Guideline for Core Service Deployment
Core European ITS
Services and Actions
Guideline for the deployment of
strategic Traffic Management for
Corridors and Networks
Date :
March 18th, 2009
Version :
0.8 FINAL DRAFT
Responsible:
Dr. Hanno Bäumer, VZH (Traffic Management Centre Hessen)
Contributors:

Rita Jakoby, AS&P – Albert Speer und Partner GmbH, Frankfurt, Germany

Vicente R. Tomás, Lisitt, Valencia, Spain

Alain Remè, CETE de l'Est, Metz, France

Vincent Kremer, CETE de l'Est, Metz, France

Dr. Khaled El-Araby, Transver GmbH , Munich, Germany

Markus Meissner, Asfinag Autobahn Service GmbH Ost, Vienna, Austria

Paola Mainardi, Sina S.p.A., Italy

Alessandro Javicoli, Sina S.p.A., Italy
Traffic Management Core European Services
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EasyWay
Guideline for Core Service deployment
1. General framework
3
1.1. General Service description and objectives, including co-modality
3
1.1.1. Service definition
3
1.1.2. Service objectives
7
1.1.3. Disruption / problems to consider
7
1.1.4. Conditions for the deployment of this service: operational environment
8
1.2. European dimension
9
1.3. Contribution to EasyWay objectives
10
1.4. State-of-the-art
12
2. Technical issues
14
2.1. Functional and information architecture
14
2.2. Required ICT Infrastructure
19
2.3. Standards and agreements (existing and required)
24
2.4. Criteria and methods for the evaluation
24
3. Service provision
25
3.1. Service implementation
25
3.2. Costs and benefits analysis
27
3.3. End user orientation
29
3.4. Service Level definition
29
3.5. Regulatory Framework (existing / need for)
33
3.6. Interaction with other services
34
3.7. Conditions for service provision – Business model
36
3.8. Adverse effects of the service
36
3.9. Overview of foreseen deployment within Easyway
36
4. List of abbreviations
37
Traffic Management Core European Services
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1. General framework
EasyWay Core European ITS Services are services for European haulers and travellers,
where road operators play a key role in their implementation and operation. The European
Core Service “Strategic Traffic Management for Corridors and Networks” increases the
performance of transport infrastructure by adding the potential of cross-border, network or
multi-stakeholder co-operation. It defines Traffic Management Plans (TMPs) for the
management of the European network and corridors including cross-border aspects and
multi-modal capacities to allow for a more efficient use of the road network in Europe (and
not restricting measures to country or local basis).
1.1. General Service description and objectives, including co-modality
1.1.1. SERVICE DEFINITION
The current instrument of strategic traffic management in Europe is a traffic management
plan (TMP). A TMP is the pre-defined allocation of a set of measures to a specific situation in
order to inform and control the real-time. Initial situations can be unforeseeable or plan able
(recurrent or non-recurrent events). The measures are always applied on a temporary basis
(and not permanent).
At present, TMPs are developed and deployed all over Europe, many of them on a regional
level, some on national or even international levels. This Guideline focuses on the linkage of
existing TMPs along the TERN and on the definition of new TMPs for complex tasks. This
assumes that generally at least two partners are involved and that the duration of the initial
situation requires substantial co-ordination activities. It also assumes that the surrounding
network is considered and not only the affected road section.
Three spatial levels are suited for the deployment of such complex TMPs:
Regional TMPs for networks within areas or regions on the TERN that can be extended,
under certain conditions, to link with neighbouring regions for cross-regional and crossborder levels.
Cross-regional TMPs for national networks and key corridors on the TERN
Cross-border TMPs for cross-border networks and key corridors on the TERN and
TMPs for conurbations: conurbations and the circumfluent highway network with relevance
to the long-distance traffic.
Examples for each spatial level are given in chapter Error! Reference source not found.
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Concerning TMP typology there are existing different wordings in Europe.
In the northern European states (e.g. Germany, Austria), the categorization of an initial
incident is named scenario. The allocation of a set of measures to a defined scenario is
called a strategy. Each of the measures describes, who does what and who is responsible
for what.
In the southern states and France, a strategy is considered to be objectives on a more
general / political level. The correlation between the defined incident and the set of
measures is called a scenario. Each of the measures is composed of different actions for
each involved partner. The table of measures helps to determine all possible and
applicable measures of traffic regulation, control and management which might help to
solve or minimize it effect of the incident.
Because of these different definitions, in the following the correlation between a defined
incident and the set of measures is named “scenario / strategy”.
Northern states
Southern states
What are the general /
political objectives?
Incident
Initial situation Event
Scenario
What happend?
What could happen?
Allocation of what happend
Strategy
A
Incident
Initial situation Event
B
Scenario
Strategy
Measure
Measures
How to act / react to this?
Who has to do what?
C
D
Measure
Actions
figure 1 : wordings of TMP typology in Europe
A) What happened / what could happen? Initial situations / incidents/events that can lead
to either partial or total road congestion and closure can be:
Accidents, road works, adverse weather conditions (thick fog, heavy snow, glace, floods),
natural disasters (earthquakes, landslides, overflows), strikes, demonstrations, major public
events, sport events, holiday traffic peaks, exceeding air pollution, emergencies (such as
evacuations of public events, evacuation of ports of airports, closures of tunnels) or capacity
overload on the road network or of public transport.
A main aspect of incidents is the location and duration of the incident. A consistent definition
of these parameters is essential for effective information and intervention.
B) Allocation of what happened can be done according to the
Gravity, affected network, traffic flows and traffic density, (expected) duration (hard to define
shortly after occurring the incident), probability of incidence, forecast reliability of the incident,
current and expected traffic impacts based on observations or historic data
C) How to act / react to this? Potential measures according to the prospective initial
situations are shown in table 1. A set of those measures composes a TMP, the combination
always varies. An additional supporting element is the estimation of traffic impacts of
selected strategies.
D) Who has to do what? Operational tables show the detailed application of the measures
in terms of actions. Furthermore, they contain all the relevant information concerning the
affected area according to a specific scenario for the correct implementation of this action.
TMPS FOR FREIGHT TRANSPORTATION
The stakeholders of freight transportation differ completely from those of the strategic traffic
management on the European road network and thus the influence of authorities on this
aspect is limited. In the long term they can be influenced through political decisions.
However, three aspects of freight transport belong to the context of traffic management
plans, because they affect the road network strongly, they are applied temporarily and they
are part of public responsibilities:

Dynamic ban of driving for HGV / dynamic overtaking ban for HGV

Dynamic access control for HGV (in the context of passage through sensitive or limited
capacity areas as tunnels and mountain passes)

Dynamic access control for HGV (in the context of air pollution) and

Temporary HGV storage areas (e.g. temporary hard shoulder usage for HGV storage)
CO-MODALITY
TMPs have a co-modality aspect if applied measures include actions with the aim of modal
shifting of traffic.
On the cross-border level co-modality (between road, rail, sea, waterways, air) currently
affects only freight transportation (HGV transportation). Measures are applied permanent in
order to optimise existing infrastructure capacities or temporary in case of an incident (TMP).
In conurbations the main aspect of co-modality is the combination of road and public
transport for individual traffic in case of a plan able or long-lasting incident.
As in road TMPs, the forecast reliability of the incident is an important element for co-modal
TMP deployments. For predictable incidents, such as congestion due to commuter traffic or
fairs, co-modal TMPs can be developed. Spontaneous modal shifting on a large scale,
particularly in conurbations, often fails because of lacking capacities of the public transport.
Nevertheless, the increasing traffic demand and the increasing interrelation of transport
modes require a very close cooperation between the stakeholders of different transport
modes.
overload or loss of
parking areas
x
x
x
x
x
x
x
x
x
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x
x
x
x
x
x
x
x
x
x
holiday traffic peaks
capacity overload of
public transport
x
major public events
capacity overload on
the road network
x
road works
air pollution
x
weather conditions
x
forecast reliability
strikes
emergencies (e.g. floodings)
Traffic management measures acording to prospective
initial situations
accidents
Target group
TMP in conurbations
Initial situation
cross-regional TMP
long-distance/ cross-border TMP
Guideline for Core Service Deployment
x
x
x
TRAVELLER INFORMATION
x
x
x
x
x
x
x
x
x
x
x
x
x
x
(x)
(x)
x
RU
RU
RU
RU
RU
RU
real time event and warning information
traffic conditions (predictive and real time)
travel time information
weather information
speed limit information
co-modal travel planning services, traveller planning
x
x
x
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x
x
RE-ROUTING
x x
x (x)
(x) (x)
x
x
x
RU of all road users
HGV of HGV-traffic
RU of other specific groups (e.g. public transport)
x
x
x
x
x
x
x
x
x
x
CHANGE OF INFRASTRUCTURE CAPACITY
(x)
x
x
x
x
x
x
x
x
x
x
x
RU
RU
RU
RU
HGV
RU
HGV
RU
lane control/ dynamic lane management
hard shoulder running
Ramp metering
temporarily used bus-lanes
temporarily HGV-storage areas
Dynamic speed control
Dynamic overtaking ban for HGV
change of traffic light control
x
x
x
x
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x
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x
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CO-MODALITY
x
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CO temporary P+R area
PT extra- or additional public transport capacity
CO co-modal traveller information
x
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x
x
ACCESS CONTROL
x
x
x
x
x
x
x
x
x
HGV
RU
HGV
HGV
Ban of driving for HGV
Access control by toll stations
Dynamic access control (in the context of air pollution)
Dynamic access control (for limited capacity areas (tunnels, passes))
RU
CO
HGV
PT
= Road User
= Co-modal
= Freight transportation
= Public transport
Traffic Management Core European Services
x
x
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x
x
x
x
1.1.2. SERVICE OBJECTIVES
The objectives of multiple level TMPs are

to come to harmonised and consistent application of traffic management strategies in locations where various stakeholders as road
operators and traffic police share traffic management responsibilities.

to strengthen the cooperation and the mutual understanding of road operators in conurbations and on cross-national/ international level.
 to exchange knowledge experience and know-how in developing tools for strategy management between the stakeholders on a European
level.

to accelerate and to standardise the co-ordination process
These objectives shall ensure

to provide a cross-border seamless, language independent and consistent information and service

to consider the network as a whole, to optimise the use of existing traffic infrastructure capacities and

to enhance the quality of the TMPs permanently
1.1.3. DISRUPTION / PROBLEMS TO CONSIDER
SERVICE PROVISION

Different political, legal, technical and organisational basic conditions, language (even dialects) and cultural differences of partners => In
advance of pre-defining TMPs, all partners have to have a clear understanding of each other’s needs and requirements.

In most countries, broadcasting companies cannot be enforced to broadcast a specific traveller information or re-routing recommendation,
which leads to inconsistent information => involve broadcasters and other service providers from the start and foster a good relationship
with them. In some cases, broadcasting companies share databases or have their operators in the TCC.


Inconsistent service content of private service providers and road authorities. The cancellation of the incident through private service
providers seems to be a problem.
Re-routing TMPs: Route navigation systems choose their own alternative route if they receive congestion warning information via RDSTMC or other means. Authorities have no influence on the route selection criteria of navigation systems. => The recommendation of a
navigation system can differ completely from the recommendation given via variable message signs.

Re-routing TMPs: Re-routing to highways, bridges or tunnels of different toll operators leads to losses or additional incomes.

Re-Routing TMPs: No sufficient capacity on the alternative routes. Road authorities are unwilling to re-reroute on routes or secondary
roads with limited capacities and/or limited traffic status. Other measures as information, vehicle storage areas, modal shift or access
control have to be considered.

Re-routing TMPs: The toll which amounts for the road user has a considerable influence of the route selection, the decision criteria “price”
has to be communicated to the road user.

Re-routing TMPs: Long-distance travellers, who are unfamiliar with the country and the road network, follow less the re-routing
recommendations.

Co-modality: The general advice “use public transport”, which is given quite often e.g. on urban variable message signs, does not lead to
the desired effect. The main reason for it is lack of a common look and feel of public transport systems in European conurbations. For
long-distance freight, rail transfer capacities are sometimes limited in terms of capacity and performance in comparison to road service.
TECHNICAL ASPECTS

Different display facilities of different systems and different data collection systems and different digital mapping limit the possibilities to
give harmonised and comprehensive information.

Different systems in TMC and the lack of standardised data interfaces complicate the data transfer between the partners. Also the aspect
of financing has to be considered while going for one common system.
ORGANISATIONAL ASPECTS


Overlapping incidents and TMPs. => a common pre-definition of prioritization is necessary
Traffic releases on the conurbation secondary network imply increasing traffic (and negative effects) on the surrounding highways and vice
versa. => Intense planning and coordination process in advance and a trustful strategy activation process on the basis of mutual
confidence in event assessment and activation requests is necessary

Use of VMS and control measures for local/regional means versus cross-border means. Authorities tend to prioritise the activation of VMS
and other control measures towards tackling regional traffic problems => an agreement on the traffic events and thresholds to switch to
harmonised cross-border/cross-regional levels is necessary.

Evaluation: Knowledge about driver’s behaviour (essential for decision support systems) is still quite small. => Experiences by means of
statistical data should be analyzed regularly.

Cross-border TMPs: different glossaries (e.g. DRIPs - VMS) and sometimes different categorization of the road network. => A common
harmonised glossary and map should be defined in advance.
1.1.4. CONDITIONS FOR THE DEPLOYMENT OF THIS SERVICE: OPERATIONAL ENVIRONMENT
The deployment of TMPs is recommended for networks, where incidents with grave impacts on traffic flow are expected. The deployment
should always be problem-orientated and solution orientated. An affected network has to be defined, but universally valid “suitable” road
category cannot be defined.
Thus, every TMP should have its own feasibility study prior to developing the TMP. It has to answer the main questions:
Problem-orientated:

Does the spatial expansion, gravity and duration of expected incidents justify such a complex solution (one measure only cannot solve the
problem)?

Are various stakeholders integrated?

Is a cross-border cooperation (TMP as pre-condition) long-distance or conurbation cooperation (TMP recommended) planned?
Solution-orientated:

Are the technical and organisational pre-conditions for the TMP given?

Are there any current TMP deployed in the region?

Are the network pre-conditions suitable?
1.2. European dimension
Efficient use of the main corridors of the Trans European road network as well as cross-border networks requires effective regional and
multinational cooperation to develop and operate TMPs. Europe-wide harmonized TMPs seems neither to be realistic nor necessary. For some
aspects is even more realistic and practicable to solve differences on TMP-level, although there are some topics which should be harmonised
on a European level (see table below).
But a real collaboration between countries is essential. This implies that every country has to define a “single entry point” for multinational
cooperation on the operational level, which is a privileged interlocutor for the coordination of the plan. It should be avoided to scale up every
single operational problem to the management level.
Aspects that differ from one country
to another
Different political, legal, technical and
organisational basic conditions,
language (even dialects) and cultural
differences of partners
Proposed harmonisations
Get straight with the self-conception of
each other; Determine a common
understanding in a LoI or a MoU
agre
eme
nt on
TMP
level
x
harmo
nizatio
n on
Europ
ean
level
Different responsibilities inside the
organisational structure of each partner
Define a "single entry point" on
operational level. Avoid to scale up
every single operational problem to
the management level.
Different wordings for TMP elements
Find common approach for TMP
development and expand DATEX II to
include traffic management strategies
Define a common harmonised
glossary and map in advance
Different glossaries of different
countries in a cross-border TMP;
Different road network categorization
No common standardized data interface Define standardized data interface /
exchange format
Different evaluation approaches and
Common evaluation approach has to
measures lead to non-transferable
be developed
results
Different technical approaches in the
No harmonisation recommended as
TMCs; different communication systems long as system output is harmonised.
x
x
x
x
x
1.3. Contribution to EasyWay objectives
The efficiency of a TMP as a whole and its contribution to the Easyway objectives is difficult to judge. Reasons are:

The lack of standard TMPs evaluation methodology;

The lack of ex-ante evaluations, which record the before-status.

No clear distinction between the effect of a TMP and the effect of a specific measure within the TMP.
Nevertheless, TMPs contribute to a faster, more co-ordinated and more efficient application of measures with regard to the network as a
whole. The most important benefit of TMPs is on the organisational level with a harmonisation of information and control strategies across
regions and borders. Thus, they of course contribute to safety and network efficiency.
SAFETY
Timely and effective measures in case of major incidents serve to mitigate safety impacts. Quick and consistent traveller information contributes
to safety, as warned travellers reduce their speed.
ENVIRONMENTAL IMPACT
Reduction of environmental damages due to re-routed vehicles can be estimated, if the additional length of the alternative route is appropriate
to the congestion length. A guide value is for one km congestion length not more than 3 km additional length of the alternative route.
NETWORK EFFICIENCY
Main benefit in terms of network efficiency is the reduction of delays and travel time through the use of effective and timely control and
information measures in case of major incidents. (Up to 82-95% of total benefits were estimated in Germany arose from travel time savings
due to co-ordinated re-routing measures).
Within TMPs not only the section of disturbance, but the whole surrounding network (and sometimes even other transport modes) is taken into
account. This ensures a more efficient use of existing traffic infrastructure.
Detailed evaluation results of re-routing TMPs are given in the bibliography of examples.
1.4. State-of-the-art
LONG-DISTANCE TMPS:
A pre-defined and co-ordinated strategic traffic management is a proven concept applied all over Europe, in particular on routes with specific
complex demands. The most common initial situations are winter problems, a generally high traffic volume, long-lasting road works,
emergencies, typical main routes of holiday traffic, cross-border traffic, a close interrelation between long-distance and regional traffic in
conurbations, air pollution problems in conurbation areas.
The initial situations are as manifold as the traffic management measures applied. In the North-West re-routing and traveller information
measures outweigh. The reason for it is the dense highway network in this area combined with relatively small states.
In some areas as the Alpine regions, re-routing possibilities are limited due to capacity and environment problems on alternative routes and
secondary networks and are only activated in extreme incidents as long duration closures requiring regional and cross-border intervention. The
issue is to rapidly respond and manage the incident on a local level before it propagates to a major scale requiring significant re-routing
measures.
In South Europe, other main aspects are emergencies and weather problems (snow, floods, etc). Thus, here HGV (storage, driving ban,
overtaking ban) play a key role (besides re-routing of cross-border traffic).
Great diversity is also recognisable regarding organisational and technical aspects. Whereas France has a more or less centralized
organisational structure with one responsible for the TMP, other states as Germany are organised on a federal level, all partners are equal in
their rights and responsibilities. This decentralized approach is also applied in case of cross-border TMPs.
Different carriers and financing concepts for highways (public, private) have strong impact on investments in technical equipment on highways
as well as possibilities and reservations concerning TMPs. In some areas, re-routing involves more than one motorway operator on the corridor,
with traffic police solely responsible for closure and opening of motorways.
Some national guidelines for traffic management are existing. They describe the entire process of traffic management, from the initial intent to
improve a local traffic situation right up to an integrated traffic management concept. Some of them focus on the evaluation of TMPs. They are
applied on a national, regional and local level resulting in a highly structured and user oriented approach of traffic management.
All the named aspects should be harmonised step-by-step on a European level. Not with the aim to define one overall valid technical and
organisational approach, but with the aim to simplify the connection of existing TMPs, to transfer experiences and to avoid double development
work.
Objectives for future work on a European level concerning TMPs are

A stronger link up of national or regional TMPs and thus establishing new international TMPs

Sustain the East-West orientation of cross-border TMPs.

To assist new member states in Eastern Europe establishing appropriate TMPs.

To harmonise international TMP- and system-approaches and structures on a European level.

To implement a more dense network of ITS systems to enhance the efficiency of TMP (VMS, traffic information services, parking areas,
etc.).
TMPS IN CONURBATION AREAS
TMPs for conurbations are in many regions a relatively different field of work with a different scope of measures ranging from traffic signals,
parking to public transport measures in addition to interaction with motorways. Most of them are initiated due to air pollution or due to the
strong impairment of the conurbation area brought by the long-distance and urban traffic. Longer-lasting experiences were made in TMPs for
conurbation areas in case of events or recurrent congestion caused by commuter traffic.
2. Technical issues
2.1. Functional and information architecture
Centralised organisational structure: One pre-defined coordinator is responsible for the whole TMP activation process. He is obliged to decide
about the activation of the TMP. The partners have to carry out the actions under his command.
Decentralized organisational structure (Cross-border TMPs): The scenario/ strategy is requested from the partner affected by the incident. It can
be accepted or disapproved from every partner with equal right.
Mixture of the above: Several organisations involved are structured differently at various levels of event information and activation/deactivation
communication.
figure 2 shows the functional architecture of an offline development, pre-definition and evaluation of a TMP. This action takes place before a
TMP is applied. figure 3 shows the functional architecture of an online TMP activation process in a decentralized organisational structure. In a
centralized structure the function “scenario / strategy coordination” is omitted.
Offline TMP development, pre-definition and evaluation of TMPs
Partner 1 – n
Statistical
traffic data
.
Experiences of
road
authorities
Categorization of incidents
according to
•Impact on traffic
•Duration
•Gravity
•spatial dimension
•Probability
Development, pre-definition
and revision of measures for
each Scenario / strategy
Scenario /Strategy 1: measure 1
measure 2
measure 3
measure x
Legislation
and policy
objectives
Functions
Technical
and staff
equipment
Development, pre-definition and
revision of Scenarios / Strategies
•Spatial application area
•Thresholds for Strategy activation
•Exact definition of measures
•Organisational chain; Competences
•Prioritization of Scenarios / Strategies
Development
and
Pre-definition of
TMPs
Development, pre-definition and
revision of actions for each measure
measure 1:
action 1
action 2
action 3
action x
Online TMP activation (see next figure)
Partner 1 – n
Evaluation of TMPs
according to
•Statistical traffic data
•Experiences of road authorities
•Survey of incidents and strategy activations
•Interviews, questionnaires with operators
Evaluation
of TMPs
Adjustment of
(existing) TMPs
figure 2 : Offline development, pre-definition and evaluation of TMPs
Online TMP activation in a (cross-border, national) decentralized
organisational structure
Functions
Partner 1
Partner 2
Partner n
Incident
detection
Verification of
the incident
Incident
detection
no
yes
Pre-selection
of a Scenario /
Strategy
no
Scenario /
Strategy
Coordination
Scenario /
Strategy
Request
yes
Confirmation
Confirmation
Activation of
the measures
Implementation
of action 1
Implementation
of action x
Traffic
Management
Systems
Traveller
Information
Systems
Implementation of
measures /
actions
figure 3 : Online TMP activation in a decentralized organisational structure
The shown operation chain is a closed loop, the functions are repeated with each TMP adjustment and also when the strategy gets
deactivated.
2.2. Required ICT Infrastructure
x
x
x
x
meteorological / environmental
sensors
Video cameras
x
x
other data sources (e.g. of
service providers, PT
operators)
Highways agency, urban/
regional or national control
centres
x
x
ANPR cameras
Police
Floating car data (GPRS)
Road user, Patrollers
Traffic management measures acording to prospective
initial situations
Inductive loops
Target group
TMP in conurbations
Incident detection
cross-regional TMP
long-distance/ cross-border TMP
The required infrastructure for the functions incident detection and strategy implementation is shown in relation to the traffic management measure. The table is a first general overview of technical
feasibilities.
TRAVELLER INFORMATION
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(x)
(x)
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RU
RU
RU
RU
RU
RU
RU
real time event and warning information
traffic conditions (predictive and real time)
travel time information
weather information
speed limit information
co-modal travel planning services
co-modal traveller planning
x
x
x
x
x
x
x
x
x
x
x
x
RE-ROUTING
x x
x (x)
(x) (x)
x
x
x
RU of all road users
HGV of HGV-traffic
RU of other specific groups (e.g. public transport)
x
x
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x
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CHANGE OF INFRASTRUCTURE CAPACITY
(x)
x
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x
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x
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x
RU
RU
RU
RU
HGV
RU
HGV
RU
CO
PT
lane control/ dynamic lane management
hard shoulder running
Ramp metering
temporarily used bus-lanes
temporarily HGV-storage areas
Dynamic speed control
Dynamic overtaking ban for HGV
change of traffic light control
temporary P+R area
extra- or additional public transport capacity
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
ACCESS CONTROL
x
x
x
x
x
x
x
HGV Ban of driving for HGV
RU Dynamic access control on highways in case of capacity overload
HGV Dynamic access control (in the context of air pollution)
x
x
HGV Dynamic access control (for limited capacity areas (tunnels, passes))
RU
CO
HGV
PT
= Road User
= Co-modal
= Freight transportation
= Public transport
x
(x)
x1
= applicable
= applicable to only a limited extend
= middle-term target: applicable
x
x
x
x
Phone-based systems (callcentre, audio text, SMS, WAP,
PTA)
Mobility service centres
Print media
(x)
Road side terminals, Screens
at rest areas
x
Route guidance systems,
Navigation systems
x
x
Teletext
RDS-TMC
x
x
Online-systems (PC or PTA
with internet-access)
Radio broadcast (spoken
message)
Strategy implementation - Traveller information systems
Traffic lights (TMPs for
conurbations)
Static signage on the
secondary network
Patrollers, Police, (Toll
stations)
ramp meter, ramp signal
Traffic control systems; line
direction control signals
(adding) Variable direction
signs
Traffic management measures acording to prospective
initial situations
Variable Message signs (VMS),
dynamic route information
panels, traveller Information
panels
Target group
TMP in conurbations
cross-regional TMP
long-distance/ cross-border TMP
Strategy implementation - Traffic management
systems
x
x
x
x
(x)
x
(x)
x
x
x
x
TRAVELLER INFORMATION
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
(x)
(x)
x
x
RU
RU
RU
RU
RU
RU
RU
real time event and warning information
traffic conditions (predictive and real time)
travel time information
weather information
speed limit information
co-modal travel planning services
co-modal traveller planning
x
x
x
x
x
x
x
x
x
(x)
x
x
(x)
(x)
(x)
x
(x)
(x)
x
x
x
x
x
(x)
(x)
(x)
x
(x)
(x)
x
x
x
(x)
x
(x)
(x)
(x)
RE-ROUTING
x x
x (x)
(x) (x)
x
x
x
RU of all road users
HGV of HGV-traffic
RU of other specific groups (e.g. public transport)
x
x
x
x
x
x
x
x
x
(x)
x
CHANGE OF INFRASTRUCTURE CAPACITY
(x)
x
x
x
x
x
x
x
x
x
x
x
x
x
x
RU
RU
RU
RU
HGV
RU
HGV
RU
CO
PT
lane control/ dynamic lane management
hard shoulder running
Ramp metering
temporarily used bus-lanes
temporarily HGV-storage areas
Dynamic speed control
Dynamic overtaking ban for HGV
change of traffic light control
temporary P+R area
extra- or additional public transport capacity
x
x
(x)
x
(x)
x
x
x1
x1
x1
x
x
x
x
(x)
(x)
x
x
x
(x)
x
(x)
x1
x1
ACCESS CONTROL
x
x
x
x
x
x
x
HGV Ban of driving for HGV
RU Dynamic access control on highways in case of capacity overload
HGV Dynamic access control (in the context of air pollution)
x
x
HGV Dynamic access control (for limited capacity areas (tunnels, passes))
RU
CO
HGV
PT
= Road User
= Co-modal
= Freight transportation
= Public transport
x
(x)
x1
= applicable
= applicable to only a limited extend
= middle-term target: applicable
(x)
(x)
(x)
x
x
x
x
x
x1
x1
x1
x
x
x
x1
(x)
x
(x)
In the following, a detailed description is given for the systems, which support the scenario/
strategy coordination. Systems, which support the measures themselves, are described in
the according guidelines.
SYSTEMS FOR SCENARIO / STRATEGY CO-ORDINATION
FAX
Fax is used as communication tool on various cross-border TMPs. Some of them use bilingual fax templates some use English templates.
An example for a bilingual fax template can be found in chapter Error! Reference source not
found. Error! Reference source not found.; 03_TMP Brenner Corridor (Germany, Austria,
Italy)
PHONE
Phone is a still very common communication tool. It is used very often in the coordination
process, but in many cases as supporting communication tool besides fax or a web-based
communication.
E-MAIL
In the last few years experiences were made with e-mail communication. Different
approaches have been tested, in some cases with map-based visualization of the strategy
and icons for the strategy co-ordination (automatically sending of pre-defined e-mails to predefined receivers).
An example for a strategy coordination via e-mail can be found in chapter Error! Reference
source not found. Error! Reference source not found.; 08_Re-routing TMP on the Corridor
West in Germany.
WEB-BASED COMMUNICATION TOOL (CSM APPROACH)
Core element of this approach has been tested and deployed in some German regions the
Interregional Strategy Manager (ISM) (in the European context named CSM – Co-ordinated
Strategy Manager) that is based on server-client architecture and applies pre-defined traffic
management strategies for the adjustment, activation and de-activation between the involved
traffic centres. The CSM requires in many cases an extensive development, testing and
training in addition to a minimum technical and communication infrastructure at participating
TCC’s, including common geo-referencing and location codes, consistent Level of Service
definitions, and traffic data exchange platforms.
An example for a web-based communication tool can be found in chapter Error! Reference
source not found. Error! Reference source not found.; 08_Re-routing TMP on the Corridor
West in Germany
There is no consistent estimation about the best communication technology. The preferred
system depends on the kind of TMP (necessary amount of co ordination), the frequency of
activation and last but not least the personnel and technical resources and possibilities of the
partners.
FAX
COMPREHENSIBILITY/
LANGUAGE
PHONE
+- -
Writ en, thus clearly
Language problems
understandable. Bilingual templates
can partly avoid language problems.
Additional comments can lead to
language problems
RELIABILITY
E MAIL
+- +-
Language problems (can partly be Communication is language
avoided by means of bi-lingual pre- independent. System contains clear
defined mails)
and comprehensive Information
about the strategy / sceanrio.
Language problems and
misunderstandings can occure, if
comments are added as free text.
+ +- -
Reliable (sender gets a message, Reliable as regards functioning, but Technical unreliability (due to
if fax could not be sent; nearly no no proof of the agreement
firewalls and spam filters,
system failures)
insufficient feedback about the
reception of the mail). E-mail
communication often conflicts with
system safety requirement
DIVERSITY OF
COMMUNICATION
CONTENT
WEB-BASED COMMUNICATION
TOOL (csm approach)
+-
Technical unreliability of a new
system at first. Risk of system
breakdowns (fal back solutions have
to be defined)
+- +- +- +-
Possibility to add text or drawings
(also on fax-forms), possibility to
make comments and changes
easily - assuming that language
problems do not exist.
Verbal balance of dif erent interests Addition of comments is possible Addition of comments is possible
is possible; Personal
communication contributes to a
better understanding at each other assuming that language problems
do not exist.
+- +- -
FLEXIBILITY
Possibility to make spontaneous Possibility to coordinate adjusted Lit le flexibility in adjusting
(ADJUSTMENT OF
variantions by adding texts / strategies, if necessary - assuming strategies spontaneously
STRATEGIES)
drawings - assuming that language that language problems do not exist
problems do not exist
+-
Adjustiment of strategies can be
considered in the system; field for
free text can be added
FAX
BINDINGNESS
+
+
Written, thus “binding”
AVAILIBILITY
PHONE
+
E-mail is often received on
separate computers (due to the
safety requirements), => operators
overlook the scenario / strategy
request => Time-outs cause the
drop out of scenario / strategy
activations.
+-
-
+
+
+-
-
+-
EXPENDITURE OF TIME;
WORK LOAD FOR
OPERATOR
Workload for the operator is low, if
templates are used. Co-ordination
process is time-consuming, if
partners adjust or disaprove
strategies
COSTS
+
-
coordination results are not stored Written, thus “binding”
Assuming that fax is installed near Phone is transportable, thus
the operators’ workplace
available everywhere
+-
E MAIL
Quick communication method, but: e-mail communication is too slow.
Complex and time-consuming if The whole coordination process
many partners work together
causes numerous e-mails.
(conference
channel could be a solution)
No additional invest and operating No additional invest and operating possibly hardware costs
costs
costs
EUROPEAN
HARMONISATION
Individualized solution for specific No technical harmonisation
TMP
necessary
+-
WEB-BASED COMMUNICATION
TOOL (csm approach)
+
+-
Written and clerarly defined
strategies, thus “binding”
Comfortable scenario / strategy
request through pop-up window.
Independent from systems of
cooperating partners. Safety
aspects have to be considered.
+
Short reaction time. Easiest way to
communicate with many different
partners. Communication can be
supported by a decision support
system, which could mean less
work load for the operator.No
exchange of mass data.
-
Invest and operating costs for
hardware and software, also for
development, testing and update
costs of the software.
+
Possibility of a harmonized
Can be a successful step forward to
approach, but heavily dependent on reinforce a European harmonisation
technical approach of TMC
of TMP coordination. European
harmonisation requires a basic level
of consistency in data analysis, georeferencing, data exchange and
communication structures at
participating TCCs.
2.3. Standards and agreements (existing and required)
The most important task is to define standardized and binding interfaces and data
exchange formats. In this context, DATEX II is one possibility towards a systemindependent data exchange. To meet the requirements of TMP coordination, the following
requirements have to be considered within further developments:

A Europe-wide common wording for the different stages of TMPs (see chapter 1.1.1
Service definition) has to be defined and implemented in the catalogue.

Consistent definition of Level of Service traffic data and event types to have a
consistent view and assessment of the traffic situation at hand.

The coordination process (“Do you agree to activation /deactivation of scenario/
strategy xy?”, “”yes, no”) has to be modelled.

It has to be ensured, that the initiator of TMP activation receives information, if the
partners have read the request / information / order.

The input of free text (comments during the coordination process) should be
technically feasible.

Because of the continuously increasing complexity of the catalogue, it has to be
possible, to extract building blocks.
The standards and agreements for the applied measures / systems are described in their
specific guideline. Nevertheless it has to be pointed out, that TMPs benefit from a
standardised end user interface and thus it leads to a higher acceptance.
Concerning variable message signs, from the TMP point of view the requirements are that
the systems can display at least

an information about the incident (including information about risks) and

an advice (e.g. re-routing advice or recommendations for behaviour in case of snow)
 consistent messages between the various signs on the routes affected.
Desirable would be, if the system also could give information about travel time loss or
congestion length on the original route.
2.4. Criteria and methods for the evaluation
Ex-ante evaluations should be carried out in order to define the validity of TMP
deployment and expected benefit of different concepts.
“Before” data should be captured in order to have reference values for the ex-post
evaluation. With ex-post evaluation the real effect can be determined. Evaluations could be
carried
out
in
line
with
relevant
TEMPO
criteria.
Ex-post socio-economic evaluations should be carried out to come to know the impact
of a measure / TMP and to have a basis for TMP optimisation.
Regularly tests/exercises of the operational feasibility should be carried out, especially
on new TMPs, adjusted TMPs and TMPs which are applied seldom.
APPROPRIATE PARAMETERS FOR EX-POST SOCIO-ECONOMIC EVALUATIONS
Appropriate parameters to be considered are:

Road section characteristics: number of lanes, accident rates, accident characteristics
 Time-variation curves during the incident [veh/ h] (recorded in the network at the section
shortly behind the point of decision); share of HGV

Comparable time-variation curves as reference [veh/ h]; share of HGV
 Origin-destination traffic patterns, if available.

Impact of the incident (necessary data: onset-time of incident, ending of the incident,
exact location, (average) congestion length [km], number of closed lanes, residual
capacity)

Average travel time of vehicles on the affected main route and on the alternative routes
(alternative: traffic conditions).

Time point of the activation/ deactivation of the measure (switching printout of the VMS)

Road user acceptance surveys.
APPROPRIATE PARAMETERS FOR REGULARLY TESTS/EXERCISES OF THE OPERATIONAL
FEASIBILITY THE ACTORS/ APPLIED TECHNIQUES

the motivation / mobilisation of the actors
 the respect of incident detection (e.g. contradictions concerning the incident detection of
different data sources), forecast reliability

the respect of threshold of activation
 the quality of information exchange (Time of strategy request, strategy confirmation or
cancel. Communication with other partners, such as broadcast companies and service
providers)

the respect of the activation of the measures (reasons for - a refusal of strategy
activation - a strategy cancel (technical reasons, time-outs..))

If the choice of a measure is not the theoretical one, what are the reasons?

the time to detect an incident

the time to take a decision

the time to apply a decision

the time to inform the end users

the reliability of the equipment (detection and broadcast)

the time and lapse of strategy deactivation

Technical problems and their causing’s
3. Service provision
3.1. Service implementation
SCOPES OF SERVICE IMPLEMENTATION

Deployment and implementation of a new TMP

Revision, extension of an existing TMP

Creating connections, network of existing and / or planned TMPs
PHASES OF SERVICE IMPLEMENTATION
Phase 0: Initial situation
Initial situations for a TMP development can be

Existing (traffic) situations including type, number and distribution of incidents,

Potential emergencies and planable incidents (preventative)

General (political) objectives
Phase I: General approach and data collection
 Definition of common policy goals and common interests

Definition of the involved partners

Consideration of legal bases, regulatory framework

Identification and analysis of Influence areas (e.g. bottlenecks)

Registration of existing (road-, rail-, harbour- and other) infrastructure (capacity,
technical control and equipment packages, communication, topology, traffic ability for
different vehicles, planned extensions)

Statistical survey of traffic volume (if possible including aspects of travel behaviour)

Survey of traffic characteristics (share of vehicle types, share of local, regional and longdistance traffic, destination of traffic etc.)

Approach for detecting incidents
a) Preliminary detection of problems / incidents (Possible proceedings: interviews with
experts, analysis of traffic messages, calculation of the estimated occupancy, control
tours, analysis of system data)
b) Real-time detection

Registration of existing collection systems, control systems and information systems

Definition of current and necessary additional technical infrastructure
Phase II: Definition of the TMP
Expenditure of time: app. ½ to 2 years

Categorisation of incidents, Definition of incident thresholds for activation of a TMP1

Definition of other thresholds / conditions for TMP activation.2

Development of methods for detection / control.

Location codes and geo-referencing frameworks

Development of measures and actions
1 Thresholds can be: (estimated) duration of the incident (hard to define!); Congestion length; Traffic density; Travel time/
delays; (Estimated) impacts of the incident (number of closed lanes, full closure?)¸ Estimated probability of a situation
2
Location of disturbance in relation to location of displayed information; Daytime; Day of the week; Parallel incidents
and situations; Network typology

Strategy prioritization in case of overlapping strategies / interests

Tasks and competences of involved partners

Organisational chain

Applied technical infrastructure for incident detection, TMP coordination and
implementation of measures

Development of computerised decision support tools as traffic situation and impact
modelling and strategy selection advisor (see Support Action ‘’Decision Support
Systems’’)

Organisational / technical aspects of evaluation / quality management
Phase III: Testing and Deployment of TMPs
 Testing and evaluation of scenarios and measures through field trials and/or simulation
tests
 Update and refinement of developed TMPs.
 Formal approval of strategies and measures
 Full-scale deployment of TMPs
 Periodical review process.
STAKEHOLDERS INVOLVEMENT:
National, federal State, regional and zonal authorities; Road authorities; Ministries (e.g.
ministry of the interior, ministry of civil works, ministry of environment, ministry of public
administrations); Road maintenance authorities; National Associations of Operators of Toll
Road Infrastructures (ASFA; ASETA; AISCAT; ASFINAG); Forces of law and order (Police);
Rescue services, red cross; Forces for disaster control; Private motorway companies;
(Private) service providers; Traffic services reporting office; Broadcasting companies;
Additionally in the context of future strategic alignment of TMPs
Automotive industries; Telecom operators sector; Association of Freight and Logistics Traffic;
ASECAP (European Association of Operators of Toll Road Infrastructures)
Furthermore for TMPs for conurbations:
Local traffic control centre and other involved departments of City and municipality; Local
police / local forces of law and order; Local public transport organisation; Car park operators;
Event organisers (e.g. fairs); Local press; Local broadcasting companies
RESOURCES:
The technical resources needed are described in chapter 2.2 “Required ICT Infrastructure”.
The human resources required are hard to estimate, because TMPs often work “on top” of
existing measures. With the implementation of a TMP the work can get more complex for the
operator. Motivated and well-trained staff is essential.
3.2. Costs and benefits analysis
Costs and benefit analysis can be carried out as ex-ante evaluation or as ex-post evaluation.
The results of ex-ante evaluations can give an indication for an expected benefit and are
often used as reference for public funds for technical road-side infrastructure. A basic
precondition for ex-ante evaluations is the knowledge about type and distribution of incidents
and traffic flows and the behaviour of the road-user. A realistic illustration of the routeselection behaviour is essential for any prognosis of the effects.
Ex-post evaluation can give a more realistic picture of the effects of TMPs assuming that the
data base is proper. They are used as part of the quality management to optimise strategies
permanently. Sometimes they can give an indication about the effects of planned
infrastructure at other locations, but the transferability of results is limited (see below
“Challenges of cost-benefit-analysis”.)
INVESTMENT COSTS
OPERATION COSTS
(depending if existing systems can be used for the TMP or if
additional systems are necessary)

Technical infrastructure

Staff

Maintenance of the systems

Maintenance

Planning costs, studies

Data transfer

Software-update

Technical modernisations
CALCULABLE BENEFIT COMPONENTS
INCALCULABLE BENEFIT COMPONENTS

Increasing safety


Reduction of climatic damage
=> Additional Service for drivers

Travel time savings
=> Important contribution to road safety

Increasing comfort and reliability


Increasing operating efficiency
=> Reduction of the congestion spread

Economical aspects
=> Avoidance of resulting accidents

Increasing safety

Improved traffic information
speed up of strategy activation
Strategically and operational benefit
due to the cooperation
=> New possibilities of cross-border
network management


=> Optimised operation inside the
traffic management centres
CHALLENGES OF COST-BENEFIT-ANALYSIS:

Clear definition and forecasts of incident types, location and duration, in addition to
secondary events that can arise from primary incidents.

Through to the interaction of simultaneous applied measures, it is nearly impossible, to
relate an effect to one specific measure.
 Applied TMPs can only conditionally be compared in their effects. Calculated benefits
can only give a reference value, they are never transferable to other situation.

Statistical data are very unsteady, great variances appear. Yearly benefit of a TMP can
only be calculated basing on data of at least 5 years.

Investment costs can often not be assigned to one specific measure / TMP.

Cost rates for fuel, CO2-emission or time-losses are very unsteady within Europe and
not up-to-date. => Need for Europe-wide harmonized cost criteria and regularly update
of values.

Travel time losses are calculated based on average travel times, which are hard to be
measured with loops => automatic plate recognition and floating car data can give more
precise data

Statistical data about destination allocations is rare; destinies vary with every road user
=> the additional length of alternative routes can only be calculated approximately.
3.3. End user orientation
The end users orientation concerning applied measures is described in the relative
guidelines.
This guideline focuses on experiences made with re-routing TMPs as they are a main
aspect of TMPs and not described in a specific guideline.

Re-routing measures seem to be better accepted, if at least two systems (e.g. VMS
and radio) give the same advice.

The display of a longer congestion length on the main route leads to a higher level of
compliance.

The time of day has no impact on the traveller behaviour.

By contrast, the location of the sign had a very great influence. => In conurbation
areas, where –through to the dense infrastructure- there are various possibilities, the
course of the long-distance traffic has to be considered while developing the TMP.

Variable message signs, which can display information about the incident, congestion
length or travel time losses, lead to a high acceptance.

Conflicting advices of different service chains lead to a lower acceptance.
In addition, travel information advice on other measures as incident information, parking
options for HGVs and modal shift options are important elements for informing and guiding
users. Consistent and timely travel information increases the acceptance of end users. More
information can be found in the guidelines for traffic information and freight and logistics core
services.
3.4. Service Level definition
This chapter gives an overview of the wide spectrum of elements of TMP quality levels. It
will not give a recommendation of a specific level, which should be realized e.g. on a
specific road category. The applied service level always depends on the traffic, technical
and organisational context, the incident itself on the one side and on the possibilities of
realization on the other side. (e.g. The recommended update frequency for the detection of
air pollution is other than the update frequency for detecting traffic congestion. The
processing delay depends on whether man power (police) is necessary or not.)
Service levels describe the quality levels of the service from the perspective of the user of
the services or the road operator providing the services. Elements of Service level
definition are3:
End user
Stakeholder
coverage
availability to time
system availability (variancy of systems)
timeliness
accuracy
consistency
information quality
information details
European network approach
Operators workload
Element
COVERAGE
AVAILABILITY TO
TIME
SYSTEM
AVAILABILITY
TIMELINESS
3
Minimum level of
service
Enhancements
Maximum level of
service
The service covers critical or
black spots of daily or
seasonal flow-related traffic
problems
Step-by-step spatial
expansion of the
service, Linkage of
spots
The service covers
100% of the network
which could be affected
by the incident
The service is assured at
(expected) critical daytimes
(rush hours) and critical month
of year (e.g. for winter weather
problems, holiday traffic)
Step-by-step extension
of availability to time,
when needed and
applicable.
The service is twentyfour hour-seven days
assured, when needed
Only one system is available
to ensure a specific TMmeasure
Increasing diversity of
(information) systems,
when needed.
Diversity of systems
- provides consistent
information to the end
user
– supports the traffic
management measure
Most likely update
frequency < 5 min
Most likely update frequency <
15 min depending on monitoring
and incident reporting
framework.
Most likely processing
delay (see left) for
Elements marked in blue are taken from the Document “Operating environments for Easyway Services” of ES6
Element
ACCURACY
CONSISTENCY
INFORMATION
QUALITY
Minimum level of
service
Enhancements
Most likely processing delay
(time between incident detection
and implementation of the
measure) depends hardly on
whether man power is
necessary or not. For technical
implementation < 15 min
technical
implementation < 5 min
100% of the “officially” given
information regarding incident
type, location and mitigation
measures are correct. Other
information as duration and
traffic status can be refined
and updated.
90% of the information
given through any
service provider is
consistent
Consistent destination advice
along the routes. Significant
degree of driver compliance
and acceptance.
The traffic management
measure applied
dynamically and in a
co-ordinated approach
according to:
- time
- space and
- the end users
objectives
Language
Language
Language
Information is given in one
(national) language.
Information is given in
national language and
English
Information is given
personalized in the
language of the end
user
Design
Design
Design
Use of universal VMS VIA info
messages as ‘’Destination’’ via
‘’Motorway number’’
Personalized
Continuous design of
the end users interface
all over Europe (signs,
symbols, structure &
design of internet
Information)
Personalized
Information is given for groups
of road users (HGV, Bus, etc.)
INFORMATION
Maximum level of
service
End user is informed about the
incident itself (what
Personalized
Information is given
personalized according
to vehicle type,
preferences &
objectives, destination
End user is informed
about appropriate traffic
Appropriate amount of
information given to be
Element
Minimum level of
service
Enhancements
Maximum level of
service
DETAILS
happened?)
management measure,
in addition to traffic
event.
comprehensively
informed, e.g.
Consistency with
strategies of neighbouring regions, when
applicable.
Spatial extension of the
TMP considers
adequate the complex
interrelations in
conurbation areas and
on cross-national/
international level and
leads to an optimised
use of existing infrastructure capacities.
EUROPEAN
NETWORK
APPROACH
OPERATORS
WORKLOAD
Well-designed and tested
communication templates and
operation protocols for TMP
deployment. TMP operation
integrated within regular TCC
workflow.
Information about the
incident + Information
about the impact on
traffic (congestion
length, travel time
losses) + Advice +
Prognosis
Reduction of operators
work load through
automatically incident
detection, strategy
coordination and
implementation
processes
3.5. Regulatory Framework (existing / need for)
Clear definitions of organisational aspects, defined in advance and set out in writing, are a
crucial precondition for the successful implementation of a TMP.
Content of such a common arrangement are:

Who are the points of contact within the participating TCCs?

Who is allowed (and bound) to request a strategy under which conditions?

What degree of flexibility is allowed under each pre-defined strategy?

Who is allowed to accept or disapprove the strategy?

How to proceed, if one partner does not agree the strategy activation?

How to proceed, if one partner does not answer? (Time-out and procedure)

Do the partners have to justify their decision?
 Is it desired, that partners get insight into the traffic situation of one-another?

How to proceed, if the traffic management centres have different operation times (e.g.
during the night)?

Which strategy has priority in case of overlapping activations?
Due to the fact, that the partners are public authorities, who are legally autonomous and in
the international context even work on different national laws, it is not necessary to define the
above named organisational aspects on a legal and binding basis.
Here the appropriate instrument seems to be a “Letter of Intent” or a “Memorandum of
understanding”. A “letter of intent” is a declaration of intent for planned co-operation in
future. Against it, a “Memorandum of understanding” fixes existing co-operations. The
documents define the modes of co-operation and ideally contain operation instructions for
the above named aspects. Both are a declaration of intent to fulfil them but have no legal
bindingness. Nevertheless it makes sense to conclude such an appointment in written form,
one the one hand, because it requires a clear common understanding of the co operation, on
the other hand because the signing of the contract can be seen as a milestone with
appropriate media savvy. In many cases, the MoU’s have a detailed technical annex
containing the list of strategies, activation and de-activation thresholds, organisational
structure, communication templates, operating protocols, etc., to be evaluated and updated
on a regular basis.
In some cases preceding the finalisation of a MoU, extensive off-line and on-line testing of
proposed TM strategies and measures has to be made to refine and validate the process,
prior to formal long-standing process.
A new challenge is the permanent increasing number of public-private partnerships in the
field of traffic management. Here, where private stakeholders execute sovereign tasks or
receive data, contracts have to be closed. Another current aspect is the use of private
generated data for traffic management.
An example for a memorandum of understanding is given in chapter 4.
3.6. Interaction with other services
In this chapter the overlapping contents of these guidelines with other European studies,
core Services, supporting actions and viability studies are described. They are shown in the
subsequent table and will hopefully help the responsibilities to adjust the contents. The
coherency is respectively described with the declaration of the chapters it affects.
AD 1
Chapter
1.
AD2
CS1
CS2
CS3
CS1
CS3
x
x
x
x
x
AD3
AD4 Other
X
x
SA1
General framework
1.1.
General Service
description and objectives,
including co-modality
1.1.1.
Service definition
1.1.2.
Service objectives
(x)
1.1.3. Disruption / problem to
consider
(AD1)
1.1.4. Conditions for the
deployment of this service:
operational environment
1.2.
x
x
x
x
x
x
x
x
x
European dimension
1.3.
Contribution to
EasyWay objectives
1.4.
State-of-the-art
2.
Technical issues
2.1.
Functional and
information architecture
2.2.
Required ICT
Infrastructure
x
x
x
2.3.
Standards and
agreements (existing and
required)
x
2.4.Criteria and methods for
the technical evaluation of the
measure
3.
(Evaluation
expert group)
Service provision
3.1.
Service
implementation
3.2.
ES 5 Datex II
Costs and benefits
x
x
x
x
x
x
(Evaluation
analysis
3.3.
End user orientation
3.4.
Service Level
definition
expert group)
x
x
x
x
x
x
x
x
x
x
x
x
(ES 4 VMS
Harmonisation)
3.5.
Regulatory Framework
(existing / need for)
3.6.
Interaction with other
services
(all)
3.7 Conditions for service
provision – Business model
3.8 Adverse effects of the
service
x
x
x
x
x
x
3.9 Overview of foreseen
deployment within Easyway
x
x
x
x
x
x
Legend:
AD 1: TIS - Europe-wide Traveller Information Services
CS 1 Pre-Trip traveller information
CS 2 On-trip traveller information
CS 3 Co-modal traveller information
AD 2 Traffic management Services
CS 1 Management of sensitive Road Segments
CS 2 Strategic Traffic Management for Corridors and Networks
CS 3 Incident Management
SA1 Use of VMS to Traffic Management and Control
AD 3 Freight and Logistics Services
AD 4 ICT Infrastructure
x
x
3.7. Conditions for service provision – Business model
The tasks of TMPs are very limited suited for business models in terms of earning directly
money; the business is more of socio-economical character.
Ensuring an efficient traffic network through traffic management is a sovereign task, normally
ensured by the road authorities or private motorway companies (system optimum). Safety
aspects, which also to play a role in the context of TMPs are ensured by enforcement and
incident management stakeholders. Both aspects imply that basic traffic information is given
to the end user free of charge.
The private motorway companies, who maintain the road network and earn user fee, have
another perception. On the one hand flowing traffic – ensured trough traffic management
plans – leads to a higher profit, because only for flowing vehicle- kilometres they can collect
tolls. Another appropriate instrument to enforce the road network equipment with ICT
infrastructure is to interlink the toll rate with the level (quality and denseness) of the road side
ICT infrastructure.
Private navigation operators are concerned with optimising the level of service for the
subscribing user (user optimum) which can sometimes conflict with the system optimum
requirements of public authorities and motorway companies. This issue is tackled within the
Supporting Action SA2 ‘’Routing Recommendations’’.
3.8. Adverse effects of the service
Inconsistent traffic information and guidance: Traffic information and guidance that are not
timely and consistent on traffic routes lead to low degrees of compliance from road users.
In addition, priorities have to be developed for traffic information to display on VMS. Welltested and co-ordinated control and information measures are key to ensuring valid TMP
deployment.
Re-routing TMPs: If the degree of compliance gets too high, it can lead to overload on the
alternative route. A systematic monitoring and communication of traffic situation on the
original and alternative routes will allow for timely intervention to mitigate the effects of
capacity overload on the alternative route.
Re-routing TMPs: Target group-specific routing is not possible. Adverse effects as HGV in
sensible residential areas or vehicles with hazardous goods on cross-town links can not be
avoided.
HGV-storage: If the TMPs gets deactivated, the share of HGV on the subsequent road can
be up to 30 % – 40%.
HGV-storage: Not enough capacities in designated HGV parking areas, forcing many
HGVs to park on road-side. Some cargo types require on-time transport and delivery.
3.9. Overview of foreseen deployment within Easyway
Foreseen deployment within Easyway should focus on the improvement of local
management capabilities, on the technical as well as on the organisational level. This is the
basis and precondition for any further development and crosslinking. Simultaneously
existing TMPs should be linked along the TERN and conurbation TMPs should be
reconciled with long-distance TMPs. Both items have to be pursued at the same time.
4. List of abbreviations
AD
Activity domain
CBM
Cross border management
CS
Core Service
CSM
Coordinated strategy manager
ES
European study
EWS
Economic feasibility study for roads
HGV
Heavy good vehicle
ICT
Information communication technology
SA
Supporting action
TMP
Traffic management plan
VMS
Variable message sign
VS
Viability study