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NordicWay 2 Version 1.0

The NEXT-ITS 2 project contains a number of measures deployed on the NEXT-ITS 2 corridor and in traffic management centres in order to move from local traffic management towards coordinated and cross-border management of the whole corridor. The evaluation performed has covered the services deployed or enhanced by the road authorities involved during the period 2015-2017, also including some measures completed fully in early 2018. The objective has primarily been to evaluate the costs and impacts of the services deployed i.e. how the measures contribute to reduction in travel time, accidents and emissions from road transport.The total length of the NEXT-ITS corridor itself is about 3 000 km, but the impacts of the NEXT-ITS 2 measures cover a much larger road network, about 25 000 km. This is due to the fact that many measures focus on improving the effectiveness and quality of traffic centre operations. In the participating countries, the traffic management centres of the road authorities provide their services on the whole comprehensive TEN-T network, and even wider, on the whole main road network including the arterials to the bigger cities connected by the main road networks.Hence, in order to cover all benefits of the measures in a fair way, also the contribution of the NEXT-ITS 2 measures to solving transport problems outside the actual corridor have been taken into account. As the contribution of the measures to the effectiveness of existing ITS services varies by measure and type of service, the road network affected by the service had to be separated in several different sub-networks in some countries to be able to estimate the impacts of NEXT-ITS 2 as correctly as possible. In these cases, the impacts were first calculated separately for each sub-network, and then summed up for all networks impacted by NEXT-ITS 2 measures in the countries.The evaluation was carried out as an ex-ante evaluation, taking the estimated impacts of the measures into account. The assessed impacts of the deployed services on the NEXT-ITS 2 corridor and networks are based on experience from the impact assessment studies available for the traffic management and information services deployed and enhanced via the measures implemented in 2015-2017. While taking into account the results from existing studies, especially from regions outside NEXT-ITS, the results were adapted somewhat in order to consider the differences in traffic and environmental conditions between the ones in the impact studies and the ones prevailing on the NEXT-ITS 2 networks.The total estimated effects of the services are considerable, about 490 000 vehicle hours driven less and circa 135 000 vehicle hours less spent in congestion annually. About three severe accidents and 11 000 tonnes of CO2 emissions are avoided annually due to NEXT-ITS 2. The total value of the annual benefits in 2017 will be circa 15 Million €, which can be compared to the implementation costs of circa 33 million € including VAT and thereby comparable to the benefits (the costs without VAT amount to almost 27 Million €). As the annual operation and maintenance costs will be in the order of 3 Million €, the NEXT-ITS 2 can be assessed to be socio-economically profitable.The sensitivity analysis shows that the benefits calculated vary a lot dependant on the most important input parameters. However, it can be concluded that even with conservative estimates, NEXT-ITS 2 has a positive net impact.It needs to be pointed out that the effect estimates are based on a desk-top analysis, which needs to be compared to the actual statistics from the NEXT-ITS 2 corridor and the national networks affected. Such an ex-post evaluation should be carried out when the services are fully deployed and in use, for instance in 2019.However, it is clear that the effects of the services are extremely difficult to measure especially in this era of technology disruption due to connected and automated driving, the internet of things, digitalisation, etc. Thereby, even the ex-post evaluation needs to be accompanied with a desk-top analysis similar to the ex-ante assessment reported here.Overall, the general conclusion is that the ITS investments are profitable for the society.

The main objective of the NEXT-ITS project was to improve the performance of the northern NEXT-ITS corridor i.e. to improve the efficiency and reliability of the corridor as well as safety and reduce the environmental impacts. This was to be done primarily through a Coordinated deployment of core European traffic information services in response to the European Priority Actions b) and c) of the ITS Directive. In addition, the impacts and hence the benefits were to be estimated and calculated. In all, the ex-ante evaluation gave very positive and encouraging results of the benefits of deployed services in this corridor having typically problems with heavy traffic load on some sections and/or rapidly changing weather. The group suggests the next step to be the ex-post evaluation of the same services.

Impacts of two EasyWay core services for traveller information, travel time services and co-modal services were analysed by the EasyWay VIKING evaluation group in 2012. The goal of the synthesis was to find out how extensively the services have been analysed, and what the main impacts are. European databases, such as 2DECIDE, and national evaluation databases were used to collect the relevant ex-post impact evaluation studies. The analysis included altogether 17 travel time services and five co-modal information services. In general, better network distribution was reported due to travel time information services. Three of the analysed studies on VMS impacts reported on similar driver diversion rate of about 25% in case of long delays on the main route. Overall, EasyWay was really lacking impact results of co-modal (including both private and public modes) TIS. The analysis of impacts was based on only five found ex-post evaluation studies

The objective of VTT's Innovation programme for Intelligent Transport Systems and Services (INTRANS) is to promote transport safety, efficiency and environmental friendliness by exploiting new innovative services and technology. The objective of this study was to create a foresight plan and roadmap for innovative operation of the transport system 10-20 years into the future, enabling the most promising services to be selected for development. The services chosen should provide new possibilities for export and domestic business for Finnish companies while providing distinct added value to transport system operators. The work was based on Ventä's roadmap method and two expert workshops with representatives from the Ministry of Transport and Com-munications, the Finnish Transport Agency, the Finnish Transport Safety Agency, the Centre for Economic Development, Transport and the Envi-ronment of Southeast Finland, the City of Tampere and VTT. The vision "Proactive operation ensures that the transport system works as a whole in the most efficient, safe and environmentally friendly way and fulfils the user's expectations under all circumstances" was created within the project. In the vision, operation affects the travel mode distribution and prerequisites of mobility and thus the demand for traffic. Within the work the present state was described and future trends were worked out. The challenges and solutions of transport system operation were listed. As a result, lists of action for the different parties in charge were created for the years 2012-2013, 2014-2020 and 2021-2030 in order to reach the vision.

The 2DECIDE project has developed an ITS Toolkit to support decision makers and planners in utilizing ITS to solve their problems and to reach their objectives. The foundation of the toolkit is its knowledge base, which is built on results and experiences from research and studies on the impacts, socio-economic profitability, user acceptance as well as technical, legal, institutional and financial feasibility of different ITS services either individually or in a bundle of several services. At the same time, the knowledge base contains basic information of the usual deployment issues of different ITS services and applications. At the core of the toolkit is the inference engine, which is designed to provide the user the most relevant ITS solutions for his/her own context as well as their expected impacts, benefits, costs, user acceptance and feasibility. The paper describes the design framework and the process undertaken to build up the knowledge base and inference engine as well as the different problems encountered during the process and our solutions to these problems

VTT:n älyliikenteen innovaatio-ohjelma INTRANSin tavoitteena on edistää liikenteen turvallisuutta, sujuvuutta ja ympäristöystävällisyyttä kehittämällä uusia innovatiivisia palveluja ja teknologiaratkaisuja. Tässä työssä oli tarkoituksena kehittää ennakkonäkemys ja tiekartta innovatiivisille liikennejärjestelmän operoinnin palveluille 10-20 vuoden päähän, jotta lupaavimmat palvelutyypit voitaisiin tunnistaa ja ottaa kehitettäviksi. Palveluiden tulisi tarjota uusia mahdollisuuksia vientiin ja kotimaan liiketoimintaan suomalaisille yrityksille sekä samalla tuottaa selkeää lisäarvoa liikennejärjestelmän operaattoreille. Työ perustui Ventän tiekarttamenetelmään ja kahteen asiantuntijatyöpajaan, joissa oli edustajat VTT:n lisäksi liikenne- ja viestintäministeriöstä, Liikennevirastosta, Liikenteen turvallisuusvirastosta (Trafi), Kaakkois-Suomen ELY-keskuksesta ja Tampereen kaupungilta. Työssä kehitettiin visio: "Proaktiivinen operointi takaa, että liikennejärjestelmä toimii kokonaisuutena mahdollisimman tehokkaasti ja täyttää käyttäjän odotukset kaikissa olosuhteissa." Visiossa operoinnilla vaikutetaan kulkutapajakaumaan ja liikkumisen edellytyksiin ja sitä kautta liikenteen kysyntään. Työssä kuvattiin nykytila ja selvitettiin tulevaisuuden trendejä. Liikennejärjestelmän operoinnin haasteet ja keinot selvitä haasteista listattiin. Lopputuloksena annettiin toimenpidelistat alan eri toimijoille vuosille 2012-2013, 2014-2020 ja 2021-2030, jotta visio saavutettaisiin.

Despite the widely acknowledged potential of ITS, the deployment of ITS has generally been scattered and slow. One of the main reasons for this is that people deciding on investments in the road and public transport sector often lack knowledge of the feasibility, cost-effectiveness and user acceptance of ITS solutions to their own transport related problems. One solution is to build up an intelligent ITS toolkit, which would propose the decision maker the most viable ITS solutions to his problems in his context. The paper describes how such a toolkit has been designed and developed, and the knowledge base and inference engine providing the intelligence to that toolkit. The paper is focusing on how to infer the most likely impacts and benefit/cost on the basis of existing ITS evaluations studies and the available assessment expertise in the specific user contexts

Raportti on laadittu tausta-aineistoksi tieliikenteen hallinnan toimintalinjojen laatimista varten. Työtä varten haastateltiin laajasti tieliikenteen hallinnan koti- ja ulkomaisia asiantuntijoita. Työn linjaukset perustuvat osaltaan Tiehallinnon johdon ja kaupunkiseutujen edustajien kanssa käytyjen työpajojen ja keskustelujen tuloksiin. Liikenteen hallinnan osa-alueiden kuvaamisen jälkeen tarkastellaan tulevaisuuden toimintaympäristöä asiakastarpeiden, liikennejärjestelmän, eurooppalaisten ja kansallisten linjausten osalta. Lisäksi käydään läpi Tiehallinnon liikenteen hallintaan liittyviä palvelutasokuvauksia, julkisen ja yksityisen sektorin toimijat sekä liikenteen hallinnan keskeiset haasteet ja mahdollisuudet. Työn kannalta erityisen tärkeän osan muodosti kartoitus liikenteen hallinnan keskeisistä tavoitteista ja niiden taustalla olevista ongelmista, jotka toimivat perustana linjauksille ja tieliikenteen hallinnan palveluvalikoimalle. Seuraavaksi käytiin läpi tieliikenteen hallinnan nykytilaa palveluiden ja niiden taustalla olevan informaatioinfrastruktuurin nykyisen laajuuden sekä niiden vaikuttavuuden, kustannusten ja kannattavuuden osalta. Toimintalinjojen laatimista varten hahmoteltiin tieliikenteen hallinnan tavoitetila vuonna 2015. Tavoitetilaan kuuluu palvelutavoite, valtion tienpitäjien sekä myös muiden toimijoiden odotetut roolit ja vastuut. Lisäksi ehdotettiin tieliikenteen hallinnassa noudatettavia yleisiä periaatteita sekä palveluiden tuottamisen ja yhteistyön toimintamalleja. Ehdotuksien merkittävimmät uudet linjaukset entisiin verrattuna koskevat vastuunottoa liikenneverkon aktiivisesta operoinnista liikenteenhallintasuunnitelmineen, tieliikennejärjestelmän laadukkaasta tilannekuvasta ja häiriöiden hallinnan kehittämisen koordinoinnista. Lisäksi uutta on osallistuminen joukkoliikenteen palveluihin ja toimenpiteiden selkeä keskittäminen kaupunkiseuduille ja pääteiden keskeisille yhteysväleille sekä erityiskohteisiin. Lopuksi raportissa esitetään tieliikenteen hallinnan kaksi vaihtoehtoista toteutuspakettia, niin sanotut 100 ja 200 miljoonan euron paketit. Viimeksi mainitun osalta on myös arvioitu karkealla tasolla paketin eri osien vaikutukset henkilövahinko-onnettomuuksien ja hiilidioksidipäästöjen määrään ja kustannuksiin sekä tieliikenteen ruuhkakustannuksiin vuositasolla.

This deliverable documents the results obtained in work package WP600 of QUANTIS (Quality Assessment and Assurance Methodology for Traffic Data and Information Services). The main objectives of WP600 are to evaluate service quality in the selected European service cases using the methodology developed during the QUANTIS project and to carry out socio-economic cost-benefit evaluations to find out the optimum service quality. Work package WP600 is essentially based on earlier work done within the QUANTIS project. The quality levels for the European ITS services have been described in work package QUANTIS WP400, the method used to evaluate service quality is the main product of WP500 and work packages WP200 and WP300 have documented the European service cases under analysis, provided the definitions of the most important concepts and explored the relations between service quality and costs and service quality and impacts. The evaluation of service quality was carried out for three service cases using the QUANTIS methodology. The total service quality is expressed as a percentage and a quality level which may have values between one and four of which level one represents only limited and level four the best level of service quality. The values of total service quality achieved by the services were 92,00%, 79,95% and 82,71%, which correspond to levels three for the first service case and level two for the remaining two service cases. The QUANTIS methodology provided meaningful results and a quantitative estimate of service quality for all three analysed European service cases. In some cases, minor adjustments to the quality levels included in the toolkit were needed. There were also some cases where it was challenging to find a meaningful interpretation for the quality attribute in question and differences between services classified under the definition of the same European ITS service. The evaluator using the QUANTIS toolkit should document the definitions of the quality attributes he has used and the way he has obtained the quantitative values for quality attributes from service description, expert interviews or field tests. In total, nine evaluations were carried out using socio-economic cost-benefit analysis to find the optimum service quality. The quality levels defined in QUANTIS WP400 were used directly in six evaluations and the highest quality level provided best benefit-cost ratio in three of them. In the remaining three evaluations one evaluation indicated the second highest level, level three, as the optimum quality level and in two evaluations the quality level with highest benefit-cost ratio was found to be 2. Because of the limited availability of empirical data and complexity of the system under analysis, two custom quality levels (error probabilities of 14% and 11% and service up-times of 98% and 99%) were analysed in the three evaluations of the Finnish service case. The higher quality level of error probability was found to have significantly better benefit-cost ratio in the Finnish service case. In general, higher levels of service quality seemed to provide better benefit-cost ratios. The limited availability of earlier evaluation studies affected the scope of socio-economic cost-benefit evaluations carried out in QUANTIS and the accuracy of evaluation results. Because there were no earlier evaluation studies available for some services analysed in QUANTIS, only the most important impacts could be analysed in these cases.

Evaluation tools are needed to enable the accomplishment of ambitious safety targets. A tool has been designed to estimate the safety effects of road improvements. Another tool for evaluating the safety effects of road safety programmes combines the effects of different kinds of safety measures taking into account overlapping measures.

Älykkään liikenteen selvitysmiehen työ tarkasteli älykkään liikenteen käyttöönottoa Suomessa verrattuna kansainväliseen kehitykseen sekä kansallisiin ja kansainvälisiin linjauksiin. Työssä kartoitettiin keskeiset käyttöönoton hidasteet ja esitetään toimintamalleja älykkään liikenteen tehokkaaksi hyödyntämiseksi. Työ painotti globaalien menestysmahdollisuuksien jatkuvaa hakemista mittavilla kokeiluilla kumppanimaiden kanssa. Julkisen sektorin tulee ohjata kehitystä strategisesti ja luoda edellytykset alan toimijoiden markkinoille. Väylänpidon ydintehtävä on liikenneverkkojen ajantasainen operointi. Selvitysmies luovutti raporttinsa liikenneministeri Anu Vehviläiselle 12.12.2008. Raportin lausuntokierros on päättynyt tammikuun lopussa 2009.