and Italy (on EU
Corridor V) characterized by daily high freight and fleet flow coming from one country to
another and by seasonal traffic peaks during the summer holidays.
The picture below shows the network and the international corridor crossing the project area.
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Figure 2: Project PROMET area
1.3 Overall description of the work
The PROMET project activities were divided in six areas focused on specific aspects that are
shown in the following table.
Project area Activities
Area 1:
Improve cooperation in
traffic monitoring
Study of the available means to monitor traffic in the short-
range of the two adjacent regions:
Existing Traffic Management System in both adjacent
countries were studied with the objective to prepare a
comprehensive, integrated traffic monitoring system, closing
the existing gaps on the network providing the information
needed to ensure a high degree of traffic monitoring.
Integration of a new technology based on microwave
“transponders” to derive Travel Time measurements:
The feasibility of using microwave „transponders” for travel
time measurements was made and the travel time
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measurements using microwave transponders were
integrated into the existing TMS.
Availability and data fusion in existing centres (Kozina and
Palmanova):
In order to ensure a comprehensive and integrated traffic
monitoring system the data fusion between the existing
centres was established. The determination of already
available data and the one that should be exchanged
between the two centres was made.
Pilot project in a cross-border stretch between Postojna and
Palmanova:
A pilot project for exchanging the data between the traffic
control centres in Kozina and Palmanova was made.
Area 2:
“Operational” cooperation
in Traffic Management
Scenarios for coordination of cross-border Traffic
Management Plans:
The scenarios for coordination of cross-border traffic
management were identified and harmonized between the
two adjacent regions in order to assure unique strategies
implemented by both sides.
Necessary (and feasible) physical architectures for
implementation considering existing systems and plans:
Identification of the existing systems, plans and infrastructure
was made, the needs were presented and the feasibility
study of the physical architecture was made.
Temporary re-routing actions in case of major breakdowns:
Identification of major breakdowns causing possible re-
routings on the basis of past scenarios was made, decision
points were selected and availability of alternative routes was
presented.
Area 3:
Safeguard continuity of
“tactical” Traffic
Management
Measures to minimize perceived discontinuity in quality of
information for traffic management services:
Uniformity of the exchanged data among the traffic control
centres in Kozina and Palmanova was defined.
Needs for data exchange due to envisaged measures for
tactical (short-term, travel and congestion times etc.) and for
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long-term travel information (events forecast):
Data exchange and traffic management plans for both short-
term and long-term events causing both operators to act
simultaneously were defined.
Information systems requirements and operational
interchange agreements:
A secure connection between the two adjacent traffic control
centres in Kozina and Palmanova was established to assure
continuous data exchange. Architecture for the specific
international traffic data exchange was defined
Deployment of practical data exchange link (using DATEX I
and DATEX II):
Since DATEX II will in the next future become a standard,
Slovenian side has decided to start developing a pilot DATEX
II node which was in later phasis connected with the already
existing DATEX I node on Italian side. It is a state-of-the-art
connection, one of the first of its kind in Europe.
Area 4:
Accord levels of quality of
travel information services
Localisation of PROMET in a Global ITS architecture:
The localisation of the Project PROMET in the ITS
architecture was made.
Assessing current and achievable quality levels of traffic
monitoring on Italian and Slovenian highways:
Assessment of current quality levels of traffic monitoring on
both sides of the adjacent motorway networks was made.
The estimation of achievable levels of traffic monitoring in
case of a system upgrade (e.g. TMC in Slovenia) or
improvement on the network concerned in PROMET project
was made.
Definition of an official standard TMC Data Base and Event
List for Slovenia:
Location table for the PROMET region was made and the
event table was translated in order to assure proper basis for
the TMC pilot project in the area concerned in the PROMET
project.
Service architecture for Slovenian TMC service:
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Architecture for the TMC service in Slovenia was established.
All the subjects involved in the traffic information exchange
were defined.
Pilot TMC service in Slovenia through the link to a
broadcaster/service provider:
The pilot TMC service was established and enabling the
following functions:
• Traffic data acquisition (detectors, sensors,
audience),
• Encoding of the data suitable for transmission,
• Transmitting the data via radio transmitter,
• Receiving the data by pilot application (traffic
participants).
Other forms of language dependent traffic info services:
The evaluation of traffic information services in other
languages on the network concerned in the PROMET project
was made. Traffic information services in other languages
were evaluated with special attention on language
particularity.
Area 5:
Assessment and
evaluation of the results
Examination of the impact (especially in terms of road safety)
of other similar European application:
Similar experiences around Europe were collected in order to
quantify and to estimate the expected impacts of the
applications planned within PROMET. Some similar
applications have been identified.
Ex-ante and ex-post analysis of the impacts of the PROMET
activities with special focus on road safety, users expectation
and acceptance, acceptance by the road managers,
transport mode choice, comfort to the drivers, etc.:
The assessment and evaluation of the impacts of the Project
PROMET was made in particular:
• Status quo analysis and definition/assessment of the
expected results (ex-ante evaluation)
• Ex-post analysis of the impacts of the PROMET
activities
Transferability of results to other EU cross-border links:
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One of the main objectives of project PROMET was to
transfer the results, gained during the project phase, to other
similar cross-border sections around EU which intend to
apply similar cross-border management systems. The results
will be helpful either for those who are willing to apply similar
methods or those who have similar problems, to make use of
analyses to actually evaluate the progress made in achieving
results and to correct the technologies applied.
Area 6:
Project management
Day-by-day project office and information management at
national and international leve was runningl:
• Supporting all project partners with the aim to build the
framework for implementation of interoperable and
continuous ITS applications in the PROMET area,
• Assuring effective and balanced co-operation between
operators and actors in the PROMET region,
• Increasing awareness of strategic and operational
relevance of PROMET towards public authorities, road
operators and other high level decision makers,
• Organising and co-ordinating the technical work inside
the different Areas,
• Stimulating the European dimensions of the technical
approaches taken in each activity,
• Favouring cross-fertilisation of PROMET results inside
the areas,
• Stimulating consensus especially on organisational
issues for interchange agreements,
• Supporting the introduction of cross-border Traveller
Information Services across the PROMET area.
Meetings, Major events organizations and project promotion:
Area Meetings between the Project partners were organised,
results were presented at different conferences and project
was promoted at different national and international events.
The web page was established and the brochure was
prepared.
Coordination with the EU and with relevant projects:
Coordination with the EC was running during the lifecycle of
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the project.
1.4 Project organisation
The project organisation selected was the result of the experience gained in the previous
TEMPO projects and the experience gained by the partners in different national and
European ITS projects. PROMET was structured hierarchically, around six project Areas
which were of common interest and high priority for each member state.
PROMET activities were carried out both, at national and at European level. Main focus was
laid on projects with European dimension in order to ensure the maximum exchange of
experiences and knowledge, the efficiency in resource allocation using synergies and the
European dimension assuring implementations at national level in a consistent way among
the project areas. Several actors were involved in the activities.
PROMET organisational structure
The PROMET was organized at different levels: policy, management and technical level.
Each level had different authority and objectives; moreover different entities were involved.
To assure the right continuation of plans, specific meetings and rules for information flow
were defined for each level.
Figure 3: Project PROMET management structure
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Policy level: Steering Committee
The Steering Committee (SC) was responsible for the policy and administration aspects of
the PROMET project. This responsibility concerned the establishment of additional project
areas, definition of information policies and the execution of high level liaison with national
governments and authorities. Under the supervision of the Steering Committee, Interchange
Agreements and formal applications were also signed. The SC had an important role in the
promotion of PROMET, and for the integration of the PROMET actions into the national
planning process.
The Steering Committee has worked through consensus. Meetings were attended by the
European Commission Officer, Public Authorities and the Project Coordinator.
Management level: Management support and technical coordination
The National Coordinators, one for Italy and the other one for Slovenia, carried the overall
responsibility for the operative management of the PROMET project. They were considered
the operative hands of the Steering Committee. This included the responsibility for the
adequate liaison with other actions and organizations, and for the continuous reporting of
achieved results to the EC by the Project Coordinator. The National Coordinators were also
responsible for the planning of the project activities and for the preparation of the required
applications for financial support.
The National Coordinators worked through consensus. The National Coordinators and the
Project Coordinator took part to the Management Support and Technical Coordination
meetings.
Technical level
The Area Leaders carried out the overall responsibility for the technical aspects of the
PROMET project. This responsibility had concerned the coordination of specific technical
activities for the respective project Area. The Area Leaders were also responsible for the
appropriate liaison with other project partners and organizations that contribute to the project
activities at technical level. The Area Leaders had the task to report continuously the
progress of the project activities and the achieved results to the Management Support which
was carried out by the National Coordinators.
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For each project Area, Deliverables were provided by specific project partners. The
responsibility of the Area Leaders was the coordination of the preparation of the project
Deliverables.
The Area Leaders organised area meetings. Area meetings were attended by the Area
Leaders and Representatives of the project partners.
1.5 Roles in Project PROMET
For each different level of the project different entities were involved.
European Commission Project Officer and TEN-T Agency:
• interface between the EC and PROMET project,
• reports decision and recommendations from the EC,
• monitors and estimates the Project progress,
• provides advice on project matters.
EC Project Officer Guido Mueller
TEN-T Agency Bipin Radia, Nadia Chellafa
Public Authorities:
• official member State representation,
• builds up strategic decisions,
• responsible for the control of work and distribution of funds to national partners.
Public Authority Slovenia Dean Herenda
Public Authority Italy Gianpiero Di Muro
Project coordinator:
• official contact for the Commission,
• chairs the Steering Committee and Project Meetings,
• has responsibility for information flow within the project,
• monitors project costs and financial matters in co-operation with the EC
Administrative Office,
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• manages the Project Review Process,
• creates and maintains the Work Plan,
• prepares and maintains the Project Quality Plan,
• coordinates Progress reports and Final reports,
• distributes documents, reports, cost statements, minutes of project meetings and
other information from the partners,
• verifies deliverables and sends them to the EC.
Project Coordinator Dean Herenda
Management support and technical coordination:
• plans and monitors technical work at national level interacting with area leaders,
• acts as spokesman for the member state during project meeting,
• provides support to national partners.
National coordinator Italy MIZAR (Franco)
National coordinator Slovenia DARS (Koši�)
Area leader:
• coordinates specific technical activities/reports to the management support,
• coordinates the preparation of Deliverables (responsibility of specific partner),
• organises area meetings when appropriate.
Area 1 Improve cooperation in traffic monitoring ASPI (Giorgi)
Area 2 Operational cooperation in Traffic
Management
AV (Ferrante)
Area 3 Safeguard continuity in tactical Traffic
Management
MIZAR (Franco)
Area 4 Levels of quality of travel information
services
DARS (Žagar)
Area 5 Assessment and evaluation of results POLI MI (Studer)
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Organisations involved:
Below is the list of the organisations involved in project PROMET:
Figure 4: List of organisations from both member states
More detailed explanation of the involved organisations is given in the following table.
Organisation name Short description Role in project
Ministry of
Transport of
The Ministry of Transport of
the Republic of Slovenia is the
Project Coordinator
Responsible public
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the Republic
of Slovenia
(SLOMOT)
state central administration
body in matters of transport. It
is the responsible national
Public Authority for the
Slovenian participation in
PROMET.
authority for the Slovenian
participation to the project
Ministero dei
Trasporti
(ITMIT)
Ministero dei Trasporti, within
the Italian Government, is the
central Public Authority in the
field of Transport.
Responsible public
authority for the Italian
participation to the project.
DARS d.d.,
Motorway
Company in
the Republic
of Slovenia
DARS is the National
Motorway Construction
Company and a partner in
PROMET Project. DARS main
activities include organization
of motorway construction and
reconstruction, toll collection
and regular motorway
maintenance .
National Coordinator and
Partner
National Road Operator
that manages the
motorway stretch Razdrto-
Gorica , Postojna-Ferneti�i
and the TCC in Kozina
Autostrade
per l’Italia
S.p.A.
(ASPI)
Autostrade per l’Italia is the
managing company of a part
of Italian motorway network
and the PROMET technology
provider.
Partner
TERN Motorway Operator
Technology provider
Autovie
Venete
S.p.A. (AV)
Autovie Venete is the
managing company of
motorway routes A4 from
Venice to Trieste, A23 from
Palmanova to Udine south
and A28 from Portogruaro to
Pordenone and Conegliano.
Partner
TERN Motorway Operator
that manages the
motorway stretch
Palmanova – Gorizia,
palmanova-Fernetti and
the TCC in Palmanova
�
Traffic
Design d.o.o.
(TD)
Traffic design is a company
focused exclusively on the
development, design,
production and supply of
Project manager
Technological experts
Developer of solutions for
data exchange and for
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traffic systems. Traffic design
is one of the leading
Slovenian companies in the
area of traffic automation, and
traffic management systems.
travel information services
�
�
Mizar
Automazione
S.p.A.
(MIZAR)
Mizar Automazione
specialises in the design,
development and
implementation of Intelligent
Transport Systems. The areas
of expertise include traffic
control, fleet management
and infomobility services.
National Coordinator and
Partner
Developer of solutions for
data exchange and for
travel information services
Politecnico di
Milano -
Dipartimento
IN.D.A.CO.
(POLIMI)
Politecnico di Milano,
research and didactical unit of
mobility systems has great
experience in evaluation on
ITS services and projects.
Partner
Expert in evaluation of ITS
services and projects
1.6 Deliverables
List of Deliverables in project PROMET
Area
Output
Reference
Number
Title of the report
Responsible
A1 D1.1 Evaluation of the available means to monitor traffic in
the short-range of the two adjacent regions
DARS,
TRAFFIC DESIGN
A1 D1.2 Architecture for integration new monitoring
technologies based on microwave “transponders” to
derive travel time measurements
ASPI
A1 D1.3 Architecture for data fusion in the existing centers
(Kozina and Palmanova)
AV
A2 D2.1 Definition of scenarios for coordination of cross-
border Traffic Management Plans
AV
(SLOMOT, ITMIT)
A2 D2.2 Physical Architectures for implementation of TM DARS,
Version 0.3 31.03.2010 Page 24 of 100
Area
Output
Reference
Number
Title of the report
Responsible
measures TRAFFIC DESIGN
A2 D2.3 Agreements on re-routing cross-border actions AV
(SLOMOT, ITMIT)
A3 D3.1 Definition of measures to minimise cross-border
discontinuity in quality of information for traffic
management services
DARS,
TRAFFIC DESIGN
A3 D3.2 Definition of Data exchange needs and requirements MIZAR
A3 D3.3 Definition of information systems requirements AV
A3 D3.4 Architecture for international traffic data exchange
(DATEX)
MIZAR
A3 D3.5 Interchange Agreements for data exchange between
DARS and Autovie Venete
AV
A4 D4.1 Definition of the official standard TMC Data Base and
Event List for Slovenia
DARS,
TRAFFIC DESIGN
A4 D4.2 Evaluation of current and achievable quality levels of
traffic monitoring on Italian and Slovenian motorways
ASPI,
TRAFFIC DESIGN
A4 D4.3 Definition of service architecture for Slovenian TMC
service
DARS,
TRAFFIC DESIGN
A4 D4.4 Evaluation of other forms of language dependent
traffic info services
DARS,
TRAFFIC DESIGN
A5 D5.1 Report on the ex-ante evaluation – Analysis before
the implementation
POLI MI,
TRAFFIC DESIGN
A5 D5.2 Ex-post analysis of the PROMET impact POLI MI,
TRAFFIC DESIGN
A5 D5.3 PROMET guidelines TRAFFIC DESIGN
A6 D6.4 PROMET Promotion material
(brochures, articles, workshops, web page)
TRAFFIC DESIGN
A6 D6.5 PROMET Promotion material
(dissemination at the congresses)
TRAFFIC DESIGN
A6 D6.6 Final Report TRAFFIC DESIGN
List of Management Reports in Project PROMET
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Output
Reference
NUMBER
Title of the report
Responsible
ID1.0 Quality plan DARS, TRAFFIC DESIGN
ID2.0 Workplan document DARS, TRAFFIC DESIGN
ID3.0 Dissemination plan DARS, TRAFFIC DESIGN
1.7 Dissemination of project’s work and results
The objective of the Dissemination activities was to identify and organise the activities to be
performed in order to promote the commercial exploitation of the project’s work and results
and the widest dissemination of knowledge from the project. Dissemination was concentrated
on disseminating the results of PROMET project itself to a wide range of existing or potential
audience.
The purpose of the Dissemination activities was to ensure:
• The dissemination of project's results to widest possible audience,
• That the specific audience will benefit from results (other cross-border sections in
EU),
• The use of variety of techniques as appropriate for the content to be delivered to the
target audience.
An important point was making aware the outside world of project results already during the
course of activities. The audiences did vary, from the technical to the political and to the
general public. The PROMET participants were strongly encouraged to publish and publicize
their work.
Project PROMET results and experiences will also be disseminated in the future via the
existing website (www.project-promet.eu) which was launched at the beginning of the project
and regularly updated with the general information about the project, project's results and
activities. The general information that is meant to be accessible for the audience ranging
from the technical to the political and to the general public will still is available on-line also
after the project is finished.
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Project PROMET was also presented at the 16th World Congress on ITS, held in Stockholm
Sweden in September 2009. The paper »Cross-border integration of traffic management: the
PROMET project« was presented during session number IS02 – Traffic control centers on
22. September 09 and was published under the paper ID: 2987.
DARS is invoved in the Easyway study Mare Nostrum, like Italy, where the traffic massages
will be harmonized. The guidelines Mare Nostrum will be implement in Slovenian Traffic
Management System.
The brochure describing the project PROMET aims and activities will also be disseminated
on different upcoming national and international congresses.
The project focused on the following dissemination techniques:
Internal reports and internal communication
Internal reports were used to establish an information exchange between the project
partners. The goal was that project partners were well informed about the work and specific
activities in the PROMET project.
The internal reports were used to disseminate:
• Results of project activities inside Areas,
• Overall results of project PROMET.
The documents that were used for internal communication are:
• Minutes from the meetings,
• Technical reports (Area Deliverables),
• Management reports (Quality Plan, Work Plan, and Dissemination Plan).
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Figure 5: Technical report-Area Deliverable
Congresses and Conferences
Project PROMET was presented at different national and international conferences around
the globe, to show the results gained during the harmonization of the Traffic Management
activities between two adjacent countries inside the EU.
The PROMET project was presented at the following conferences:
• Mobility Tech - “Forum internazionale sull’innovazione tecnologica per lo sviluppo
della mobilità e il trasporto pubblico”, Bologna, October 2007
• Telemobility Forum, Monza, November 2007
• “Piano generale dei trasporti" (General Transport Plan) organized by Italian Ministry
of Transport, December 2007
• TRA – Transport Research Area, Ljubljana, April 2008
• E-safety meeting, TRA 2008, Ljubljana, April 2008
• ASECAP Study days, Marakech, May 2008
• International Conference on Application of Advanced Technologies in Transportation,
Athens, May 2008
• ITS in Europe congress, Geneva, June 2008
• ISEP 2008, Ljubljana, October 2008
• 1. Easyway conference – Taormina, Sicily, October 2008
• Slovenian national road congress, Portorož, October 2008
• ITS world congress, New York, November 2008
• ITS world congress, Stockholm, October 2009
• Datex II forum, Easyway, Berlin, March 2010
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Figure 6: Dissemination of project PROMET at different national and international events
Demonstrations
To show all the work that had been done in terms of exchanging the data between the Traffic
Control Centres in Kozina and Palmanova the demonstrations were the most appropriate
way. Demonstrations were presented to the PROMET partners after the implementation of
the functions into the Traffic Control Centres.
During different Area meetings in Kozina and Palmanova all the partners were also able to
see Traffic Management Centres and their equipment and Traffic Management strategies as
in use in both countries.
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Figure 7: Traffic Control Centre in Kozina under the operation of DARS hosting the Autovie
Venete delegates
Publications
PROMET brochure was made with the aim to disseminate information about the project at
different national and international events showing strong link in collaboration between two
adjacent countries and their wish to minimize the influence of the national border on the
Traffic Management activities.
Figure 8: Project PROMET brochure
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Website
Project’s web site was launched at the beginning of the project and regularly updated giving
more detailed information about the project’s activities to the widest audience available.
Members only area was meant as an intranet site (login and password required), where all
the documents (Deliverables, Meeting minutes, Work plan, Quality plan…) were saved for
PROMET partners. All the news regarding the activities were published including
Dissemination activities (congresses) and latest infos about the Area meetings.
The website contains the following:
• Description of the project PROMET for the wide audience,
• Texts of presentations,
• Meeting minutes,
• Area Deliverables,
• Reports on demonstrations including visual material,
• PROMET related conferences.
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Figure 9: Project PROMET website
Area meetings
Area meetings were organised by Area leaders in order to faciliate the work inside the Areas
and to uniform the work between adjacent Areas.
The meetings took place several times a year upon the needs of different activities inside
particular Areas. The meetings proved to be very efficient since all the partners were able to
discuss the problems and suggested solutions.
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Figure 10: Area meeting hosted by Autovie Venete in Palmanova
1.8 The PROMET added value and its impact on the
development of the trans-European transport
network
Project PROMET has proved to be of a high added value because it builds on well advanced
ITS plans and infrastructures to achieve very important operational goals with transferable
results to other similar projects.
PROMET added value is specific to the cross-border link concerned. The following impact
was observed:
• Increased traffic safety due to “continuity” of information and coordinated traffic
management measures and plans,
• Faster communication between both Traffic Control Centres in Kozina and
Palmanova due to newly established connection using DATEX I and DATEX II
data exchange protocols,
• Commom Traffic Management Plans and Actions proved to be very efficient since
the drivers coming from Slovenia to Italy were informed about the incident
situation already on Slovenian highway network, far before they have reached the
incident spot,
• In case of strong wind (Bora) in Vipavska dolina (Slovenian upper belt), heavy
vehicles drivers were re-routed to the lower belt already in Italy using the VMS
contents,
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• Increased comfort to cross-border drivers due to more comprehensive Traffic and
Travel Information System including Travel Time information and soon to be
available RDS-TMC in Slovenia,
• Increased and homogeneous quality of traffic monitoring due to the combined use
of “Travel Time” measurements with the existing ones,
• Assessment of the operational values of the system to other ITS initiatives with
similar scope.
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2 PROMET realized activities
2.1 Area 1 – Improved cooperation in traffic monitoring
The aim of Area 1 was to improve the cooperation in traffic monitoring using new and
existing applications, technologies and infrastructure available. The work done consists of
implementation, upgrade and harmonisation of monitoring infrastructure, applications and
technologies as basis for reliable cross-border ITS applications. Main focus was laid on
specific data that was captured and exchanged, monitoring plans and means of presenting
the information to end users. It is one of the first examples for Slovenia and Italy establishing
cross-border communication, where the shape and configuration of the internal highway
network has been of great help to reach the aim. For example the Italian network is an
interconnected network (physically and logically) and data exchange among different
Concessionaires has been performed for years in order to have the maximum available
service level for Traffic Management. Therefore the PROMET Area has been derived as an
excellent exercise dealing with an Italian and a Slovenian partner. The result could be
considered as one of the first of its genre (referring to real time traffic and travel information
exchange) and can be positively considered as a milestone in subsequent phases of the
cooperation. Since the pilot data exchange phase proved to be very efficient the
Concessionaires will have to establish a communication allowing them to exchange not just
the data defined for the pilot phase, but also other data needed to provide uniform Traffic
Management on the wider highway network.
Study of the available means to monitor traffic in the short-range of the two adjacent
regions
This report addresses the activities within Area 1 of PROMET, which aim to improve the
cross-border cooperation in the domain of traffic monitoring. First, the existing technologies
in the two stretches of the road network were reviewed, with a focus on Electronic Toll
Collection Systems as in use on both sides of the national border. The purpose was to
identify new solutions able to improve the coordination between the two road operators in
terms of Travel Time data exchange. Then the pilot application was investigated, which
consists of measuring Travel Times on the road network and sharing these data between the
two Traffic Control Centres in Kozina and Palmanova. For this goal, a stepwise development
process was defined, reflecting different phases in the implementation of the technology.
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The main objective was a preparation of a comprehensive, integrated traffic monitoring
system, closing the existing gaps on the network providing the information needed to ensure
a high degree of traffic monitoring. The analysis took into account already existing
measurement sites and decided which data collected in the regional Traffic Control Centres
should be transmitted to the adjacent Traffic Control Centre (Palmanova, Kozina). The
framework in which to improve data collection and data processing on the road network
providing real time information for traffic managers and road users was done.
The study of the existing infrastructure as in use on both sides of the national border was
done, Electronic Toll Collection (ETC) systems were analysed with the aim of expanding the
use of data deriving from ETC for the Travel Time estimation purposes.
Figure 11: Toll station in Slovenia
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Figure 12: Fast lane allowing cash-free transactions for heavy vehicles
The success of the project should be considered in the data exchange itself, performed
irrespectively of the technology used to collect Travel Time data. This once again stresses
the fact that interoperability of applications and services among two or more partners is more
a question of management than a mere research to find a unique suitable technology to be
used. The high numbered sample of Slovenian and Italian ETC users has become a very
reliable set to base the applications upon.
More details about the study of the existing and planned infrastructure for traffic monitoring
purposes could be found in Deliverable D1.1
Architecture for integration of new monitoring technologies based on microwave
“transponders” to derive Travel Time measurements
Since Eletronic Toll Collection tags (OBUs) are in use in both countries, the architecture for
integration of microwave “transponders” to derive Travel Time measurements was made.
The integration of Travel Time measures as one of the Traffic Management System
components was made with the aim of providing the users with adequate Travel Time
Information.
On Slovenian side of the higher belt between Razdrto and Vrtojba there are two toll plazas
namely Nanos and Bazara. Nanos is one of the toll plazas that make part of a closed tolling
system on the motorway A1 between Ljubljana and Koper, and Bazara is a single toll plaza
Version 0.3 31.03.2010 Page 37 of 100
of the opened tolling system on the highway H4. Both toll plazas are equipped with
microwave subsystem functioning at the frequency of 2.45 GHz for heavy vehicles.
Figure 13: Slovenian side of the road network covered by the test site
Two technologies were proposed on Slovenian side to provide Travel Time measurements
since the use of ETC tags was abandoned for personal cars in June 2008: first Travel Times
for personal cars on the highway stretch between Nanos and Vrtojba are calculated using
license plate recognition system allowing the system to determine Travel Times for relevant
users on the higher belt of project PROMET area and second for heavy vehicles using the
the ETC microwave subsystem functioning at the frequency of 2.45 GHz.
On the Italian road stretch, the higher half belt of the network managed by Autovie Venete,
linking Pordenone and Gorizia was taken into account. The stretch was equipped with
Telepass beacons for the detection of On Board Units. These beacons are complementing
the Electronic Toll Collection Units available at the gates. The lower half belt from Pordenone
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to Trieste is on the way to be equipped too, but the section from Trieste to Fernetti is not
managed by Autovie Venete so it was not observed in the pilot test phase.
Figure 14: Italian side of the road network covered by the test site
To assure proper Travel Time information, historical and real time data are analysed in order
to deliver reliable information to users running in the considered stretch. This means that
after having received data coming from the road station units placed in stations and/or in
gantries along the route the algorithm analyses them together with historical ones and
determine threshold limits that send visual alarms to the Traffic Control Centres, when real
time traffic conditions are beyond the expected limits in terms of fluency.
The information about the travel times is then provided to the end users via Variable
Message Signs. To assure proper drivers’ informing new Variable Message Signs were
installed on the higher belt to provide Travel Time information.
Figure 15: Travel time information on the Variable Message Sign by DARS
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Figure 16: Travel time information as provided by Autovie Venete
Figure 17: travel time information as provided by Autostrade per l’Italia
More details about the architecture for integration of new monitoring technologies could be
found in Deliverable D1.2
Availability and data fusion in existing centres (Kozina and Palmanova)
In order to ensure a comprehensive and integrated traffic monitoring system, the data fusion
between the existing centres was established. The objective was to determine which type of
data is already available and should be exchanged between the two Traffic Control Centres.
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The Slovenian and Italian side have studied the possibility of data exchange (traffic related
information, Travel Time). Both sides determined the way of informing the drivers about the
estimated Travel Times and trip delays in adjacent regions.
The aim of the study was to define details about the traffic data fusion between Traffic
Control Centres in Kozina and Palmanova highlitning all the key actors, from European
Commision striving after common data exchange protocols (DATEX and DATEX II),
ministries of transport from Slovenia and Italy, highway operators aiming to provide better
level of service, technology providers and users of the highway network.
In order to assure proper data fusion and exchange, an Interchange Agreement was signed
between DARS and Autovie Venete. The Interchange Agreement covers the operational
exchange of traffic information between Traffic Control Centeres in Kozina and Palmanova.
The two contractors agreed to exchange real time and forecasted road traffic information
messages in the interested areas as far as available at the Traffic Information Centres of the
contractors to improve and enhance cross border pre- and on - trip information services.
Both contractors act as supplier and client for the data exchange of real time and forecasted
traffic information messages. The technical and functional details of the information
exchange were subject to bilateral agreements and are explained more into details in
Technical Annex of this agreement.
More information about the data fusion in existing centres could be found in the Interchange
Agreement including Technical Annex and in Deliverable D1.3 Data fusion in the existing
Traffic Control Centres.
Pilot project for the Travel Time data exchange in a cross-border stretch between
Postojna and Palmanova
Travel Time is one of the main sources of information for mobility-info: if on one hand the
presence of traffic-jams and their length, as is the case for the presence of building sites or
accidents, are essential sources of information for the manager of the service, from the point
of view of the client, as is evident from recent market surveys, it is more important to know
the time necessary to overcome critical situations.
The project PROMET introduced a real-time traveller information system designed to
automatically collect and disseminate Travel Time information to the drivers in the project
PROMET area. The system anonymously tracks the movement of vehicles by tracking the
transponder tags installed on board of vehicles or by tracking the license plates. The data
Version 0.3 31.03.2010 Page 41 of 100
collected is transmitted to a central location where the information is further processed,
converted into link specific Travel Times, and posted on area Variable Message Signs.
Since Slovenia has abandoned the use of ABC ETC system for personal cars, the license
plate recognition system was used during test phase to provide adequate data about
personal cars Travel Times on the subsection between Nanos and Vrtojba (higher belt of the
Slovenian corridor). Heavy vehicles using the ABC ETC system also contribute the data for
the analysis of the Travel Times on the higher belt corridor. The Travel Time data is
exchanged between road operators with the aim to provide additional information about
delays on the Variable Message Signs .
The Electronic Toll Collection systems in Italy and Slovenia are based on different
technologies. That was the reason why the Travel Time data collection wasn’t executed
uniformly on the whole cross-border road network. The problem was solved by dividing the
road network covered by the test site in two sections, each on one side of the Slovenian-
Italian border. The Travel Time data is calculated from the real time data collected in the
Electronic Toll Collection system of each country separately. The Travel Time data of the
whole road network covered by the test site is calculated from the exchanged Travel Time
data of each road section. Upon the aggregated data it is possible to execute the analysis of
the cross-border situation and feasibility study of the information for users on the whole
highway network in order to “divert” the traffic in case of major breakdowns.
Figure 18: VMS traffic information points for suggestions on re-routings
In a completely automatic manner, the system allows for an estimate of the road conditions
to be identified based on an objective measurement: the Travel Time of vehicles on the
highway section between two subsequent stations/positions. From a comparison between
the average time detected and the specific reference time for each section, the system
Version 0.3 31.03.2010 Page 42 of 100
determines the road conditions. One of the special features of the Travel Time estimation
system is that it detects the situation of road conditions in real time: the data flow from
peripheral systems (tracks and sensors) to the central system is continuous - this allows for
critical situations to be identified as soon as they begin to produce their effects.
The Travel Times are obtained from the messages that are sent to the central system each
time that the on-board unit of a vehicle notifies its passage into the motorway network. The
information contained in the messages includes the indication of the stations/positions and
the entrance and exit times. Nevertheless, it is necessary to consider the fact that events
other than those regarding traffic conditions, such as a stop-off at a service area, lessen the
significance of the data. To lessen the influence of events of this kind, the system only uses
the data relative to short trips, that is, those between two stations/consecutive positions. The
choice to only consider trips involving nearby stations may create problems relating to a lack
of data on basic trips with little traffic between contiguous stations, even if the passing traffic
is high.
The messages from the sensors are inserted into support tables. Processing is carried out at
regular intervals, according to the following order:
• calculation of the average trip time of each individual elementary section (detections),
• estimation of the road conditions of each individual basic section (summary).
The averages calculated in this phase are weighed sample averages deduced from the
transit times detected inside a temporal window (which is extended into the past beginning
from the instant in which the calculation is carried out) the range of which may vary by
anything from 5 to 10 minutes. On this basis, prior to the calculation of the average,
interventions are carried out with a series of filters with which to reduce the variance of the
sample if necessary. The weights for the average are assigned with a decreasing linear
function, depending on the time passed from the time of detection (i.e. greater weight
assigned to more recent data). If there are an insufficient number of samples to calculate the
average time in the temporal window taken into consideration, the Travel Time remains
unidentified.
Once the detection phase of the elementary data is completed, the process moves on to the
summary phase. This phase is necessary because the road condition situation of the
motorway network is presented on a basic section level (i.e. station-station section) and not
on an elementary section level. The summary phase essentially consists of summarising the
information relative to the various elementary sections associated with a certain basic
section, in such a way as to come up with an estimate of the road conditions for each of the
Version 0.3 31.03.2010 Page 43 of 100
four zones (outlined in figure below) which it was considered useful to identify within each
basic section.
S1 – station 1 U – exit ramp
S2 – station 2 P – transition zone
I – entry ramp G – grey zone
Figure 19: Definition of areas according to basic section
The Travel Time for longer sections (consisting of several basic sections) is obtained by
summing up the times of each of the zones included in the route taken into consideration.
Figure 20: Travel Time Application
The travel time from Italian side is sent to Slovenian side as an XML file with all measured
segments for the Italian highway network and also vice versa for the data deriving from
Slovenian side. The FTP server to exchange Travel Time data had been set up.
To assure proper drivers’ informing new Variable Message Signs were installed on the higher
belt to provide Travel Time information.
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In the future DARS and Autovie Venete would like to strengthen the cooperation between the
two countries based on the PROMET project. In this context both companies are already
having bilateral meetings connected with the closure of the carriage lane on the Italian side
this autumn.
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2.2 Area 2 – Operational cooperation in Traffic
Management
Traffic Management provides an organized and functioning system for quickly identifying and
clearing crashes, disabled vehicles, debris, and other nonrecurring flow impediments from
area highways and major arterials. Highways are cleared and flow restored as rapidly as
possible, minimizing frustration and delay to travellers while also meeting requirements and
responsibilities of the involved agencies. Traffic Management allows transportation
operations personnel (operators) to monitor traffic conditions on the highway system, identify
recurring and nonrecurring flow impediments, implement appropriate traffic control and
management strategies, and provide critical information to travellers through infrastructure-
based dissemination methods (Variable Message Signs) and in-vehicle information systems
(in-vehicle navigation systems using RDS-TMC). Trends in Traffic Management include
increased automation supporting all aspects of operator activity, greater integration of
functions within the system and between Traffic Control Centres, preventive action in
addition to responsive action, and increased dependence on traveller information.
Traffic Management in the project PROMET area is particularly important due to the
characteristics of the area as it serves as a central point for transportation within Europe.
Issues include inclement weather conditions and high traffic volumes that have risen since
Slovenia has entered into EU. Traffic Management Plans for the project PROMET Corridor
provide a platform for developing harmonised regional and cross-border Traffic Management
and user information services on the Trans-European Road Network. Beside traffic control
and information measures the information exchange between the responsible TCC/TIC in the
bordering countries is very important, to operate a cross-border Traffic Management. The
Traffic Management Plans (TMPs) are concerted concepts, which describe strategies and
the procedure of measures to control cross-border traffic in cases of severe incidents and to
inform the affected drivers. The aim of TMP strategies is to dislocate traffic on alternative
routes or if possible to shift it timely.
The cross-border Traffic Management assure direct and immediate exchange of the
information about current and expected traffic conditions taking into account potentially
dangerous situation which can in many ways affect the fluctuation of the traffic flow. The
Traffic Management in the cross-border section also provides all the detailed information
about strategies and measures on the neighbouring motorway network. The development
and deployment of coordinated cross-border strategies enables the management of the
severe incident situations on the common transit corridors between Slovenia and Italy. The
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standardised procedure for the clearing of the traffic incidents and for the direct
communication between the TIC’s in Kozina and Palmanova assures proper and
unambiguous communication. The information and recommendations for the drivers are
provided far in front of the incident, so the drivers are free to choose their own alternative.
The aim of Area 2 was to establish an operational cooperation in Traffic Management
between the Traffic Control Centres in Kozina and Palmanova. Main focus was laid on
specific scenarios of a cross-border Traffic Management. The main objective was to
harmonise the operation of Traffic Management Systems in case of major breakdowns
(incidents, road works, and severe weather situations) concerning two adjacent regions.
DARS and Autovie Venete as highway operators that manage the road network on the area
covered by project PROMET wants to assure optimised use of the road capacity on both
sides of the national border. The improved efficiency of the traffic flows also means a
reduction of the Travel Times for the road users. Both highway operators have a goal to
provide the drivers with the adequate an up-to-date Traffic and Travel Information (TTI) by
the use of the existing informational components of the Traffic Management Systems. Due to
high volumes on the area covered by project PROMET since Slovenia has entered the
European Union more and more severe incident situations take place, proper Traffic
Management Plans are needed. The benefit of the proper Traffic Management Plans is to
provide the information and recommendation for the drivers far in front of the incident so they
can take alternative route in case of major breakdowns. The travellers are the final
beneficiaries of measures which aim to improve safety on the road, reduce congestion times
and provide advanced information services (e.g. re-routing)
The traffic data can be mediated to the travellers that are already on the way or in the phase
of planning their travel, by various transmitters. The traffic information can be transmitted
directly to the motorway users via messages shown on Variable Message Signs (VMS).
Besides the direct use of the traffic data by the Traffic Management system operators, the
information can be offered to other potential users, such as public or freight transport
operators and organisations providing traffic information and travel services (radio and TV
stations, mobile telephone companies, etc.).
Scenarios for coordination of cross-border Traffic Management Plans
The target of the PROMET project was to make available information on critical traffic
situations, weather conditions and major road events in the two Traffic Control Centres
(Kozina and Palmanova), extending across the border and enhancing the functionalities now
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existing at national level. In this way, more appropriate and time-efficient interventions can be
planned to control the flow of vehicles and suggest alternative routes when appropriate. The
project objective was to define the scenarios for Traffic Management coordination on a cross-
border link in case of major breakdowns concerning two adjacent regions, the Slovenian and
Italian side. These major breakdowns and other incident situations were defined. In case of
major breakdowns harmonized coordination strategies were applied between the two Traffic
Control Centres. The scenarios for coordination of cross-border Traffic Management were
identified and harmonized between the two adjacent regions in order to assure unique
strategies implemented by both sides.
The road operators DARS and Autovie Venete have identified the Traffic Control Centres of
Kozina and Palmanova as basic nodes for data exchange. They also decided to focus the
on-going developments on interventions for Traffic Management during critical situations, like
severe weather conditions, traffic congestions or major road works. Starting from the present
use of traffic data in Italy and Slovenia, a list of events and attributes to be exchanged was
proposed, following the DATEX standard. DARS and Autovie Venete have prepared the
Traffic Management scenarios for different events, causing the necessary cooperation of two
adjacent Traffic Control Centres. The model of the scenarios was defined: events, locations
of decision points, strategies adopted, parameters, etc.
A first list of events and related attributes has been defined, according to the DATEX
standard. This list takes into account the following data objects: Accident, Road
maintenance, Road works, Snow on road, Snow/ice equipment, Traffic restrictions, Travel
time and Wind.
Coded name
of data object
Full name of data
object
Attributes Attribute description
ACC Accident
DAD Diversion advice
DIR Direction bearing
DUV Duration value
LEN Length affected
LNP Lane
NBV Number of broken down vehicles
SEV Severity
SUR Comment (text)
RMT Road maintenance, DAD Diversion advice
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road works DIR Direction bearing
DUV Duration value
LEN Length affected
LNP Lane
PHC Cause
QUE Queue length
SEV Severity
SUR Comment (text)
SNO Snow on road
DAD Diversion advice
DIR Direction bearing
DPH Depth
DUV Duration value
LEN Length affected
LNP Lane
SEV Severity
SUR Comment (text)
SNE Snow/ice
equipment
DAD Diversion advice
DIR Direction bearing
DUV Duration value
LEN Length affected
SEV Severity
SUR Comment (text)
VCL Vehicle class
RES Traffic restrictions
DAD Diversion advice
DIR Direction bearing
DUV Duration value
HEI Vehicle height
LEN Length affected
LNP Lane
MAW Maximum permitted axle weight
PHC Cause
QUE Queue length
SEQ Sequential ramp number
SEV Severity
SUR Comment (text)
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VCL Vehicle class
VLN Vehicle length
WEI Vehicle weight
WID Vehicle width
TTM Travel time
ACU Accuracy
CLA Vehicle classification
COM Computation method
DAR Detection array
DIR Direction bearing
LEN Length affected
MEP Measurement period
MLE Measurement length
MTI Measurement time
TTI Travel time increase
TTV Travel time numerical value
URG Urgency
VCL Vehicle class
WIN Wind
DUV Duration value
MTI Measurement time
MWS Maximum wind speed
SEV Severity
SUR Comment (text)
WDB Wind direction bearing
WDD Wind direction compass
WDS Average wind speed
Figure 21: Event list for the pilot test phase of common Traffic Management Plans
The operational cooperation in Traffic Management between the Traffic Control Centres in
Palmanova and Kozina was established providing real-time information about the incidents
resulting in proper user’s informing for drivers coming from Slovenia to Italy already on
Slovenian side of the border. The data exchanged using DATEX protocol was successfully
tested showing positive benefits due to unambiguous and up-to-date informing. The data
from Italian Traffic Control Center was obtained in DATEX I format and was methodically
translated into DATEX II format as in use on Slovenian side. The main objective -
harmonising the operation of Traffic Management Systems in case of major breakdowns
(accidents, queues) concerning two adjacent regions was reached.
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In order to assure common Traffic Management Plans, an Interchange Agreement was
signed between DARS and Autovie Venete. The Interchange Agreement includes list of the
events exchanged between Traffic Control Centeres in Kozina and Palmanova. The two
contractors agreed to exchange real time and forecasted road traffic information messages in
the interested areas as far as available at the Traffic Information Centres of the contractors to
improve and enhance cross border pre- and on - trip information services. Both contractors
act as supplier and client for the data exchange of real time and forecasted traffic information
messages. The technical and functional details of the information exchange were subject to
bilateral agreements and are explained more into details in Technical Annex of this
agreement.
During the interview campaign DARS and Autovie Venete had successfully tested common
Traffic Management Plans during several incident situations (accidents involving HGV
resulting in up to 20 km queue on the highway section between Portogruaro and Toll Station
Venezia est on 9/12/08) giving the research team leaded by Mr. Luca Studer and composed
of members from Politecnico di Milano and Traffic design a great opportunity to gather the
data for ex-post analysis of project PROMET impacts. An interview campaign was carried out
showing great benefits of users informing via Variable Message Signs located on both sides
of the border informing the drivers about long delays on Italian highway stretch. As shown
from the driver’s response the information was greatly appreciated since the possibility of
stopping at service area Gonars nord was given. The demonstration had shown great
potential of real-time Traffic Data Exchange and common Traffic Management Plans adopted
by both road operators. DARS and Autovie Venete will be doing their best in order to assure
the scenarios to become operational as soon as possible.
More information about the common Traffic Management Plans and the positive impacts is
available in Ex-post analysis of project PROMET impacts and in Deliverables D 2.2. and D
4.1.
Physical architecture for implementation considering existing systems and plans
Identification of the existing systems, plans and infrastructure was made, the needs were
presented and the feasibility study of the physical architecture was done.
Both road operators (DARS and Autovie Venete) are using Traffic Management Systems and
Traffic Management Plans in case of major breakdowns or other severe incident situations.
The project objectives included identification of the existing systems, plans and
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infrastructure, the needs were presented and the feasibility study of the physical architecture
was made.
To assure the road operator to find the best way to re-route the traffic the model for
searching the alternative routes was presented. When dealing with the re-routing, the model
should use road network and the conditions on the road network as an input, where the
result should be the most advantaged link between two nodes. To describe the quality the
generalized price was used as the most convenient for the transit traffic. The generalized
price consists of the length, travel time, additional costs, etc.
Figure 22: Model for searching the alternative routes
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Figure 23: The shortest route between Razdrto and Nova Gorica
Figure 24: Alternative route between Razdrto and Nova Gorica via Villesse in case of strong
wind in Vipavska valley selected by the model for searching the alternative routes
Decision points are points on the network where drivers have the choice to take the
alternative route in case of incident situations or major breakdowns. The decision points
should be equipped with Variable Message Signs and Variable Signpost Signs. At the first
stage it is advisable to equip the main junctions on the road network considered in the project
PROMET area, where the re-routing could take place (Razdrto, Palmanova and Villesse).
The exact locations were defined by road operators (DARS and Autovie Venete). The basic
criteria was to offer the drivers the alternative route with the same or nearly equal level of
service. The idea was to assure macroscopic re-routings where drivers occupy mainly
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highways and to minimize the microscopic re-routings, since local roads do not assure
enough capacity for all the diverted traffic.
Different application scenarios were defined for different scenarios including severe weather
conditions, estimation of travel time, data on traffic flows, accidents and road maintenance.
Scenario SEVERE WEATHER CONDITIONS
Description of
the situation
A strong wind, ice or snowfall affects the circulation of vehicles on both
side of the border.
Restrictions to the circulation should be imposed, especially for Heavy
Goods Vehicles.
Application
scenario
Data exchange allows sharing of the information relevant for re-routing of
vehicles. Variable Message Signs can be used in order to inform the major
part of the travellers on the cross-border section about the possible re-
routings. Predefined Traffic Management Plans previously defined and
agreed with all the involved actors, can be applied.
Figure 25: An example of an application scenario
More information about the physical architecture could be found in Deliverable D2.2.
Temporary re-routing actions in case of major breakdowns
Identification of major breakdowns causing possible re-routings was made, decision points
were selected and availability of alternative routes was presented. The application scenarios
for different incident situations were made (sever weather situations, estimation of travel
time, data on traffic flow, accidents, road maintenance and road works).
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Figure 26: Practical example of Variable Signpost Signs for re-routing actions as in use in
Slovenia
The application scenarios to be fully operational, the following details had to be defined
between road operators for every individual scenario:
• Jointly agreed corridor sections (location of incident),
• Jointly agreed kind of incidents (already defined),
• Jointly agreed thresholds to activate the Traffic Management Strategies,
• Decision points to re-route the drivers,
• Strategy ID (also used in communication forms – fax, e-mail, phone)
• When to activate,
• When to de-activate.
The crucial data to be exchanged have been chosen in order to support a coordinated Traffic
Management across the border, especially in critical situations. These include: severe
weather situations, traffic congestion in summer peak periods, and major road works due to
road construction and maintenance. Therefore, a list of events and related attributes was
defined, according to the DATEX standard. This list takes into account the following data
objects: Accident, Road maintenance, road works, Snow on road, Snow/ice equipment,
Traffic restrictions, Travel time and Wind. Exact Traffic Management Plans were defined and
agreed by both road operators DARS and Autovie Venete. New Variable Message Signs
have been installed in order to provide cruical Traffic and Travel Information.
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Figure 27: An example of re-routing advice at the decision point on the network combining
Variable Message Signs and Variable Signpost Signs as in use in Slovenia
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2.3 Area 3 – Safeguard continuity of tactical Traffic
Management
The aim of Area 3 was to provide an efficient information service for the users and reduction
of perceived discontinuity in quality of information for Traffic Management services. The goal
was to harmonise monitoring infrastructure, applications and technologies in cross-border
ITS applications. Main focus was laid on specific manners to exchange the relevant data
between the Traffic Control Centres in Kozina and Palmanova. In order to achieve this
objective a great effort was put on the interoperability and adaptability of the data exchange
link.
The information exchange about specific traffic situations on the defined corridors between
Slovenia and Italy was the basis for a common Traffic Management and a first step to an
automated data exchange. During the test phase data was exchanged for different purposes:
• Information exchange about specific traffic situations between the Traffic
Management Centres of Kozina and Palmanova,
• Immediate warning of incidents and hazards on the corridor already in the neighbour
country by displaying the information on the VMSs,
• Dissemination of specific traffic information for the corridor (e.g. Travel Time delay,
Travel Time prognosis).
To ensure the Traffic Management Plans to be operational, the project aimed at a solution of
a real-time Traffic Data Exchange, based on the DATEX approach, and is therefore open to
future interconnections with other Traffic Control, Management and Information Centres
which use the same method.
The target of the PROMET project is to make available information on critical traffic
situations, weather conditions and major road events in the two Traffic Control Centres
(Kozina and Palmanova), extending across the border and enhancing the functionalities now
existing at national level. In this way, more appropriate and time-efficient interventions can be
planned to control the flow of vehicles and suggest alternative routes when appropriate.
The road operators DARS and Autovie Venete have identified the Traffic Control Centres of
Kozina and Palmanova as basic nodes for data exchange. They also decided to focus the
on-going developments on interventions for Traffic Management during critical situations, like
severe weather conditions, traffic congestions or major road works. Starting from the present
Version 0.3 31.03.2010 Page 57 of 100
use of traffic data in Italy and Slovenia, a list of events and attributes to be exchanged was
proposed, following the DATEX standard.
Before starting the PROMET data exchange pilot project, DATEX was not used in DARS nor
there was a DATEX node in Slovenia. For the use of data transmission between the Traffic
Control Centres and the main Traffic Information Centre in Slovenia under the operation of
DARS a special application named KAŽIPOT was used. Based on manual inputs of traffic
related information pre-defined scenarios were used in order to dispatch the information
between the Traffic Control Centres and Traffic Information Centre which distributes the
information to the end user via voice channel, internet, radio station, information booths, etc.
Slovenian side went on with the implementation of DATEX II system.
The Traffic Control Centre in Palmanova was already equipped with a standard DATEX node
that was updated in terms of software procedures for exchanging traffic data to and from
Slovenia. The DATEX node is the core technology for different operations linked to the
management of the network: in particular, the Centre has responsibility for all the VMSs
placed along the routes, the management of work vehicles employed by auxiliary staff (a
GPS system allows the immediate localization of each vehicle), and the processing of
driver's requests for assistance. Two examples regarding the management of traffic
information and of VMSs are shown in the following two figures.
Figure 28: Example of traffic data from the Traffic Control Centre in Palmanova
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Figure 29: Example of VMS management from the Traffic Control Centre in Palmanova
The PROMET project supports the EU Policy for a sustainable and efficient transport system,
promoting safer travelling and better informed users across Europe.The development of a
Data Exchange system is supporting in general all the activities planned in PROMET. The
European Commission supports the application of the DATEX pre-standard and recently the
more advanced DATEX II scheme. The Italian and the Slovenian Ministries of Transport are
favouring the improvement of traffic conditions in the cross-border motorway, characterized
by heavy flows of freights and passengers, and a significant impact on the economy as well
as social activities in both regions. The National Authorities support the use of DATEX and
TMC standards. The highway operators Autovie Venete and DARS are willing to use
PROMET results in their Traffic Control Centres (Palmanova and Kozina) with the aim to
improve traffic conditions in the corridor Palmanova-Villesse-Gorizia and Nova Gorica-
Ljubjana. Besides the direct use of Traffic Data by the highway operators, the information
exchanged via DATEX could be offered to other potential users. The following categories
were considered for the PROMET study: Radio and TV stations, Local Operators of Public
Transport, Mobile Telephone Companies, organisations providing information and travel
services.
Definition of measures to minimise cross-border discontinuity in quality of
information for Traffic Management services
The main objective was to define the data to be exchanged among the Traffic Control
Centres in Kozina and Palmanova with the aim to assure adequate, up-to-date and uniform
traffic information to the end user on the whole network concerned in the PROMET project.
The present use of the traffic data already available in the motorway network of PROMET
project was reviewed and user problems and relevant services able to improve quality of
information were identified. In order to satisfy the uniformity in presenting the information,
Version 0.3 31.03.2010 Page 59 of 100
traffic operators on Slovenian and Italian side started to inform the drivers in the same
manner (e.g. informing the drivers via VMS's) on the basis of the data collected and
processed lack of change. The continuity of services was assured between different ITS
systems in terms of infrastructures and service provision. The usability of the cross-border
road network had been increased for the European drivers coming and going from Slovenia
to Italy through the use of homogeneous informing. The timely and operative cross-border
“recovery” actions by the different country authorities and motorway operators were
established. The data to be exchanged was defined in accordance with both operators
(DARS and Autovie Venete). All the data relevant to weather conditions, incidents, road
works and operator actions were considered crucial in order to coordinate the cross border
Traffic Management in critical situations. An exhaustive list of events and related attributes
has been defined, according to the DATEX standard, The list of events takes into account
several data objects: accident, road maintenance, road works, snow on road, snow
equipment, traffic restrictions and wind. During the project lifecycle this list was finalised and
a common Interchange Agreement between the operators was signed.
Figure 30: An example of cross-border traffic information provided via VMS
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Figure 31: Bilingual Variable Message Sign content used to inform the drivers on Slovenian
side about the queues on Italian highway network
Both sides of the two adjacent regions considered in PROMET project made lately huge
investments in order to equip the motorways with the latest technologies available. Both
Slovenian and Italian part of the motorway network observed in the project is equipped with
monitoring equipment (surveillance devices, detection devices, road weather stations) and
Variable Message Signs (VMS) to inform the drivers about different conditions related to their
journey. To provide seamless Traffic and Travel Information provision new variable message
signs have been installed on the higher belt of Project PROMET highway area. By now there
has been no link (only telephone and fax connection in some cases) established to connect
those two adjacent Traffic Control Centres with the intention to exchange the traffic related
information.
More details about the measures could be found in Deliverable D 3.1.
Definition of data exchange needs and requirements
The definition of data exchange needs and requirements sets the basis for the Area 3 work
planned within PROMET: the aim of these activities was to allow harmonized interventions
for Traffic Management across the border between Slovenia and Italy, based on a real-time
and secure communication link with traffic data. In particular, the user needs and
requirements for the Traffic Data Exchange system connecting the two Control Centres of
Kozina in Slovenia, and Palmanova in Italy were analysed. Application scenarios were
identified, where a Data Exchange system could help in reducing the negative impacts of
critical events on the road. Significant use cases for the project were defined, mostly related
with major breakdowns on the network and joint actions for traffic re-routing. Functional and
non-functional requirements are therefore derived, considering the different categories of
users. These results were the main foundation and framework for the applications in the
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project, dealing with traffic monitoring, Traffic Management Plans and information services to
the travellers, including the definition of an Interchange Agreement. The link between Kozina
and Palmanova Centres is also an enabling factor for future coordinated interventions across
the border.
To assure the project’s goals, proper data exchange requirements were defined due to
envisaged measures for a tactical (short-term) and long-term travel information. The
identification of technical and functional aspects of data exchange between the Traffic
Control Centres in Kozina and Palmanova was made. Also the issues of liability,
maintainability, safety and security were investigated. Application scenarios were defined
and some relevant use cases were analyzed. The data exchange system boundaries were
identified in accordance with the experience of the operators and in order to improve as
much as possible the effectiveness and continuity of Traffic Management.
The Traffic Data Exchange system is a basic link inside the chain implementing an Intelligent
Traffic System: this chain starts with a set of sensors detecting the traffic and environmental
conditions on the road and eventually delivers services to the customers and more generally
to the society. The context of the Traffic Data Exchange is shown in the following scheme.
BENEFITS FOR SOCIETY
Accident Prevention
Network efficiency
Improved Economy
Reduced environmental
impact
Improved level of
Info & Services
CUSTOMER BENEFITS
ExternalServices
DriverInformation
Travel Safety
Travel Comfort
OPERATOR FUNCTIONS
Interface to sensors
Interface to other TCCs
Data processing Data management
Communication. to users
ExternalCommunication
ROADSENSORS
Traffic Monitoring
Weather / adverse conditions
Pollution levels
DATEX
BENEFITS FOR SOCIETY
Accident PreventionAccident
Prevention
Network efficiencyNetwork efficiency
Improved EconomyImproved Economy
Reduced environmental
impact
Reduced environmental
impact
Improved level of
Info & Services
Improved level of
Info & Services
CUSTOMER BENEFITS
ExternalServicesExternalServices
DriverInformation
DriverInformation
Travel SafetyTravel Safety
Travel ComfortTravel
Comfort
OPERATOR FUNCTIONS
Interface to sensorsInterface
to sensors
Interface to other TCCs
Interface to other TCCs
Data processing Data managementData processing
Data management
Communication. to users
Communication. to users
ExternalCommunication
ExternalCommunication
ROADSENSORS
Traffic Monitoring
Traffic Monitoring
Weather / adverse conditions
Weather / adverse conditions
Pollution levels
Pollution levels
DATEX
Figure 32: Context diagram for the DATEX system
The two nodes planned in PROMET, implementing a DATEX-Net system, will exchange
information in two directions, and can therefore have either the role of a supplier (delivering
the information) or of a client (receiving the information).
Version 0.3 31.03.2010 Page 62 of 100
AV Palmanova TCC
DARS Kozina TCC
Database (client)
Database (supplier)
4
Application(client / supplier)
Application(client / supplier)
Operator Operator
4
1
2
3
1
2
3
1. Application interface2. Operator interface3. Communication interface4. Database interface
AV Palmanova TCC
DARS Kozina TCC
Database (client)
Database (supplier)
4
Application(client / supplier)
Application(client / supplier)
Operator Operator
4
1
2
3
1
2
3AV Palmanova TCC
DARS Kozina TCC
Database (client)
Database (supplier)
4
Application(client / supplier)
Application(client / supplier)
Operator Operator
4
1
2
3
1
2
3
1. Application interface2. Operator interface3. Communication interface4. Database interface
Figure 33: Schematic overview of the system architecture for the PROMET data exchange
During the project, the most important users of a DATEX node were identified:
• Traffic Control Centres of the road operators,
• Communication to the other Traffic Control Centres and Traffic Information
Centres in the network,
• Output to the road users,
• External communication applications.
The project aimed at a solution of real-time communication of Traffic Data, based on the
DATEX approach, and is therefore open to future interconnections with other Traffic Control
Centres/Traffic Information Centres which use the same method.
The data exchange system is implemented in the existing Traffic Control Centres of Kozina
operated by DARS, and in Palmanova managed by Autovie Venete. Procedures already in
use by the operators, and especially the Human-Machine Interfaces were be taken into
account.
The aim of the pilot phase was to develope, test and validate a data exchange system
between the Traffic Control Centres of Kozina and Palmanova. This allows harmonized
interventions for Traffic Management across the border, and supports PROMET applications
using a real-time and secure communication with various traffic data. The project applied the
DATEX European scheme, in line with the policies of the partners and the objectives of the
Trans European Network.
More details about the data exchange needs and requirements could be found in Deliverable
D 3.2.
Definition of information systems requirements
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A secure connection between the two adjacent Traffic Control Centres in Kozina and
Palmanova was established in order to assure continuous data exchange. Architecture for
the specific international traffic data exchange was defined. The solutions for data storage
and data management and an interface to the existing client systems were defined.
Compliancy with the standard solutions supported by the National Authorities was a major
goal.
For the data storage, Oracle Database Express Edition was chosen. The system is modular,
composed of different modules, integrated together. Technologically the following solutions
were used:
• FTP (client and server) for the data transfer and admission,
• database server for data storage,
• file system for XML DATEX II file storage,
• Windows IIS aplication server,
• .Net 3 framework and MS Visual Studio 2008 development platform.
Deployment of practical data exchange link
Both traffic operators (DARS on Slovenian side, Autovie Venete on Italian side) agreed on
the scenarios for a cross border Traffic Management in two adjacent regions and the
Interchange Agreement was signed. The objective was to implement and validate a pilot data
exchange system for practical applications between Traffic Control Centres in Kozina and
Palmanova. DATEX was considered the most suitable approach for a practical application in
the Promet project, being the most consolidated standard, with several nodes in Europe.
DATEX II went a huge step forward in technology, openness, accuracy and reliability.
Unfortunately the drawback of this strategy is that DATEX II is not fully compatible with
DATEX. This means that the DATEX node is not able to just built up a connection with the
DATEX II node. Special effort was put into developing the translation module between
DATEX I and DATEX II. This effort can be justified only by the end-user benefits. Beside this
the DATEX node will at no point of time be fully compatible with all the functions of the
DATEX II node. A migration from DATEX to DATEX II should be strongly considered in
further implementations.
The following step was to make a real application of data exchange with the aim to verify the
technical performance and functionality of the data exchange. This system is able to
exchange different data to support the management of critical traffic situations (incident
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situations, travel times…). On the Slovenian site a DATEX II system was implemented able
to accept data from Italy as XML files by FTP including traffic events. These XML files are
non standard format, but they are made up of standard DATEX data. The translator module
was used to convert the XML files into DATEX II data model. In the other direction the
Slovenian system provided data to Italy using EDIFACT messages formatted according to
the TRAVIN (Traffic or travel situation information message) protocol. The above mentioned
translator was also able to convert data into EDIFACT messages which were sent by FTP to
the Italian system.
Figure 34: Data exchange between Slovenia and Italy
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Figure 35: Schematic overview of system architecture from the generation point to transfer
point for the direction from Slovenia to Italy
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2.4 Area 4 – Accord levels of quality of travel
information services
With the aim of providing uniform traffic information service for users of the motorway
network concerned in PROMET project and minimising the perceived discontinuity in quality
of information for Traffic Management services the accord levels of quality of travel
information services had been agreed. Main focus was laid on specific manners to
synchronise the travel information services between the Traffic Control Centres in Kozina
and Palmanova under the operation of DARS and Autovie Venete.
The objective of the before mentioned task was to assure continuity of travel information
services when travelling across the border of the two adjacent regions concerned in
PROMET project. The perceived discontinuity between the different travel information
services was minimised to assure proper response from the users in case of major events
(e.g. re-routing). The objective was also to assure a high level of quality of travel related
information services using different technologies on both sides of the two adjacent regions
and to assure, although using different approaches, uniformed travel information service. The
aim was to guarantee the continuity of the road network in terms of infrastructure and service
provision to the drivers travelling from Slovenia to Italy and vice versa.
Special effort was put into presenting new pilot TMC service in Slovenia to widen the already
existing travel information services with the aim to improve traffic safety and comfort.
Assessing current and achievable quality levels of traffic monitoring on Slovenian and
Italian motorways
The objective of the project was to assess quality levels of traffic monitoring on both sides of
the adjacent motorway networks as in use at that time. The main task of the project was to
asses and evaluate current traffic monitoring methodology on both sides of the network and
compare them in order to improve particular Traffic Management System of DARS and
Autovie Venete. The later work has also estimated achievable levels of traffic monitoring in
case of a system upgrade (e.g. TMC in Slovenia, travel time determination with the use of
existing toll collection systems) or improvement on the network concerned in PROMET
project.
Version 0.3 31.03.2010 Page 67 of 100
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Figure 36: Data flow scheme
Figure 37: Different applications as in use by highway operators DARS and Autovie Venete
More into details the components of Traffic Management Systems as in use on both sides of
the national borders were described highlighting all the technology meant for traffic data
acquisition, data processing and in the last phase also users informing via different kinds of
Variable Message Signs. The use of tolling system as a traffic data provider was described
especially for Travel Times determination.
Version 0.3 31.03.2010 Page 68 of 100
Figure 38: Traffic data acquisition with microwave detectors and video detection cameras
As different systems and Traffic Management scenarios were in use in adjacent countries,
the overview also served as a basis for the further agreements on common Traffic
Management procedures to be used. The abundance of available data demands even more
coordinated and agreed scenarios since without them the Traffic Management could also
very easily become contradictory resulting in different provision of Traffic and Travel related
information to the end user. Before the connection between Traffic Control Centres in Kozina
and Palmanova was established using DATEX I and DATEX II exchange format protocol, the
operators very rarely did exchange information about incident situations by using fax forms
although especially during the peak periods common Traffic Management scenarios should
be used. After the implementation of the DATEX exchange protocol common Traffic
Management plans were achieved since the two road operators had agreed on the list of
events to be exchanged.
Figure 39: Traffic Control Centre managing the Variable Message Signs
Since the Variable Message Signs as in use on Slovenian and Italian side slightly differ, both
road operators DARS and Autovie Venete had exchanged information contents to be used
when informing drivers about the incident situation related to wider cross-border area.
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Figure 40: An example of Variable Message Sign form as in use in Slovenia and Italy
More details about quality levels of traffic monitoring could be found in Deliverable D 4.2.
Definition of an official standard TMC database and event list for Slovenian side of
PROMET project
For the introduction of the pilot RDS-TMC service in Slovenia, Location Database for
Slovenian part of project PROMET area was developed. The approach was made in
accordance with the ALERT-C protocol and the Location Referencing Rules. RDS-TMC
messages based on the ALERT-C protocol convey information that is related to objects in
the real world. These objects are called locations and are identified by a Location reference
or Location code. In ALERT-C protocol this is a number that is given to a particular location.
Version 0.3 31.03.2010 Page 70 of 100
Figure 41: Location database structure
In the second phase both road operators from the two adjacent regions (DARS and Autovie
Venete) agreed on the list of the events to be exchanged between the Traffic Control Centres
in Kozina and Palmanova with the aim to assure the continuity of the information received by
the end user. The crucial data that is exchanged is the one that is helpful in coordinating the
cross border traffic management in critical situations (severe weather situations, traffic
congestion in summer peak periods, major road works due to road construction and
maintenance...). Then the Event List was made. The approach was made in accordance with
the European Prestandard (SIST ENV 13106:2003) “Road transport and traffic telematics –
DATEX traffic and travel data dictionary (version 3.1a)”. This standard defines terms used for
data and information in the fields of traffic and travel. The standard is applicable particularly
to data and information exchange.
Figure 42: Events
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DARS as the national highway operator was already informing the drivers with the TTI on the
network. With the aim to improve already existing ways of informing the users on the network
the pilot RDS-TMC has been deployed on the area covered by project PROMET. In order to
assure proper RDS-TMC service, DARS had defined Location Table and Event List following
the EC Normative References. The extraction of Events from the DATEX Event List was
defined and agreed between both road operators DARS and Autovie Venete following the
idea to exchange all the relevant information that will be helpful in coordinating the cross
border Traffic Management in critical situations (severe weather situations, traffic congestion
in summer peak periods, major road works due to road construction and maintenance...).
Figure 43: Location referencing for incident situations according to ALERT-C protocol and
the Location Referencing Rules
More details about the Location Table and Event List could be found in Deliverable D 4.1.
Definition of service architecture for Slovenian TMC service
Traffic Message Channel (TMC) is a technology for delivering traffic and travel information to
drivers and has been in use in many European countries so far. As Slovenia is on the way to
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establish an operational RDS-TMC service, the objective of the report was to describe the
service architecture of the TMC service in Slovenia. The plan of presenting the RDS-TMC in
Slovenia was to widen the already existing scheme of traffic information service and integrate
it with the already existing infrastructure. The main goal of the RDS-TMC system was not
only to transmit the information but also to assure a complete traffic information
infrastructure. The architecture of TMC service in Slovenia focused on technical and
organisational point of view. The aim was also to define all the subjects involved in the traffic
information exchange.
The objectives of the project were:
• Analysis of the main achievements to date on the field of RDS-TMC in Slovenia,
• Plan of the establishment of RDS-TMC system in Slovenia,
• Determination of Event and Location Tables,
• Definition of all the subjects involved in the traffic information procedure, their duties
and responsibilities and the connection between them.
With the intension to establish the RDS-TMC system in Slovenia the action plan was made
including all the successive steps to be taken in order to assure a full operational service.
The following roles were defined in order to assure the RDS-TMC in Slovenia:
• Data service provider,
• Programme service provider,
• Broadcaster,
• Network operator.
• Transmission operator.
More into details the following objective were described:
• System stakeholder’s expectations,
• Requirements for RDS-TMC establishment in Slovenia,
• Requirements for implementing the RDS-TMC service chain (development tasks,
traffic data collection and processing, encoding of the data, broadcasting of the data),
• Organisational factors and business case,
• Receivers and service uptake.
More details about the RDS – TMC architecture could be found in Deliverable D 4.3.
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Pilot TMC service in Slovenia
The objective of the project was to establish a pilot TMC service in Slovenia with
characteristics defined in the previous chapters. The pilot TMC service includes the following
phases of the TMC service:
• Collection of the data,
• Processing of the data,
• Distribution of the data to the service provider,
• Distribution of the data to the end user.
The pilot TMC service established in Slovenia enables the following:
• Traffic data acquisition (detectors, sensors, manual input),
• Encoding of the data suitable for transmission,
• Transmitting the data via radio transmitter,
• Receiving the data by traffic participants.
In the framework of the pilot RDS-TMC application the RDS-TMC modul was developed and
integrated into the central data concentrator. The pilot application is able to provide the data
suitable for transmission over radio. The pilot RDS-TMC was assured by using the
commercial Gewi Software and with the help of National Slovenian Radio (RTV SLO) as a
data transmitter. The messages are coded according to UECP – RDS Universal Encoder
Communication Protocol. For this purpose the translator was made capable of convereting
the XML DATEX II messages into the RDS-TMC messages. The messages are composed of
system and contents messages (type 3A and 8A).
The result of the development and testing is a message transmitted via RTV SLO radio
transmitter and received by the final user with the help of the GEWI commercial software
capable of presenting an event on the graphical interface similar to that applied in the
navigation devices.
The whole service chain was tested from the data acquisition to preparation (encoding) of the
data suitable for transmitting, the transmitting of the message via radio transmitter on air, and
in the last phase the receipt of the message by the user of the Traffic and Travel related
information.
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Figure 44: Entry form for the incident
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Figure 45: Data about the accident transmitted via RTV SLO to the end user using Gewi
Software
Most of information connected to TMC in Slovenia is gathered at the Ministry of Transport,
which is going to establish a common monitoring system with the National Radio Television
Station.
Evaluation of other forms of language dependant traffic info services
The objective of the project was the evaluation of traffic information services on the network
concerned in the PROMET project already in use and those planned for the future.
Traffic information services in other languages were evaluated with special attention on
language particularity. As there are no traffic related services other than English, special
effort was given in research of the possibility of informing the users in other languages (e.g.
Italian).
Slovenia is using both Slovene and English language on all variable Message Signs, Italian
side is currently using only Italian. For example; the obligation of usage of vignettes in
Slovenia has been displayed on Slovenian portals also in Italian language. Harmonization of
VMS signs across the Europe is very important topic in the European Union – there is a
working group Mare Nostrum dedicated to this question, where both parties (Slovenian and
Italian) are actively involved. Autovie Venete uses both languages (Italian and English)
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mainly for scheduled and predictable events (road closed, deviations etc.) according to the
guidelines and manuals produced within the “Mare Nostrum” initiative. The manuals were
prepared by Autovie and proposed at National level at AISCAT (Associazione Italiana
Società Concessionarie Autostrade e Trafori) and were based on the outcomes and lessons
learned within Project PROMET.
Drivers consult traffic info services to reduce trip uncertainty. They want to lessen the impact
of traffic congestion delay and aggravation, and increase their control over time. Traffic
customers usually consult the information providers for the following reasons:
• To assess traffic congestion on their routes,
• To judge the effects of incidents on their trips,
• To decide among alternative routes,
• To estimate their trip duration.
- Camera Views
Video camera views provide drivers with the opportunity to exercise their own judgment of
the road’s conditions. For every service that provides video camera views a time stamp, a
clear description of the camera’s location, and its direction should be listed.
- Information on incidents
Drivers want detailed and up-to-date information on incidents. They use this information in
combination with their own experience of the road network to estimate the intensity and
duration of incident-related traffic congestion. They want to know exactly where the incident
occurred, at what time, and the type of incident. They also want to know the impact of the
incident on traffic speeds, both on the road where the incident occurred and on adjacent area
roads.
- Direct measures of speed for each highway segment, and Travel Time between user-
selected origins and destinations
When selecting among alternative routes, most drivers want to know which route will get
them to their destination most quickly. This preference suggests that the service provide
either Travel Time between two points or direct measures of speed for each highway
segment. Graphically represented traffic speed and volume are also very important service
features to viewers.
- Dynamic route guidance
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Are drivers more interested in receiving dynamic route guidance, or do they prefer advisories
of traffic delays that allow them to exercise judgment in selecting an alternate route? There
are several answers to this question (Schofer, Koppelman, and Charlton 1997). First, in
general, women are somewhat more likely to accept dynamic route guidance, while men
prefer delay advisories. It appears that most drivers believe they can select better alternate
routes for their local areas than any service could provide. Others prefer to set a delay
threshold and receive dynamic route guidance for any traffic event that exceeds their
threshold, particularly true for drivers in unfamiliar areas. Finally, drivers become more
accepting of dynamic route guidance if, through use, they find that it gives good advice.
- Coverage
Drivers want traffic info service coverage of all major highways and arterials in their region.
- Timing of information updates
Generally, all traffic info service customers want to know when the service was last updated,
and will use the interval to estimate current traffic conditions.
- Mobile traffic info services
Drivers want reliable, accurate, relevant traffic information while driving. For many trips, pre-
trip traffic information is outdated by the time the driver reaches a potential route diversion
decision. This situation is where the greatest demand for traffic info services currently exists,
more so than pre-trip. Drivers recognize the safety challenge of delivering information to
them, and most drivers probably express safety concerns about mobile phone use when
driving. Nevertheless, drivers want to be able to be informed when approaching congestion
or a route choice and quickly know which route would be least congested.
- Local weather conditions
Weather affects traffic conditions. Especially on the area covered by project PROMET, where
microclimates create different weather conditions in very close areas, drivers want to know
what to expect. All drivers want appropriate, relevant weather conditions included with their
traffic information. Bad weather is another form of incident, and drivers want to know when
the weather affects road conditions, but do not value the information if there is nothing
significant to report.
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Figure 46: Real Time Traffic Information
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Traffic and Travel information system
Deployment level Limiting factors Comments
Real-time traffic information on the internet
Widespread deployment
While deployment is widespread, the customer satisfaction with the services seems related to local traffic conditions and website information quality
The characteristics of the websites vary, depending on the availability and the quality of the user interface and underlying traffic data
Variable Message Signs
Widespread deployment
Positive driver response is a function of sign placement, content and accuracy
Drivers really appreciate accurate en-route information
In-vehicle navigation systems (no traffic information)
Limited deployment Purchase cost, no real-time traffic information
As prices fall, more drivers will purchase the systems
In-vehicle dynamic route guidance (navigation with real-time traffic information)
Limited deployment Irregular coverage and data quality
As the service becomes more reliable more drivers will purchase the systems
Fee-based traffic information services
Unknown deployment
Service providers make this service available through their websites
Requires larger numbers of subscribers
Figure 47: Traffic information overview
What the future may hold:
The Internet has had the effect of increasing consumers’ expectations of information
availability, quality, and responsiveness. This effect is readily seen among traffic info service
website customers, who are encouraged by sites that continually improve functionality and
features, and are likely to stop consulting websites that do not. Each month, additional
households invest in Internet connections. As a consequence, it is likely that all types of
services will establish websites to communicate with customers. To attract and retain internet
customers, traffic information sites must improve in line with the medium as a whole and with
customers’ expectations. Several new venues for traffic information services are emerging on
the market: mobile hand-held computers and in-vehicle information systems. It will enable
mobile, direct two-way wireless access to the Internet, which will simplify the current wireless
information delivery path to customers and enable faster personalized Internet access. The
market penetration of these devices is expected to be even more significant in the very next
future.
More details about other traffic info services could be found in Deliverable D 4.4.
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2.5 Area 5 – Assessment and evaluation of the results
With the general goal to provide a valid support to decision makers for planning and
implementing different ITS systems in similar scenarios, all the PROMET project results and
impacts were evaluated by applying the standard methods under definition at European
level, including a basic set of key indicators. This study aimed to investigate in particular the
impacts on safety, efficiency, and user acceptance. The evaluation included an ex-ante
analysis, in order to compare the achievements with expected performances, while also
creating a significant database, which was then suitable for the subsequent ex-post
evaluation. The approach was following the evaluation methodology defined within Euro-
regional projects and the established approaches developed by the Evaluation Expert Group
in the TEMPO Programme. The idea of having a common evaluation method makes it easier
to compare the results achieved by similar ITS projects implemented on different areas, thus
increasing the importance of the single projects.
An evaluation is required for the ITS projects in order:
• to account for the funds allocated by the European community;
• to prove the benefits of single applications;
• to prove the benefits of the whole of the applications;
• to prove the benefits of the higher information exchange among countries.
Examination of the impact of other European application
The main objective was to collect similar experiences around Europe in order to quantify and
to estimate the expected impacts of the applications planned within project PROMET. This
activity was preparatory to define the objectives of each single implementation in the
PROMET Area.
Through the collection of evaluation results of similar experiences around Europe based on
public documentation and literature, on the Evaluation Expert Group and IBEC (International
Benefit Evaluation and Cost Working Group) databases, the State of Art of evaluation results
of implementations similar to the ones planned in PROMET was produced. This study
defined the result targets and the achievable objectives of the PROMET Project.
The report of the impacts of other European applications was made with the intention to
collect and illustrate case studies and best practices of ITS systems already implemented in
Europe. The aim was to describe those telematics applications that have already been
undertaken and made it possible to study the results and impacts on mobility. From this
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analysis it was possible to draw experience for planned evaluations within the PROMET
Project in terms of lessons learned and estimation of the effects on mobility.
More detailed information about other European ITS applications could be found in the
second part of the ex-ante analysis in the Deliverable D 5.1.
Ex-ante analysis of the impacts of PROMET activities
The ex-ante evaluation activities of ITS implementations have started with the request and
the collection by Autovie Venete, DARS and Autostrade per l’Italia of Project details such as:
• Main objectives of the implementation,
• Already available traffic data (in order to understand what kind of analysis could be
produced and which data collection campaign should be planned),
• Expected results,
• Implementation scheduling.
The work started with the definition of the topics and indicators to evaluate.
The following topics were taken into account:
• Travel time,
• Road safety,
• Traffic flows,
• Analysis of the events that have produced main breakdowns of the mobility,
• User acceptance (interviews).
The objective of the ex-ante evaluation was to analyze the traffic flow and its basic
parameters and major breakdowns causing disruption of the mobility for the period from
1/4/2007 – 1/4/2008. In details: Analysis of origin/destination matrices deriving from toll
collection system, Analysis of traffic flow in terms of traffic volume distributed between
personal cars and heavy vehicles (traffic volumes trends and statistics), Analysis of major
breakdowns of mobility (accidents and incidents), Analysis of the impact of the closure of
customs due to Schengen agreement on 21/12/2007 in terms of traffic volumes statistics.
In order to be able to carry out an evaluation of the situation existing on the road network
involved in the project, the following analysis were taken into consideration: analysis of
origin/destination matrices; analysis of the traffic flow in terms of volume of traffic distributed
between light and heavy vehicles; analysis of the main causes of disruption to traffic. The
objective of this assessment was to analyze the traffic flow by means of different indicators
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and the causes that led to traffic disruption. For the latter analysis we have therefore taken all
the signals contained in the events database into consideration. Among all the records
considered, those characterized as follows were developed and analyzed in particular:
particular atmospheric conditions (fog, hail, rain, snow); problems associated with traffic
(traffic jams, traffic blocked, intense or slow, accidents); particular road conditions (slippery
surface, work in progress, objects on the road).
Figure 48: Expected impacts, methods of assessment and sources of data
Figure 49: Assessment summary table
More detailed information about the ex-ante analysis could be found in the Deliverable D 5.1.
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Ex-post analysis of the impacts of PROMET activities
The aim of the ex-post analysis was to evaluate the effectiveness of Travel and Traffic
Information services implemented in project PROMET based on cross-border traffic
information given in Italy and Slovenia via VMS and other devices in presence of relevant
events (serious congestion and accidents). The evaluation of traffic information services and
the related user acceptance is an indirect indicator of other activities and goals implemented
in project PROMET:
• The improvement of methods and technologies for exchanging cross-border data on
traffic conditions,
• The development of cross-border traffic management plans after relevant events
occur on the network of one of the countries,
• The possibility to provide users with information on the critical states affecting the
motorway network of the neighboring country.
The most reliable tool to investigate these impacts is an interview campaign on users/drivers
comprehension, expectation and behavior.
In particular the ex-post analysis describes the results of an interview campaign conducted
on the 9th of December 2008. This day was at the end of a holiday period where it was
expected the presence of heavy congestion on the Autovie Venete Motorway network due to
the summing of holiday light vehicles traffic and heavy vehicles traffic that move again after a
long mandatory stop (3 days). In fact on this day other relevant events occurred and
produced heavy congestion.
The Traffic Control Centers of Palmanova and Kozina exchanged information and agreed on
the information to be reported on Variable Message Signs both in Slovenia and Italy. The
interviewed drivers did have read both the Slovenian and the Italian communication.
The special focus was to investigate the level of understanding of international drivers on
Travel and Traffic Information that were reported on Variable Message Signs simultaneously,
but in different languages, in Slovenia and Italy. It was possible to analyze the level
of comprehension and of acceptance and if the drivers did change their behavior following
the received information. It was also measured the numbers of drivers that have
chosen to modify the itinerary between the upper and lower belt. Further it was
investigated the expectation of international drivers towards VMS and Traffic Information in
general.
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An important factor that should be highlighted is that only international traffic (and
specially the East-West traffic, see Corridor 5) was investigated. Furthermore some
preliminary results were reported in the meaning of ITS implementation, Data
Exchange and Traffic Management measures recently put into operation thanks to the
PROMET Project, in the following areas:
• Road safety ,
• Traffic Management and major breakdowns (incident, Bora wind, etc.).
The impact of Traveler Information Services and Data Exchange activities on road safety and
congestion are intrinsically difficult to evaluate and the expected results will be assessable
after the end of the Project.
Reliable information of these expected results has been recently estimated within the
“Easyway Annual Report 2007-2008” (see Chapter 7.2 as reported)1.
EUROPE-WIDE TRAVELER INFORMATION SERVICES
The objective of traveler information services is to provide the European traveller with
relevant information on road transport as well as its mode alternatives in a harmonized
manner which is easy to understand. The overriding achievements relate to:
a) improved safety by making the traveler more prepared to encounter hazards on
the route ahead and by enabling the traveler to avoid the hazards by changing
travel timing, mode or route;
b) reduced congestion by enabling the traveler to make decisions (trip making,
timing, mode and route choice) to avoid the existing or predicted congestion; and
c) reduced greenhouse gas emissions by reducing congestion as well as by guiding
by information the travelers to use the modes with least emissions during the
journey.
There are five main types of traveler information services which have been evaluated:
• On-board traveler information and warning services,
• Road-side traveler information and warning services,
• Pre-trip information,
• Predictive travel times information,
• Co-modal information.
1 The following text is extracted from “Easyway Annual Report 2007-2008”.
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The impacts of traveler information services deployed or improved was compiled from the
following sources: Synthesis of TEMPO Evaluation Results by EEG, Evaluation reports
produced within EasyWay, the eSafety effects database as well as U.S. DOT Benefits and
costs database. Note that especially roadside information and warning services are often
evaluated together with traffic management and control functions and services. As traffic
management and control functions are usually more effective than sole information functions
and as the information elements are an essential part of the traffic management services,
only roadside information services without evident traffic management functions have been
included in the evaluations summarized in this report.
Approximately 140 projects within EasyWay relate to Traveler Information and Warning
Services and Services for Pre-trip Planning. Current indications are that approximately 15%
of these are being formally appraised / evaluated and reported upon.
IMPACTS ON THE MAIN EASYWAY OBJECTIVES
The impacts on the main EasyWay objectives are summarized in the following table. The
effect intervals are derived from the evaluation results available. In many cases evaluations
of information services do not show quantitative impacts, and hence it is not possible to give
any effect interval. In some cases though, a best “educated guess” has been made, based
on earlier experiences and studies. These are all marked with *.
REDUCTION in Service/effect Congestion Fatalities CO2
On-board information 1 – 6 %* 2 – 4 % 0.5 – 3 %* Road-side information 1 – 6 %* 2 – 5 % 0.5 – 3 %* Pre-trip information 0 – 2 %* ca 0 %* 0 – 1 %* Travel times prediction 0 – 2 %* ca 0 %* 0 – 1 %* Co-modal information 0 – 3 %* 0 – 1 % 0 – 3 %*
IMPACTS ON SAFETY
The safety effects are highest for on-board and road-side real-time information. There is a
wide range of effectiveness estimates based on different studies. This is natural as the
effects depend on what the information deals with (weather, incidents, congestion, etc.) and
the quality level of the service. A good quality on-board weather information and warning
service has been estimated to reduce the risk of injury accidents in adverse conditions by
11% (Aittoniemi 2007), and fatalities about twice as much. As ca 15% of fatalities in the EU
occur in adverse conditions, this transforms into a fatality reduction of ca 3% over the whole
year. Road-side information via VMS is often more effective than this at critical spots, where
the problems are frequent. Pre-trip information and predicted travel time information reduce
on one hand crash risks by making drivers aware of the problems but increase the risks on
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the other hand by transferring traffic onto roads with higher average accident rates. Co-
modal information is beneficial to safety by encouraging modal shift to public transport,
where the fatality risks are considerably lower than for the private car, but unfortunately the
information services have not been extremely efficient. It is promising, however, that the
recent EasyWay results from Denmark indicate higher effectiveness than the earlier studies,
which may result from the growing climate change concerns.
The safety impacts will also result in changes in congestion and CO2 as accidents account
for 15% of all congestion in the EU, on average. Hence, if the on-board information services
will reduce fatalities and road accidents by 4%, this will mean an average reduction of 0.6%
(4% x 15%) of congestion due to the safety effects alone.
IMPACTS ON CONGESTION
The congestion impacts are highest for on-board and road-side real-time information and
warning. Route changing based on incident warning has substantial effects on individual as
well as on overall travel time. Information on incidents provided by VMS and radio reduced
travel times by 3 - 9 % at incidents (TFK and Transek 2000). Reduction in overall delays by
20 % by providing alternative route information and travel times on VMS during severe
incidents on Forth Road Bridge, Scotland (FASAN Vägverket 2006).
The services for pre-trip travel planning (pre-trip, travel times prediction and co-modal
information) have the potential to improve transport network efficiency by reducing traffic
jams and congestion due to changed timing, route and mode choice of trips, but in general
the penetration of the services and the number of users changing their behavior are relatively
low.
IMPACTS ON THE ENVIRONMENT
No studies give empirical results on CO2 effects of traveler information services. Hence,
these effects need to be estimated on the basis of the effects on congestion as we know that
CO2 effects are approximately proportional to changes in fuel consumption and that
congestion increases fuel consumption.
Navigation systems and on-board real-time information can provide substantial benefits for
fuel economy and environmental impacts. These include: Savings of driving time and fuel
consumption, avoiding traffic jams through real-time traffic information, reduction of mileage
driven in unfamiliar areas by 16% (TNO study) and savings of up to 30% mileage searching
for a parking place (Report from eSafety Forum on Clean and Efficient Mobility).
Co-modal information is beneficial by encouraging modal shift to public transport. The energy
consumption by private cars is between 6 and 30 times the energy used by public transport
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per passenger-km. This ratio is even bigger with respect to emissions. If by facilitating
multimodality 10% of the passenger-km were shifted from private cars to public transport,
this would lead to a reduction of at least 10% in energy consumption and very much more in
the emission of pollutants. By reducing traffic demand, the energy efficiency for other
vehicles on the road is improved at the same time.
OTHER BENEFITS AND ECONOMIC PROFITABILITY
The following table summarizing other benefits, not directly related to the core EasyWay
objectives, but are of importance when assessing the overall benefits delivered by the
project.
Service/effect Other benefits Benefit/ cost*
On-board information Value of being informed, improved feeling of safety, value-added service business
0.5 ... 6 most likely 1.6
Road-side information Value of being informed, improved feeling of safety
0.5 ... 3
Pre-trip information Value of being informed, value-added service business, economic gains due to improved predictability of transport
1.2 ... 3.5
Travel times prediction Value of being informed, value-added service business, economic gains due to improved predictability of transport
2 ... 5*
Co-modal information Value of being informed, improved travel utility in general, improved network utility
1.5 ... 70
* Values based on results from EasyWay VIKING area
The main benefit of information services is the value of being informed. Many studies in
TEMPO and later in EasyWay have shown that travelers place high value in just being
informed. The EasyWay study on road weather information in 2008 showed that the
information is especially valued by less experienced drivers and by those on longer journeys
to unfamiliar destinations.
Despite the quite moderate effectiveness of the traveler information services, the reasonably
low costs of traveler information services result in quite satisfactory benefit to cost ratios;
very high benefit to cost ratios have been estimated for co-modal information services
delivered via the internet.
CONCLUDING REMARKS
It is well known that it is extremely difficult to measure the impacts of traveler information
services except for roadside information services due to the wide range of use contexts and
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scenarios of traveler information and the inherent difficulty to control for the impacts of other
factors. On the other hand, these services are quite affordable to deploy and the
stakeholders do not really see the value for money for estimating the impacts in high
accuracy. Hence, only a few studies have produced quantitative estimates of the impacts of
the services.
More detailed information about the ex-post analysis could be found in the Deliverable D 5.2.
Transferability of the results to other EU cross-border links (PROMET guidelines)
One of the main objectives of project PROMET was to transfer the results, gained during the
project phase, to other similar cross-border sections around EU which intend to apply similar
cross-border management activities. The results will be helpful either for those who are
willing to apply similar methods or those who have similar problems, to make use of analysis
to actually evaluate the progress made in achieving results and to correct the technologies
applied.
During the project phase we had collected all the experiences mentioned in previous
chapters which are presented in the guidelines as a result of the project work.
The guidelines did focus on the benefits and lessons learned through the deployment of the
project PROMET measures. Examples include improved cooperation in traffic monitoring,
operational cooperation in Traffic Management, continuity of Traffic Management across the
national borders and quality travel information services.
In order to apply the measures gained by project PROMET most effectively, PROMET
guidelines require benefits and detailed information about the ITS implementations. To be
most effective, these inputs are supplemented with information that describes the context
from which the data was derived. As technology involves the choices available change.
Often, several technologies are combined in a single integrated system, providing a higher
level of benefits than any single technology.
An important conclusion of the project PROMET guidelines is that the quality of technology is
not a major barrier to the deployment of ITS. Off-the-shelf technology exists, in most cases,
to support ITS functionality. As observed during the project the quality of collected
information may be a technical issue in some applications. That is not to say that issues do
not remain on the technology side. As observed during the project the Traffic Management
measures may be in some cases too complex to be operated by current Traffic Control staff
(operators).
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More detailed information about the transferability of the results could be found in the
Deliverable D 5.3.
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2.6 Area 6 – Project PROMET management
International project management
The role of the international project management under the leadership of Traffic design
during the project was:
• To support all project partners and to build the framework for implementation of
interoperable and continuous ITS applications in the PROMET area,
• To favour the effective and balanced co-operation between operators and actors in the
PROMET region,
• To increase awareness of strategic and operational relevance of PROMET towards
public authorities, road operators and other high level decision makers,
• To organise and co-ordinate the technical work inside the different Areas,
• To stimulate the European dimensions of the technical approaches taken in each activity,
• To favour cross-fertilisation of PROMET results inside the areas,
• To stimulate consensus especially on organisational issues for interchange agreements,
• To support the introduction of cross-border Traveller Information Services across the
PROMET area.
International project management was split in two main sub-headings, the international
project management itself and the management of each project Area:
The main tasks done by Traffic design under the international project management:
• Acting as the first point of contact for the Commission for day-to-day matters,
• Day-by-day management of information flow on technical and administrative matters
inside the project and with the Commission,
• Attending meetings with the Commission for fine tuning of work programme and reports,
• Monitoring of project costs and financial matters, in co-operation with the European
Commission Administrative Office,
• Agreeing the work programmes and work plans with the co-ordinators of euro-regional
and national sub-projects,
• Creating and maintaining the Project Work plan,
• Preparing and maintaining the Project Quality Plan,
• Operating and monitoring the project quality control and the consensus and management
procedures,
• Editing the annual work plans,
• Organising corrective actions on the Work plan,
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• Editing Status, Progress and Final reports,
• Elaboration of templates for all requested reports, the cost statement and the annual
Work plans,
• Supporting all partners to keep deadlines of the Commission,
• Organising Workshops and Conferences in co-operation with the Area leaders,
• Co-ordinating of Dissemination and Exploitation activities,
• Stimulation of cross-fertilisation activities between PROMET and the other euro-regional
projects in co-operation with the Area leaders.
The main tasks done by Area leaders are listed below and described in the following:
• Management and Co-ordination
o Maintaining continuous contacts to the Area leaders and partners involved in
particular Area,
o Detailing and maintenance of the Work plan, the activities and milestones
including further specification of the initial work plan at the beginning of the
project,
o Preparation and conduction of Area Meetings including the reporting to the
international project management,
o Conclusions of interim results and working documents allocation of new tasks
and co-ordination with international project management and the other Areas,
o Organising ad-hoc working groups and task forces when necessary,
o Support the international project management in the necessary information
(technical, organisational etc.) to feed the Steering Committee for their
decisions,
• External Co-ordination
o Co-ordination and tuning of EC Meetings with relation to particular Area,
o Contact with related EU initiatives on co-ordination of ITS deployment in co-
ordination with the International Project Management.
• Reports and deliverables
o Preparation of the annual report of PROMET (Final Report),
o Quality check of Deliverables,
o Preparation of Area meeting presentations.
National project management
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The main tasks carried out at the level of national project management done by Traffic
design are listed below:
• Organizing meetings at the national level on each of the co-ordination matters,
• Continuous “help-desk” support to national partners (e.g. dissemination in regional
language, interpretation of international and technical documents),
• Supporting the development of monitoring plans at national level.
Management of cross-fertilisation (dissemination, communication and public
relations)
The role of the management of cross-fertilisation under the leadership of Traffic design was:
• To disseminate the knowledge learnt and the experience acquired in the PROMET
project to other projects,
• To learn from other knowledge and experience,
• To foster and support common standards and procedures in order to deploy ITS more
and more interoperable and continuous across Europe,
• To foster the provision of ITS at European Level,
• To favour internal and external dissemination of knowledge and transfer of know-how
and operational experience,
• To represent PROMET during Conferences and Workshops,
• To represent the project on the Internet.
Dissemination and communication
• Project PROMET was represented at conferences and fairs,
• Project PROMET was represented in general and expert groups.
Public Relations
A brochure was printed to promote the PROMET project. Furthermore Project PROMET was
presented at the Conferences and presentations at the ITS-Congresses.
Management of Cross-fertilisation
The cross-fertilisation activity were organised around the following tasks:
• Participation to expert groups and to other ITS meetings related to the PROMET
activities,
• Organisation of Workshops/ Conference on the PROMET Areas,
• Collaboration and preparation of documents, presentations and articles on the European
priority activities reporting the results reached in the euro-regional projects,
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• Participation and collaboration in the DATEX activities (e.g. DATEX User Forum,
Technical Committee) in order to support the cross-border data exchange using DATEX-
including all activities related to DATEX2.
Dissemination, communication and public relations
• Maintenance of the PROMET web site (as information portal as well as working platform
for the PROMET partners),
• Preparation of the PROMET brochure for the main ITS events (e.g. ITS World
Congresses, ITS in Europe Euro-Regional Conferences),
• Preparation and dissemination of public deliverables.
• Further introduction of Project PROMET activities within main ITS events, like:
o ITS in World/ Europe Congress,
o Euro-regional conferences,
o Other ITS-Events.
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3 Conclusions
In the Member States of the extended Europe, there are increasing challenges associated
with the growing use of the road network by a continuously growing demand of vehicles and
freight traffic. To deal with the inevitable new challenges (higher traffic disruptions, critical
safety conditions and increased environmental impact) in a sustainable way, the Public
Administrations are facing the need to formulate new strategies and the concerned Road
Managers to activate extended “tactics” and measures. A vital component of such strategies
and actions are Traffic Management and user information services. During the last two
decades the European Union has first supported the technological research underlying these
services as part of the overall ITS (Intelligent Transport Systems) architectures, and then
moved forward into a coordinated implementation through action plans at Euro Regional
level paying maximum care to the aspects of interoperability of systems where necessary,
continuity and quality of services across the borders and in the different regions/member
states, compatibility of equipments where relevant. This brought to the adoption and practical
implementation of EU standards for the traffic data exchange and for the delivery of
information to end users (e.g. multilingual coded DATEX standard, ALERT/TMC – Traffic
Message Channel for coded traffic data broadcasting) and to the diffusion of best practices in
the use of Variable Message Signs for Traffic Management and information to the users.
Now that this process is on the way, a new complexity is added by the need to integrate
systems of countries often well advanced from a technological point of view but in most
cases not “accorded” with the previous EU coordinated initiatives. Cross-border regions form
a specific case for transport management and policy. They have to face institutional,
technical and financial obstacles caused by the frontier which can impede optimal planning.
Public policies as well as managing of cross-border transport projects are affected by this.
In this context, the PROMET project has been started in 2007, with the main goal to integrate
the road management operations in the cross border link between Italy and Slovenia. The
first steps to achieve were to clearly understand organisational procedures in both countries:
identification of stakeholders, existing procedures, conditions for activation, identification of
needs for cross-border cooperation. A joint reactive information and decision system has
then been set up between the road operators from both countries. The focus was on the
‘tactical management’ of the motorway stretch, including advanced techniques for traffic
monitoring, evaluation of Travel Times, coordinated plans for Traffic Management and joint
information services to the road travellers. The PROMET Euro-Regional ITS project area
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ranges from the Italian Region Friuli Venezia Giulia to the west of the Slovenian Country. The
project covers a crucial cross-border highway link between Slovenia and Italy (on EU
Corridor V) characterized by daily high freight and fleet flow coming from one country to
another and by seasonal traffic peaks during the summer holidays. The geographical location
demands from both PROMET regions to always consider transit traffic streams when
initiating traffic related projects since the transit traffic contribute a major part to the traffic
streams in the regions. Because of the geographical distinctions in the PROMET area,
namely having only a limited number of routes allowing the traffic to pass through the region
and also facing difficult weather conditions, to name just a few, international cooperation
among both regions is urgent in order to increase safety, minimizing Travel Times and thus
reduce the adverse impact of the traffic streams on the regions. Traffic Management services
in PROMET include the continuous development and deployment of traffic control measures
at the strategic level (Traffic Management Plans) and at the tactical level (detection and
control infrastructure: Variable Message Signs, safety measures for critical sections and
incident detection and management tools and measures).
An additional specific aspect of the project is the coordination of initiatives and technologies
between an old and a new EU country. PROMET – PROject for the Management of
European Traffic – has had the main goals to increase road safety, traffic efficiency and
provide additional comfort to the drivers, by enhancing the interoperability and continuity of
services in the cross-border stretches of the motorway. More specifically, the PROMET
Project aims to:
• Reduce the traffic peaks and increase the usability of the network for European
drivers coming and going from Slovenia to Italy,
• Establish timely cross-border “recovery” actions by the different authorities and
motorway operators, especially in case of major difficulties for traffic flows,
• Improve the road monitoring quality level, through sensor and communication
technologies,
• Support the efficiency of the network by harmonized information to the drivers,
• Enhance the continuity of the road network,
• Foster the interoperability of the systems through European Standard (e.g. DATEX),
• Reinforce the traveller information service network with new services (e.g. TMC
service in Slovenia) and enrich the already existing services with international cross-
border contents,
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• Assess the overall effects of the PROMET applications and their impacts, particularly
on road safety and users acceptance, as an input to other ITS initiatives with similar
scope.
The PROMET activities were focused on the establishment of a traffic data exchange
between the Traffic Control Centres of the two operators in Slovenia and Italy. Starting from
current services already implemented in the two countries, PROMET was focused on the
following areas where significant results were expected: the international data exchange
connection, coordinated services based on the TMC standard, traffic monitoring sensors
along the infrastructure (e.g. video systems), Travel Time detection by microwave
transponders, and finally Variable Message Signs to inform the users. The Data Exchange
link has been designed to allow joint interventions and reduce the effects of negative events
on the road - in particular the project has considered situations which characterize the
PROMET corridor, like adverse weather conditions (Bora wind, snow…) or severe traffic
congestions due to traffic peaks, road works or accidents. The estimation of Travel Times is
also allowed by an exchange of average values measured in the two parts of the network. In
order to facilitate the development of integrated services, a TMC location data base was
developed for the Slovenian area, considering the region of interest within PROMET for this
exploratory phase of the work. All these expected results and the project impacts were
evaluated by applying the standard methods under definition at European level, including a
basic set of key indicators. This study aimed to investigate in particular the impacts on safety,
efficiency, and user acceptance - the general goal was to provide a valid support to decision
makers for planning and implementing different ITS systems in similar scenarios, and for
defining the communication architecture. The evaluation included an ex-ante analysis, in
order to compare the achievements with expected performances, while also creating a
significant database, suitable for the subsequent ex-post evaluation. The approach was
following the evaluation methodology defined within Euro-regional projects and the
established approaches developed by the Evaluation Expert Group in the TEMPO
Programme.
During the interview campaign DARS and Autovie Venete had successfully tested common
Traffic Management Plans during several incident situations (accidents involving HGV
resulting in up to 20 km queue on the highway section between Portogruaro and Toll Station
Venezia est on 9/12/08) giving the research team leaded by Mr. Luca Studer and composed
of members from Politecnico di Milano and Traffic design a great opportunity to gather the
data for ex-post analysis of project PROMET impacts. An interview campaign was carried out
showing great benefits of users informing via Variable Message Signs located on both sides
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of the border informing the drivers about long delays on Italian highway stretch. As shown
from the driver’s response the information was greatly appreciated since the possibility of
stopping at service area Gonars nord was given. The demonstration had shown great
potential of real-time Traffic Data Exchange and common Traffic Management Plans adopted
by both road operators. DARS and Autovie Venete will be doing their best in order to assure
the scenarios to become operational as soon as possible. Since the pilot data exchange
phase proved to be very efficient the concessionaires will have to establish a communication
allowing them to exchange not just the data defined for the pilot phase, but also other data
needed to provide uniform Traffic Management.
An important conclusion of the project PROMET is that the quality of technology is not a
major barrier to the deployment of ITS. Off-the-shelf technology exists, in most cases, to
support ITS functionality. As observed during the project the quality of collected information
may be a technical issue in some applications. That is not to say that issues do not remain
on the technology side. As observed during the project the Traffic Management measures
may be in some cases too complex to be operated by current Traffic Control staff
(operators).
In the following paragraphs some general remarks are emphasized as observed during the
lifecycle of the project:
Systems integration
The need at the operation level of Traffic Management Systems (TMS) is integration of
Intelligent Transportation Systems (ITS) components. For ITS to take the next steps forward,
it will be important both for efficiency and effectiveness reasons to think in terms of system
integration. Further integration of services, such as incident management, emergency
management, traveller information, and intermodal services, must be accomplished. While
this integration certainly adds complexity, it is also expected to provide economies of scale in
system deployment and improvements in overall system effectiveness, resulting in better
service for freight and travelling customers. Another aspect of system integration is in
interoperability - ensuring that ITS components can function together. It is quite reasonable
for the public to ask whether their transponders will work with Electronic Toll Collection
systems across the adjacent countries. Unfortunately, the answer most often is no. And while
it is important to make this technology operate properly on a broad geographic scale, it
should also work for public transportation and parking applications. Systems that need to
work at a national scale must provide interoperability among components. No doubt,
institutional barriers to interoperability exist (e.g. different perspectives among political
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jurisdictions). But also without doubt, these barriers inhibit widespread deployment, which is
ultimately in the best interest of those political jurisdictions. Another important example of
needed integration is between Advanced Transportation Management Systems (ATMS) and
Advanced Traveller Information Systems (ATIS). The former provides for operations of
networks, the latter for traveller information, pre-trip and in-vehicle, to individual
transportation customers.
To ensure the Traffic Management Plans to be operational, the project aimed at a solution of
a real-time Traffic Data Exchange, based on the DATEX approach, and is therefore open to
future interconnections with other Traffic Control, Management and Information Centres in
the neighbouring countries which use the same method and will hopefully be connected in
the upcoming phases of Project PROMET (Project PROMET II).
Figure 50: Planned Data exchange between Traffic Control, Management and Information
Centres
Institutions
The final example in the previous section suggests another kind of integration that will be
important for the future of interoperated TMS, namely institutional integration. The integration
of various levels of public sector organizations and integration between different national
institutions on both sides of the national border, are central to advancing the ITS agenda.
Indeed, an important result of the PROMET project is that the major barriers to ITS
deployment are institutional in nature. This conclusion should come as no surprise to
observers of the ITS scene: the very definition of ITS speaks of applying “well-established
technologies,” so technological breakthroughs are not needed for ITS deployment. But
looking at transportation from an intermodal, systemic point of view requires a shift in
institutional focus that is not easy to achieve. Dealing with intra- and inter-jurisdictional
questions, budgetary frameworks, and regional-level perspectives on transportation systems;
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shifting institutional focus to operations rather than construction and maintenance; and
training, retaining, and compensating qualified staff are all institutional barriers to widespread
deployment of ITS technologies. Thinking through how to overcome various institutional
barriers to ITS is the single most important activity we can undertake to enhance ITS
deployment and develop successful implementations.
A Focus on Operations
Recent years have brought an increasing emphasis on transportation operations, as
opposed to construction and maintenance of infrastructure, as a primary focus. ITS is at the
heart of this initiative, dealing as it does with technology-enhanced operations of complex
transportation systems. The ITS community has argued that this focus on operations through
advanced technology is the cost-effective way to go, given the extraordinary social, political,
and economic costs of conventional infrastructure, particularly in urban areas. Through ITS, it
is argued, one can avoid the high up-front costs of conventional infrastructure by investing
more modestly in electronic infrastructure, then focusing attention on effectively operating
that infrastructure and the transportation network at large. While ITS can provide less
expensive solutions, they are not free. There are upfront infrastructure costs and additional
spending on operating and maintaining hardware and software. Training staff to support
operations requires resources. Spending for ITS is of a different nature than spending for
conventional infrastructure, with less up front and more in the out years. Therefore, planning
for operations requires a long-term perspective by transportation agencies and the political
sector. For that reason, it is important to institutionalize operations within transportation
agencies. Stable budgets need to be provided for operations and cannot be the subject of
year-to-year fluctuation and negotiation, which is how maintenance has traditionally been, if
system effectiveness and efficiency are to be maintained. Human resources needs must be
considered as well. To justify ITS capital costs as well as continuing costs, it is helpful to
consider life cycle costing in the evaluation of such programs. The costs and benefits that
enlarge over the long term are the important metric for such projects. But organizations need
to recognize that a lack of follow-through will cause those out-year benefits to disappear as
unmaintained ITS infrastructure deteriorates and algorithms for Traffic Management are not
recalibrated.
Operator versus Customer Perspective
Information is at the heart of ITS. The provision of information to operators to help them
optimize vehicle flows on complex systems is one component. The flow of information to
customers (drivers, transit users, etc.) so they can make effective choices about mode, route
choice, etc., is another component. There is a great deal of overlap in these two information
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sets, and yet sharing information between operators and customers is often problematic.
Operators are usually public sector organizations. From their perspective, the needs of
individual travellers should be subordinate to the need to make the overall network perform
effectively. On the other hand, private sector information providers often create and deliver
more tailored information focusing on the needs of particular travellers rather than overall
system optimization. It is not surprising that the agendas of the public sector agencies
operating the infrastructure and those of the information-provider, private sector companies
differ. And it is not unhealthy that they do. Nonetheless, it seems clear that the ultimate
Customer - the traveller - would benefit from a more effective integration of these two
perspectives. This issue is both a technical and an institutional one, and is an important
example of the need for service integration.
