Template for Reporting Evaluation Results (Short)

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1 Project Reference: IE-01 Project Name: MIU ITS Deployment ITS Corridor: Arc Atlantique Project Location: M7, M8, M11, M18 1. DESCRIPTION OF THE PROBLEM ADDRESSED BY THE PROJECT 1.1 Nature of the Site The MIU ITS Deployment encompasses the deployment of a Journey Time Data Collections technologies and Variable Message Signs on motorways located on the TEN-T Core and Comprehensive networks. The ITS deployment occurred on the following four major inter-urbans in Ireland: M7 The M7 (E20) forms part of the Dublin to Limerick national primary road. The M7 is 186 km in length and the longest motorway in Ireland M8 The M8 motorway is an inter-urban motorway which forms part of the motorway from the Dublin to Cork. The M8 is 149 km in length and motorway commences County Laois at the motorway interchange with the M7. M11 - The M11 motorway is an inter-urban motorway forming part of the national primary route from Dublin to Wexford. The national primary route is 134km in length and continues to Rosslare as the N25. The road forms part of European route E01. M18 - The M18 motorway is an inter-urban motorway linking the cities of Limerick and Galway via the large town of Ennis and the major airport at Shannon beside the mouth of the eponymous river. The Journey Time Data Collections technologies are located on the M7 between Dublin and Limerick. This route was selected for the Data Collection (sub-function1) element of the project as it provided the greatest coverage for a single motorway and existing roadside equipment and back-office support facilitated the subsequent data fusion and processing (sub-function 2). The deployment of the Variable Message Signs (Sub-function 3 Data Provision) was spread across the four motorways at strategic locations. 1.2 Issues Addressed Deployment of ITS Equipment for the provision of the Traffic Condition and Travel Time Information has to date been concentrated on the heavily trafficked M50 located in Dublin and the cross border route the M1 between Dublin and Belfast. This project sought to address the lack of Traffic Condition and Travel Time Information on the lower trafficked inter urban routes in Ireland by increasing the coverage of ITS deployment through the following:

2 (i) Collection of and processing of data along the M7 Motorway that will enable the dissemination of both predictive and real-time travel time information to the road user. This will contribute to the improvement of traffic efficiency facilitating the road users in the selection of more cost and time effective trips. The current lack of this data increases the adverse Environmental impact of congestion on the network. (ii) Provide information about traffic conditions and travel times to positively impact road safety. The locations for deployment of the 10 no. Pilot VMS were selected, in part, on the basis of the following: Proximity to accident hotspots based on the NRA Traffic Accident Database; Proximity to alternative routes that will facilitate the motorist in react to the information displayed to find the best way to bypass critical road segments / areas of the network, respectively. 2. DESCRIPTION OF THE ITS PROJECT 2.1 Project Objectives, incl. specificities / contextual useful information The primary objectives of the MIU ITS Deployment is to improve safety, reduce congestion, reduce environmental impacts, and promote the continuity of services on existing inter urban routes through the coordinated deployment of real-time information, traffic management and logistics services. This project sought to achieve these objectives through the deployment of Journey Time Systems and Variable Message Signs. As part of the project, Travel Time information data is collected by the contractor, EACL Ltd, on behalf of the Authority along the M7 using the Bluetooth Journey Time Management System. The data is collected at 21 no. counting stations along the route and processed by the Traffic Monitoring System operated and maintained by the Contractor on behalf on the Authority. It is envisaged that Data collected from these points will be fused with information obtained by the Road Operator from existing Event-based Information Systems such as the TII Road Space Booking System and existing weather stations. Figure 1 demonstrates the model organisational structure that best fits this project. Figure 1: Organisational architecture - road operator point of view Data collection Data Fusion & Processing Information Provision Information Use

3 In the immediate term, information from the mature Event-based Information Systems will be displayed on the deployed VMS with travel time data displayed in the future when the quality of information obtained from the Bluetooth Journey Time Management System is verified. This will enable the Authority to achieve the goal of increasing the coverage of the network where motorists are provided with both pre-trip and on-trip travel information. On a national level, a project specific objective of the Authority was to deploy cost effective ITS solutions for the provision of Traffic Condition and Travel Time Information on lower trafficked inter urban routes. To achieve this objective, the following cost saving measures was trialled as part of the project: (i) Journey Time Data Collection The Authority deployed a Bluetooth Journey Time Monitoring System to ascertain whether it is a viable alternative to ANPR technologies. The Bluetooth Journey Time Monitoring System was selected due to its perception in the market as a low-cost and non-intrusive alternative to ANPR. To further reduce the costs of the deployment; the M7 motorway was selected as the route for the pilot study as the Bluetooth units could be co-located with TII owned traffic counters and cabinets along the full extent of the route. The traffic counters are located approximately every 10 km along the route between junctions. The co-location of the Bluetooth unit with traffic monitoring units also provided the Authority with additional information to verify the quality of information obtained from the Bluetooth Journey Time Monitoring System. (ii) Variable Message Signs The Authority deployed 10 nr. VMS (two different sign types) across the four motorways to examine the feasibility of alternative and more cost effective VMS solutions. The alternative VMS solutions deployed are as follows: Solar Powered VMS that do not require the substantial costs of connecting to a power supply or the continued cost of powering the signs. Full Colour VMS suitable for mounting on existing cantilever road sign structures which are typically located at the beginning of diverge tapers for interchanges on motorways and dual carriageways.

4 2.2 Systems and Technologies Applied Two separate systems were deployed on the network as part of this MIU ITS Deployment as follows: (i) Bluetooth Journey Time Management System (ii) Variable Message Signs (i) Bluetooth Journey Time Management System The HI-TRAC BLUE Bluetooth system manufactured by TDC (Q-Free) and supplied by EACL Ltd was deployed on the M7 between Dublin and Limerick at 21 no. locations. The HI TRAC Blue unit installed is UTMC compliant and fully integrated with the TII Traffic Monitoring System supported by Drakewell. This enabled the TII to process the data collected at the 21 no. points along the M7 using the existing TII Traffic Monitoring System following the addition of an existing compatible software module. The journey time information will be used to provide the operator with real time journey time information and the Authority with historical journey time information. The HI TRAC Blue unit is co-located with existing traffic monitoring sites on the M7 and the compatibility of the HI-TRAC BLUE Bluetooth system with the TII Traffic Monitoring System will enable the deployment of the Bluetooth Journey Time Management System against the traffic count data. (ii) Variable Message Signs (VMS) The 2014 VMS Pilot Scheme comprised of the deployment of 10 VMS using on both new and existing structures and explored the use of alternative deployment methods, never before used in Ireland. This included mounting some signs on existing road sign structures and also using solar power as a means of avoiding the significant costs associated with sourcing & supplying power to VMS. The scheme involved the deployment of 2 sign types namely: Solar Powered VMS (manufactured by Securite & Signalisation(SES), supplied by Rennicks) Full Colour VMS (manufactured by Data Display, supplied by Imtech) 2.3 Project Costs (i) Bluetooth Journey Time Management System The project costs for the Supply, Installation and Operation of the Bluetooth Journey Management System at 21 no. sites along the M7 was 95, excl. VAT. The maintenance costs of the Bluetooth Journey Management System over a four year period are 27, excl. VAT.

5 (ii) Variable Message Signs (VMS) The project costs for the deployment of 10 VMS was 1,388,544 excl. VAT. The breakdown of projects costs per site type is as follows: Greenfield Solar Powered Sign Static Sign Gantry Full Colour Sign Variable Message Sign 67,600 45,000 Foundation 8,000 0 Mounting Structure 18,248 12,500 Installation 20,000 5,000 Civil Enabling Works 34,000 59,000 Electrical works 0 10,000 Structural Survey 0 3,500 Total 147, , Status of the Project (e.g. planned, implemented, operational) The Bluetooth Journey Time Management System and Variable Message Signs have been installed and are currently operational in isolation. The verification of the data obtained from Bluetooth Journey Time Management System is ongoing and the results from initial validation exercises are positive. Comparisons with 2 no. existing ANPR systems on the N7 indicate the Bluetooth Systems output similar travel time information despite a reduced capture rate of 30% (ANPR capture rate of 90%). The Road Operator is currently displaying messages based on the existing event-based information systems. In the three month period since August 2015, a total of 17 no. safety related messages were displayed to motorists. The next phase of the project is to establish the interface between the contractor and Road Operator. This will complete the functionality of the service by establishing the interface between all three sub-functions as described in Figure 2 below. Figure 2: Functional architecture of the service and decomposition in three sub-functions Interface 1 Interface 2 Sub-function 1 Data Collection Sub-function 2 Data Fusion and Processing Sub-function 3 Information Provision Information Use

6 3. FOR PROJECTS TO BE IMPLEMENTED - EVALUATION PLAN 3.1 Objectives for the Evaluation (i.e. impacts to be evaluated) The objectives of the evaluation are to determine the extent of the network covered by the service and the impact of this service on road users along the four motorways. The primary impacts to be assessed are as follows: (i) Safety (ii) Environmental Impacts (iii) Network Efficiency The above impacts will assessed from the perspective of the user and the road authority. 3.2 Timing and Type of Evaluation, including data needed and associated issues, methods, definitions/terminologies) The evaluation of the project will be an ongoing process with the impacts assessed over a period of 12 months. The duration of the evaluation must be sufficient to ensure the immediate impacts of the deployment are sustained over a prolonged period of time as the road user becomes familiar with the information provided by the Authority. With respect to the Bluetooth Journey Time Management System, the quality of the information obtained will be assessed on basis of the following table: Table 2: Quality requirements for real-time traffic information - minimum level Real-time information Quality parameters Physical coverage Uptime (Availability) Data Latency Location Accuracy*** Error probability a. Traffic condition information >75%* >90% (95% in EIP) 5-15 min 5-10 km b. Travel time information >75%* >90% (95% in EIP) 2-3 min Between fixed points at relevant locations or between starting point and destination c. Weather information >80%** >90% (95% in EIP) <5 min km * Physical coverage relates only to the main corridor and not it s connecting links ** Physical coverage relates only to critical spots *** Where location is expressed as a predefined area, its accuracy will be the smallest defined area (e.g. a local community, village, or municipality

7 The Variable Message Signs will be assessed on basis of the following table: Table 3: Quality requirements for Safety Related Traffic Information - minimum level Quality parameters Safety related traffic events Event/ condition Physical coverage of TERN Event coverage Uptime (Availa - bility) Latency (in 95% of cases) Location Accuracy ***(in 95% of\ Error probability a. Temporary slippery road Condition Relevant parts* 95% <5 min b. Animal/people/ obstacles, debris on the road Event >2 500 veh/lane 80% ** 95% <5 min c. Unprotected accident area Event >2 500 veh/lane 80% ** 95% <5 min d. Short term road works Event >2 500 veh/lane 80% 95% <5 min <5% e. Reduced visibility Condition Relevant parts* 95% <5 min f. Wrong-way driver Moving event Relevant parts* 80% ** 95% <3 min g. Unmanaged blockage of a road Event >2 500 veh/lane 80% ** 95% <5 min h. Exceptional weather conditions Event/ Condition Relevant parts* 95% 95% <5 min <5% * Physical coverage relates to only such sections or spots on the network, where the frequency and consequences of the events and/or conditions make the service socio-economically feasible. ** Can be related only to events eventually leading to a) a call to the traffic management/information/control centre, b) a call to emergency centre or other PSAP, or c) a police report due to accident or other reason, i.e. only events brought to the attention of the traffic management/information/control centre are covered. *** Where location is expressed as a predefined area, its accuracy will be the smallest defined area (e.g. a local community, village, or municipality

8 4. FOR IMPLEMENTED PROJECTS RESULTS 4.1 Level of Deployment / level of services For the purposes of this Project, the level of deployment and the level of services will be measured for each of the four routes. Table 4.1: M7 Service level improvements Aspect KPI for corridor status in 2012 KPI for corridor status in 2015 Data Acquisition* 10% 100% Data Management 10% (20km / 190 km) 25% (45km / 190 km) Data dissemination No Minimum Service Provision** No Minimum Table 4.2: M8 Service level improvements Aspect KPI for corridor status in 2012 KPI for corridor status in 2015 Data Acquisition* 0% 0% Data Management 0% 10% (30km / 300 km (1) ) Data dissemination No Minimum Service Provision** No Minimum (1) Both Directions Table 4.3: M11 Service level improvements Aspect KPI for corridor status in 2012 KPI for corridor status in 2015 Data Acquisition* 10% 0% Data Management 1% 5% Data dissemination No Minimum Service Provision** No Minimum Table 4.4: M18 Service level improvements Aspect KPI for corridor status in 2012 KPI for corridor status in 2015 Data Acquisition* 0% 0% Data Management 0% 10% (18km SB / 90 km) Data dissemination No Minimum Service Provision** No Minimum * Data Acquisition with respect to Journey Times only. ** Pre-Trip and On-Trip Traveller Information Services available with respect to Forecast and Real Time Event Information / Speed Limit Information / Weather Information.

9 4.2 Impacts / benefits The impact of the deployment will be assessed on the basis of the policy objectives relating to the following: congestion and disturbances in the traffic flow (Corridor performance); exhaust and noise emissions caused by interrupted traffic, delays and unwise journey decisions; accidents and injuries due to unforeseen and unexpected traffic conditions (Road safety); Another objective to be considered is travel efficiency. Improved travel efficiency concerns issues like reducing travel times, assuring travel time reliability and reducing congestion. These are described as the % change or number of vehicle hours driven, vehicle hours lost in congestion, fatal and injury accidents, CO2 emissions and travel time. The impacts concerning these aspects are put in relation to the deployment costs thus giving a C/B ratio. 4.3 Costs, including analysis of costs against performance/benefits As part of the project, the key benefits that will be analysed against the cost of the project for each of the corridors are as follows: Safety (i) Number or % change in fatalities / Injuries (ii) Change in speed Environmental Impacts (i) Reduction of CO2 emissions (ii) Noise reduction (i) Modal Split Congestion (i) Lost Vehicle Hours / Time Saving (ii) Re-routing (Traffic Management) (iii) Difference in Vehicle km driven (iv) Journey time (v) Journey time variability at key points 5. EUROPEAN DIMENSION: LIKELY TRANSFERABILITY OF THE RESULTS Given the limited ITS deployment on the route corridors covered by this project and technologies installed as part of the pilot studies, it is highly likely that the results achieved will serve to demonstrate the

10 development of services towards a truly European (pan-european) service and to assure an adequate service quality (Level of service). The co-location of the Bluetooth Journey Time System with Traffic Monitoring Units will assist the Authority in establishing tests to ascertain the quality of the real time traffic information services. Subject to the findings of this assessment, the results may be transferable on a European dimension with information available on the robustness of the travel time information obtained. The outcome of the cost saving initiatives applied as part of this project will also serve to provide authorities Europe wide with information on deployment options that seek to maximise the service coverage (geographical and time availability) within existing financial controls.