A Roadmap for Research. 1 Century. FEHRL s Flagship Programme

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1 The Automated Road A Roadmap for Research An Element of the Forever Open Road JANUARY 2013 st 1 Century FEHRL s Flagship Programme

2 Although FEHRL has done its best to ensure that any information given is accurate, no liability of responsibility of any kind (including liability of negligence) is accepted in this respect by FEHRL, its members or its agents. FEHRL 2013 ISBN D/2013/13.126/1 All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, without the prior written permission of FEHRL. FEHRL Secretariat: Steve Phillips Boulevard de la Woluwe 42 B-1200 Brussels Belgium Tel: Fax: info@fehrl.org

3 I Executive Summary The Forum of European Highway Research Laboratories (FEHRL) has initiated the Forever Open Road Programme as the core of its Strategic European Road Research Programme V (SERRP V). The Forever Open Road Programme works towards a next generation of advanced and affordable roads that can be adopted both for maintaining the existing network and building new roads. This will enable future road operators to adopt emerging innovations, whilst overcoming the increasing constraints on capacity, sustainability, reliability and integration. Forever Open Road will also contribute substantially to the way the road transport sector addresses societal challenges. The next generation of roads will require high levels of adaptation, automation and resilience. These three elements will define the next generation of road as follows: The Adaptable Road: focusing on ways to allow road operators to respond in a flexible manner to changes in road users demands and constraints The Automated Road: focusing on the full integration of intelligent communication technology applications between the user, the vehicle, traffic management services and the road operations The Resilient Road: focusing on ensuring service levels are maintained under extreme weather conditions This Roadmap describes the societal challenges to be addressed by Forever Open Road and the Roadmap for the research and development programme that has been developed for the Automated Road Element. The aim of the Automated Road Element is to provide a step change in the use of technology to manage our roads, as well as to contribute towards the development of new ways of powering vehicles and providing mobility. It will enable the full integration of future information and communication technologies (ICT) for roadside intelligence with the road user, the vehicle and the road operator. The Automated Road Element will include: Comprehensive, interoperable communications systems linking road, driver, vehicle and the operator Advanced vehicle and user guidance, speed control and direction guidance, including in-road guidance to manage traffic Integrated traffic control, monitoring of traffic and road conditions to improve reliability and efficiency Incident monitoring and automated response systems to reduce delays Effective road charging and tolling Efficient electric vehicle power provision Societal challenges, including an ageing population, projected increases in trip generation, increased freight movement and higher personal mobility will put more pressure on the ability of the road network in Europe to meet demand. Without action, this would lead to increased congestion, lower service levels and higher economic costs, which in turn will decrease European competitiveness. This Roadmap is based on the following two innovation themes: Intelligent Traffic Management Strategies (ITMS): This theme concerns management on a network level. The objective is to guide the road user through the (regional) infrastructure network as safely as possible, with a minimum loss of travel time and the least possible environmental harm. Advanced Roadside Systems (ARS): This theme is instrumental to enabling the ITMS. The application of these innovative technologies would predominantly be local. ARS for Automated Roads would be applied on specific corridors or segments in the road network. Within the above two innovation themes, eight cohesive entities have been used to develop the research and innovation topics and the Roadmap for delivery. Topics include cooperative vehicle to highway systems, new methods of strategic traffic control, facilitation of self-management, built-in wireless sensors, open standard interfaces, optimisation of network utilisation, remote operations, and the integration of alternative energy sources and vehicle recharging systems.

4 II The Automated Road A Roadmap for Research Some of the topics would require co-ordination by the European Commission with support from Member States as there is a need for interoperability or legislation, whilst others could be co-ordinated solely by Member States. The following figure outlines the key milestones that have been proposed. Current position of: Policy objectives Eight entities Vehicles Organisation Road user Infrastructure Measures Management principles Data & Information Traffic control center Goals from Europe: EU Directives ITS actionplan Easyway (Deployment Guidelines) CEDR NRA goals Road network performance Traffic safety Cooperation local authorities and market parties... Expected position of eight entities Consistent vision on the future of Traffic management & Automated Roads based on: Long term policy goals Trends and developments on: Social demographic Economical Technological (eight entities) Single Technologies Proven Sub-systems Proven Full Scale Systems Proven Complexity R&D Demonstration Market introduction MILESTONE 1 MILESTONE 2 MILESTONE 3 Technology Cooperative systems: Technology available Standardisation finished Large scale field trials (partly finished) Operations Impact assessment Cooperative system adopted in traffic management strategies Business models available Deployment plans coordinated with stakeholders Automated Roads Roadside sensor systems available Automated monitoring available Automated local Traffic Management (TM) tested Regulatory framework adapted and liability issues largely solved Automated operation Cooperative systems deployed in several regional networks Automated operation enabled Probe vehicle technologies Automated roads Liability for cooperative controlled driving checked Large-scale demonstrator on (semi) automated driving Application (e.g. platooning, intersection control) ongoing Automated roads enabled In delivering the Forever Open Road Programme, co-operation will be sought with a number of sister national programmes which have shared aims and goals. These are the Route 5ème Génération R5G (5 th Generation of Roads, France), Straße im 21. Jahrhundert (Road in the21 st Century, Germany), the Coastal Highway Route E39 programme (Norway) and the Exploratory Advanced Research (EAR) Program (USA). It is envisaged that there will be a two-way exchange of ideas and information on work packages, as well as a sharing of research expertise, test facilities and demonstrators.

5 III Table of ContentS Executive Summary I 1. Introduction Forever Open Road Programme The Automated Road Element Societal Challenges 2 2. External Drivers for the Automated Road Increased Mobility Increased Traffic Load on the Road Network Delivering Future Network Performance 4 3. Scope and Approach Scope of the Automated Road Element Transition towards the Automated Road 6 4. Research and Innovation Topics Research and Innovation Topics - Intelligent Traffic Management Strategies Research and Innovation Topics - Advanced Roadside Systems Legal and Liability Issues Research Prioritisation Indicative Milestones for Transition towards the Automated Road Reference to National Programmes Route 5ieme Génération R5G (The 5 th Generation of Roads) - France Straße im 21. Jahrhundert (Road in the 21 st Century, R21C) Germany Coastal Highway Route E39 Norway Exploratory Advanced Research Programme (EAR) USA 21 Annex 1 22 Annex 2 23

6 1 The Automated Road A Roadmap for Research 1. Introduction 1.1 Forever Open Road Programme The Forum of European Highway Research Laboratories (FEHRL) has initiated the Forever Open Road Programme as the core of its Strategic European Road Research Programme V (SERRP V) 1. The Forever Open Road programme works towards developing a next generation of advanced and affordable roads that can be adopted both for maintaining the existing network and building new roads. This will enable future road operators to adopt emerging innovation, whilst overcoming the increasing constraints on capacity, sustainability, reliability and integration. The overall aim is to facilitate future mobility needs of our 21 st century society. The next generation of roads will require high levels of adaptation, automation and resilience. These three elements will define the next generation of road as follows: The Adaptable Road: focusing on ways to allow road operators to respond in a flexible manner to changes in road users demands and constraints The Automated Road: focusing on the full integration of intelligent communication technology applications between the user, the vehicle, traffic management services and the road operations The Resilient Road: focusing on ensuring service levels are maintained under extreme weather conditions This Roadmap describes the societal challenges to be addressed by Forever Open Road and the Roadmap for the research and development programme that has been developed for the Automated Road Element. The Automated Road Roadmap has been developed through a series of workshops and Steering Groups held by technical experts and practitioners from FEHRL institutes and supporting organisations. Annex 1 lists the Steering Group and Technical Experts who were involved in developing the Roadmap. Annex 2 lists the national programmes that are likely to provide technical linkages to the Roadmap. 1.2 The Automated Road Element The aim of the Automated Road Element is to provide a step change in the use of technology to manage our roads, as well as to contribute towards the development of new ways of powering vehicles and providing mobility. It will enable the full integration of future information and communication technologies (ICT) for roadside intelligence with, the road user, the vehicle itself and the road operator. The Automated Road Element will include: Comprehensive, interoperable communications systems linking road, driver, vehicle and the operator Advanced vehicle and user guidance, speed control and direction guidance, including in-road guidance to manage traffic Integrated traffic control, monitoring of traffic and road conditions to improve reliability and efficiency Incident monitoring and automated response systems to reduce delays Effective road charging and tolling Efficient electric vehicle power provision The Automated Roadmap has been based on two innovation themes; Intelligent Traffic Management Strategies (ITMS) and Advanced Roadside Systems (ARS). Table 1 shows the main innovation topics that would inform the research to be undertaken under these themes to develop the Automated Road. 1 Strategic European Road Research Programme (SERRP V), , FEHRL (see for more details).

7 2 Research and Innovation Topic Automated Road element of Forever Open Road programme Innovation theme inteligent Traffic Managment Advanced Roadside System theme Innovation topics Cooperative systems automated transport Optimisation of network utilisation Traffic management for extreme weather conditions and maintenance Incident and disaster management systems and processes Remote operation concepts User orientated multimodal traffic and travel information services In-built and wireless sensors Open Standard interfaces Vehicle recharging systems Low energy lighting and signage Automated asset condition monitoring and forecasting Integration of alternative energy sources and utility functions Table 1: Innovation Themes and Main Research Topics Automated Road Element (source: SERRP V programme) 1.3 Societal Challenges The Forever Open Road Programme will contribute substantially to the way the road transport sector addresses societal challenges 2. Table 2 shows the Indicators and Guiding Objectives that Forever Open Road will help to address, specifically in meeting the challenges of decarbonisation, reliability, safety & security, liveability and costs. Societal challenge Indicator Guiding objective Adaptable Automated Resilient Decarbonisation Energy-efficiency of passenger and freight transport (in kwh) +10%-20%* Energy consumed by road operatiors Net zero Energy embodied in materials -25%* Reliability Failure frequency and duration -35%* Time lost to maintenance, repair, reconstruction and incidents -50%* Safety & Security Fatalities and severely injured -35%* Goods lost to theft and damage -40%* Liveability Air quality, noise, natural habitat Policy compiliance Cost Total cost of ownership -30%* * vs a best practice baseline a strong contribution a moderate contribution insignificant contribution Table 1: Societal challenges to be addressed by the Forever Open Road Programme (source: SERRP V programme) 2 ERTRAC Strategic Research Agenda 2010: Towards a 50% more efficient road transport system by 2030

8 3 The Automated Road A Roadmap for Research Decarbonisation > The Automated Road is expected to increase traffic efficiency through effective network management, which will improve the efficient use of road capacity. A substantial decrease in traffic hours is expected, resulting in a higher efficiency of passenger and freight transport with less energy consumption per journey kilometre. Reliability > Intelligent Traffic Management Strategies and Advanced Roadside Systems will improve the reliability of the road network. Integrated real time information and communication systems will enable road users to instantly react to traffic incidents and to plan alternative journeys. Safety and Security > Intelligent Traffic Management Strategies and Advanced Roadside Systems will be developed to put intelligence into traffic. Sensory systems will be available to monitor the actual road situation and to forecast expected traffic situations. This enables road operators to prevent incidents, accidents and delays. Furthermore, systems will be available to monitor the effects of traffic and transport on liveability issues such as air quality and traffic noise. This monitoring information will be continuously available to (road) operators, allowing them to intervene when necessary. Cost reductions > Cost reductions will arise from: Implementation of an open architecture for systems integration, interfaces and efficient management Open standard interfaces, giving opportunities for parties to compete in providing advanced roadside systems and traffic management systems Lower energy consumption from reduced consumption, maintenance and operations, as well as improved journey time for the user Optimisation of network management and incident management Indirect cost savings from reduced congestion, incidents and accidents will also arise. 2. External Drivers for the Automated Road 2.1 Increased Mobility Road traffic volumes on Europe s road network are expected to grow in the next decade as a result of increasing demand to travel, market globalisation, demographic change and economic development. Effective transport provision will be crucial to ensuring European economic competiveness and the cohesion of society in general. Many of Europe s urban areas, however, face daily traffic congestion and mobility issues, and these are expected to increase in future, not least due to the trend in increasing urbanisation. Major trends are: Ageing: Europe s population is ageing considerably, which means that more people will remain in the workforce until a later age, and therefore need to be mobile. As a result, car travel will increase Increase of trip generation: more trips will be generated by tourism and recreational social events aided by an increase in social media Growth of freight & delivery: transport of goods is expected to grow as a result of economic growth and changes in the way the logistics in the freight industry operate. Furthermore, developments such as online shopping will result in a dramatic increase in the door-to-door shipments of goods Personal mobility: It is expected that in metropolitan areas the number of short trips being made will grow and will be spread over a longer period of the day. As a result, peak hours will last longer Whilst these trends are general drivers behind the need for the Automated Road, it is recognised that their relevance and impact will differ between countries and regions.

9 4 2.2 Increased Traffic Load on the Road Network Globalisation, incorporating more worldwide trading and rapidly changing industries and demographics will lead to significant increases in traffic volumes and axle loads, with truck tonne kilometres predicted to grow by 43% from 2005 to 2030 within the EU27, and 53% for the whole of Europe including Russia, Ukraine and Turkey 3. Whilst efforts continue to be made to encourage individuals and freight to use other modes, road transport will continue to be the dominant transport mode for both passenger and freight movements for the foreseeable future. Daily congestion causes an economic loss that is the equivalent to around 1% of Europe s GDP 4 ; which amounts to nearly 200 billion annually. Even for the more optimistic modal shift scenario, i.e. the biggest shift from road transport to other modes, the demand for road transport is still predicted to increase, e.g. for Germany it is estimated that private traffic will rise by 20% on trunk roads by 2020 and freight traffic by 34%, with motorways being particularly affected 5. Europe s existing road network will not, therefore, be able to cope with future demand for travel by individuals as well as the increasing need to move freight. Figure 1 illustrates the forecast traffic load on the Trans European Road Network (TERN) for It shows that large parts of network will be heavily used in 2030, especially in urban areas. Road transport will remain dominant for the foreseeable future. Figure 1: Forecast Traffic Load (vehicles/day) on European Roads in 2030 (Petersen et al. 2009) 2.3 Delivering Future Network Performance Europe has a mature road infrastructure network, with efforts now aimed at removing bottlenecks or the reconstruction of specific sections and interchanges. Furthermore, increased capacity provision is also being sought by upgrading the available network through advanced operations, management and governance; in other words, by making roads intelligent. Road authorities and road operators, as the main traffic managers, will play a decisive role in this since they will seek new solutions to their problems and this will require new research and innovation. 3 Rich, J; Hansen, CO Freight transport trends for 2020, 2030 and Deliverable 4.3. Freight Vision, Freight Transport Foresight html

10 5 The Automated Road A Roadmap for Research The ability to supply new road transport infrastructure will, however, be limited by a lack of investment monies and by land-use conflicts, although some parts of Europe will continue to require additional transport infrastructure. At the same time, in some areas, the budgets allocated for road maintenance could decrease in line with low economic growth, as well as increasing energy costs and a reduced need to move goods over longer distances. Furthermore, external costs of accidents are expected to grow to 60 billion annually 6. Europe s existing road network will not be able to cope with these increases in demand within a changing economic climate. A next generation of road will therefore be needed to provide for the future so as to enable us to manage the movement of people and goods in new ways. Most importantly there will be a need to ensure that transport planning is linked holistically to land use planning. 3. Scope and Approach 3.1 Scope of the Automated Road Element The Forever Open Road Programme will establish the next generation of roads. It will define roads that are Automated, Adaptable and Resilient, and through the Automated Road Element will create intelligent roads that improve road performance, traffic flow and road safety whilst meeting societal goals. The Automated Road focuses on meeting future road user demand and delivering future highway authority needs, with Intelligent Traffic Management Strategies and Advanced Roadside Systems forming two innovation themes aimed at building intelligent roads and delivering intelligent road operations. Figure 2 presents this demanddriven hierarchy, showing how these themes will, through delivering the objectives set for Forever Open Road, help to meet Europe s societal goals. SOCIETAL GOALS Decarbonisation of road transport Increase of (traffic) safety and security Improve and sustain liveability Reduce cost of ownership FOREVER OPEN ROAD OBJECTIVES Decarbonisation Energy efficiency of transport % Energy consumed by road operators net zero Energy embodied in material -25% Reliability Failure frequency and duration -35% Time lost to maintenance, repair etc. -50% Safety and security Fatalities and severely injured -35% goods lost to theft and damage -40% Liveability Air quality, noise, natural habitat policy compliance Cost Total cost of ownership -30% Advanced Roadside systems Full integration of roadside intelligence with ICT applications on the user and in the vehicle, the services and road operations itself in order to enable automated roads. THE AUTOMATED ROAD Intelligent Traffic Management Strategies Development of intelligent traffic management strategies fit to cope with future transport demand in Europe. Figure 2: The Automated Road Demand Driven Hierarchy 6 European Transport Safety Council. Regulation establishing Horizon 2020

11 6 The two innovation themes are described as follows: Intelligent Traffic Management Strategies (ITMS): This theme concerns management on a network level. The objective is to guide the road user through the (regional) infrastructure network as safely as possible, with a minimum loss of travel time and the least possible environmental harm Advanced Roadside Systems (ARS): This theme is instrumental to enabling the ITMS. The application of these innovative technologies would predominantly be local. Advanced Roadside Systems for Automated Roads would be applied on specific corridors or segments in the road network 3.2 Transition towards the Automated Road In scoping the research and innovation programme for the Automated Road, eight cohesive entities were identified. These entities represent the systems and users that will contribute to the management of our future road network and, ultimately, to shaping the next generation of road. The eight entities map against the two innovation themes as shown in Figure 3. ITMS Measures Traffic control centre Management principles Data and information AUTOMATED ROAD Vehicles Organisation (Road) -infrastructure Figure 3: Cohesive Entities and Innovation Themes Road user ARS The Eight Entities in Transition It is recognised that to deliver innovation against these eight entities, there will be a series of transitional stages. These transitions will address major trends and challenges throughout Europe. The speed of transition and these challenges may, however, differ between technologies and between countries and regions, because road user and road authority demands will develop at different rates. The management of our networks will undergo transition from the collective to the individual and from local to network wide; with the consequences that we will move from infrastructure based technology to in-car technology and from intervention at a government level to private intervention at a mass scale. For example, at present road traffic is managed through collective traffic management and direction signing. However, as in-car communications develop, there will be a transition towards the management of individual road users by providing user specific journey information and guidance. In return, private individuals will automatically supply data about their journeys to the management system. Figure 4 illustrates the type of transitions that will be involved.

12 7 The Automated Road A Roadmap for Research Collective Individual Local Essential drivers for traffic management Network wide Reactive Pro-active Infrastructure In-car/mobile devices Govermental/Public Consequences for implementation Private Figure 4: Transition Stages towards the Automated roads The eight entities and the process of transition that will be involved are described as follows: 1. Road user: from consumer to participant Future traffic management measures and information provision will become more personalised, with traffic management services able to provide direct information to (traffic) groups and individuals in the role of customers. In addition, the individual road users will themselves provide information which can be used for traffic management purposes, including; information about origin, destination, objective of the journey and intended route. By using this information, operators will tune services to the specific road user. The effectiveness of measures and services therefore increases, and the user will have a much higher acceptance and appreciation of the service itself. The road user, however, must be willing and able to share specific (personal) information with service providers and the road operators. The role of the future road user will then be as participant in the management of our road systems instead of customer. 2. Measures: from local/collective to network-wide/individualised The measures used to manage the network will shift from collective to individual. In specific situations such as incidents or accidents, collective measures will remain important in traffic management. Traffic management measures are traditionally locally oriented to solve local problems. In the last decade, however, network-wide measures have been shown to be capable of optimising traffic flow for regional traffic networks.

13 8 Network-wide measures will anticipate future traffic situations, hence preventing congestion, improving traffic flow and traffic safety. Furthermore, measures will increasingly involve public-private cooperation which can affect their effectiveness because they are better tuned to the specific situation of the road user. In addition, there is a possibility that commercial service providers will combine traffic management measures and information with their own (commercial) interests. 3. Traffic control centre: from local to network-wide Future traffic control centres will either become more oriented towards managing local traffic situations with local traffic management measures, or become consolidated with multi-agency operation. In addition, there are moves towards the development of virtual traffic management centres with localised traffic management becoming increasingly automated. As measures shift towards network-wide effects, traffic control centres will increasingly focus on the regional network level. This will create the need for technology and tools that support effective and automated decision making and management on a network level. These tools have to able to generate predictive information in order to anticipate traffic situations. Intervention from the network operator will only be needed when incidents occur. 4. Management principles: from government orientated goals to public-private cooperation It is conceivable that future management principles will need to drive a more explicit trade-off between goals for traffic flow and other societal goals, whereas they are now primarily designed from a governmental perspective. The Automated Road will require cooperation between public and private partners and management principles are expected to reflect policy goals from both partners. Hence a combination of collective and individual goals and strategies will influence the management principles required to deliver the Automated Road. 5. Organisation: from local to strategic management Measures on a local level will shift towards automation and other traffic management measures will focus on network flow optimisation. This means that the work of the traffic management organisation will tend to shift to be at a higher strategic level, and that the organisation of operational traffic management will be oriented towards strategic cooperation based on commercial service level agreements. One of the future tasks of the organisation will be to monitor and manage these contracts. The traffic management organisation will act according to strategic policy goals set for a regional network, cooperating with many different service and infrastructure providers. Competencies required by traffic managers will shift from operational to tactical and strategic. 6. Vehicles: from passive to active components The role of vehicles as an integrated and pro-active part of the communications and control system is expected to grow as technical developments reveal possibilities of direct interaction between the road and the vehicle. This is a key element of the Forever Open Road Programme in that the vehicle, road and road operator will be connected. Vehicles could become probe sensors that provide data for traffic management and road condition monitoring. In future, vehicles will be able to directly respond to certain requests or messages from the traffic control centre distributed via roadside equipment or other wireless communication systems. For example, vehicles might automatically adapt to a prescribed speed limit or keep their lane in certain situations. The vehicle will become a sensor as well as an actuator which actively responds to traffic management measures. In the future, vehicles could be powered from the road and become an automated part of the whole traffic management system. 7. Infrastructure: from individual route to flexible multisource communication There is a need for the road infrastructure to accommodate in-built information and communication technology, enabling high volume data transfer between vehicles and other sources by smart phone or other (nomadic) devices, roadside systems and the traffic control centres. As public-private cooperation in collecting and distributing data increases, it is also possible that the ownership of active communication infrastructure devices will change, and commercial infrastructure or service providers will take over some ownership. 8. Data and information: from individual data streams to high quality and richer mass content Data will be collected from many more vehicles and service providers, and the content of data will be richer compared to data that is currently available, to make it possible to design individual and personalised measures and traffic information. There is a need for predictive information for effective network management, which will require development of new approaches and algorithms. In addition, liability issues will need to be considered, as data will be collected and shared by different public and private partners.

14 9 The Automated Road A Roadmap for Research Figure 5 presents an overview of the transitions that have been considered in developing the research and innovation Roadmap needed to deliver eight entities. From local & collective to network wide and individualised Towards managing different network levels Adapting new societal goals and public-private cooperation Measures ITMS Traffic control centre Management principles Towards better quality and richer content Data and information AUTOMATED ROAD Vehicles Towards active components necessary for the Automated Road Organisation (Road) -infrastructure ARS Road user Towards strategic management Towards flexible multi source communication From consumer to participant Figure 5: Delivering Transition for the Eight Entities

15 10 4. Research and Innovation Topics This section presents the Roadmap for research and innovation developed for the Automated Road under the two innovation themes; Intelligent Traffic Management Strategies and Advanced Roadside Systems. The Roadmap incorporates the eight entities and takes into account the transition effects that have been described. They also call upon the research topics contained within FEHRL s Fifth Strategic European Road Research Programme (SERRP V). The Roadmap is presented as a set of Tables describing the objectives that the road operator would need to adopt and the problems faced, as well as the research needed to overcome these problems, and the possible development stages and the milestones that would need to be met on route to an ultimate 2030 delivery date. The Tables necessarily present a rather simple approach of development in a few stages. It is evident that in practice, the development will take place through various iterations and feedback loops between the stages. 4.1 Research and Innovation Topics Intelligent Traffic Management Strategies Cooperative Systems and Automated Transport Road operators objective Using cooperative systems and (forms of) automated transport to improve road performance, increase cost efficiency and to secure free flow of traffic and safe and reliable travelling. Road operators problem Currently there is no substantial knowledge and experience about how and to what extent, cooperative systems and especially automated transport should be deployed to improve road performance and contribute to cost efficiency and safe and reliable travelling. Although there are ideas about (nearly) ready to use (sub)systems, there remain open questions about which bundles and technologies should be deployed and where. Furthermore, there is still uncertainty about the expected benefits. Experiments are necessary to quantify the impacts. To deploy cooperative systems, at least three underlying prerequisites are necessary: wireless communication, communication standards and local dynamic maps. These are the technical prerequisites. From a road operator s perspective, development of these necessities can be seen as something that can be done by (commercial) technical research and development institutes. Research needs The road operator needs knowledge on how to deploy cooperative systems and automated transport to improve road performance. Therefore insight into the effects of cooperative driving on traffic behaviour, road performance and societal goals (decarbonisation, reliability and safety, liveability and cost) is needed. Furthermore, research is required into how cooperative systems can contribute to cost efficiency of road operations. This is an interactive process. Simulations can be used to determine which bundles to deploy, but there currently exist lists of day 1 systems: see EASYWAY, SMART 63 conclusions, ITS Action Plan, and so this should not be a priority. To carry out this plan, road operators need to cooperate with other stakeholders. Possible approach in development stages 1. Based on the technically working systems, research needs to be undertaken into how cooperative systems contribute to road performance. Initially this research can be done through simulation, and subsequently in a practical/operational environment using a Field Operational Trial (FOT). Field tests should be carried out using high fidelity models of driver interaction with cooperative in-vehicle systems. Specific field tests for these issues are necessary and better use of existing field test results is possible. 2. Evaluation of research outcomes and feedback Development of deployment framework for cooperative systems and automated transport Development of regulatory framework Large scale demonstrations 3. Deployment in practice.

16 11 The Automated Road A Roadmap for Research Indicative milestones planning R&D Demonstration Regulatory framework Market introduction Optimisation of network utilisation Road operators objective Road operators problem Research needs Possible approach in development stages Making efficient use of the available infrastructure network, and improvement of network performance using new traffic management technologies such cooperative systems, convoying, and price variation on road usage and personalised traffic information. These are potentially low-cost but effective solutions. At a European level there is limited knowledge on how traffic management strategies should adopt new technologies, and how new road users behaviour resulting from personalised traffic management information, can be incorporated in traffic management strategies. Research is required on how new technologies and related services (like cooperative systems and automated driving) and new road user behaviour resulting from the deployment of these new technologies, can effectively be incorporated in traffic management strategies to optimise network utilisation and reach societal goals. Road user behaviour needs immediate research because all cooperative systems will be informative, at least at the beginning, and little is known about how drivers will react on this information, e.g. will they follow the advice, and under what circumstances? 1. Simulate the impact of these new technologies on network performance 2. Offer new technologies and services to road users/drivers and evaluate the impact on their behaviour 3. Based on the results of 1 and 2; derive / develop new network strategies, including development of necessary adjustments in the regulatory framework 4. Test in practice (large scale FOT) 5. Evaluate FOT 6. Deployment in practice Indicative milestones planning R&D Demonstration Regulatory framework Market introduction

17 12 New traffic management strategy algorithms (including facilitating the process of self-management) Road operators objective Road operators problem Research needs Possible approach in development stages Optimising the process of achieving collective goals by effective interaction between collective (roadside) traffic management measures and individualised/personalised (nomadic) traffic management services. Furthermore, the road operators objective is to facilitate the self-management processes of road users as long as this is productive for improving network performance. Currently there is limited knowledge and experience about the interaction between collective and individualised traffic management services and their combined effectiveness for improving network performance and achieving societal goals. There is a need for successful strategies which combine collective and individual traffic management services in an efficient way. These strategies should also facilitate the process of self-management of road users as much as possible while these processes are based on personalised traffic management services that have a much higher appreciation level than collective services. Hence they are potentially much more effective. There is a need for insight into how individualised traffic management and self-management processes can and should interact effectively with collective traffic management strategies to improve network performance and achieving collective societal goals. Based on this insight, improved traffic management strategy algorithms should be developed and implemented. 1. Simulate the impact of these new technologies on network performance 2. Offer new technologies and services to road users/drivers and evaluate the impact on road users/drivers and their resulting behaviour 3. Based on the results of 1 and 2; develop new network strategies and adjust regulatory framework if necessary 4. Test new traffic strategy algorithms in a practical environment (large scale FOT) and use them as experiments to refine new network strategies in an iterative process 5. Evaluate FOT and improve new traffic strategy algorithms 6. Deployment in practice To carry out these stages of development, cooperation between road operators, research institutes and service providers is essential Indicative milestones planning R&D Demonstration Regulatory framework Market introduction

18 13 The Automated Road A Roadmap for Research Quality and availability needs for total chain of cooperative systems Road operators objective Road operators problem Research needs Possible approach in development stages Safe, reliable and effective deployment of cooperative systems There is a lack of knowledge on the requirements for quality, reliability and availability that is needed for elements in the cooperative chain from the traffic control centre to the in-vehicle systems. This knowledge is crucial for the safe and reliable deployment of cooperative (sub) systems in a cooperative chain. The cooperative chain involves different subsystems developed and operated by different public and private parties. The performance of the total chain is constrained by the weakest link. Research should make clear what is potentially required in terms of reliability and availability to achieve safe and reliable cooperative services 1. Potential partners in the cooperative chain should investigate and discuss the total chain requirements and the related requirements for subsystems. This can differ per service 2. Translation of the chain requirements in (functional) systems specifications and open standard interfaces and a regulatory framework 3. Validation of requirements, standard interfaces and regulatory framework 4. Apply requirements and open standard interfaces Indicative milestones planning R&D Demonstration Regulatory framework Market introduction Effects of Automated Driving Road operators objective Road operators problem Research needs Possible approach in development stages To get an insight into the extent that automated driving can contribute to the goals of the road operator: Improvement of network performance (traffic flow and reliability) Societal goals (decarbonisation, safety, liveability and reducing costs). The objective is also to get a good insight into the impact of automated driving on the behaviour of the driver and the (possible) consequences for traffic management and the task, role and responsibilities of the road operator. There is a lack of insight into the impact of automated driving on the behaviour of the driver, the consequences for traffic management and the task, role and responsibilities of the road operator. Research into the impact of automated driving on the behaviour of the driver and on the (possible) consequences for traffic management and the task, role and responsibilities of the road operator. 1. Evaluate the behaviour of drivers and systems in automated driving in relation to safety, traffic flow and efficiency, initially in a test environment later in large scale FOTs 2. Translate the results into general (European) deployment guidelines for automated driving, including a regulatory framework 3. Use the results of 1 and 2 as input for new requirements for traffic management (measures and strategies) 4. Considering 1, 2 and 3, discuss tasks, roles and responsibilities with public and private parties involved in automated driving 5. Implementation of agreed tasks, roles and responsibilities with continuous feedback loops to 4

19 Indicative milestones planning R&D Demonstration Regulatory framework Market introduction Research and Innovation Topics - Advanced Roadside Systems In-built wireless sensors Road operators objective Road operators problem To utilise existing and future sensor systems in road transport for more accurate data acquisition at reduced costs. There are various systems and sensory techniques to acquire data; for example vehicle sensors, nomadic devices, tolling data or ecall. Environmental sensors can detect wetness, ice and visibility, whilst road noise and air quality can also be monitored. Furthermore, there are possibilities to collect construction and structural performance data. Some of the systems are already commonly in use, whilst others are at the trial stage. The aim is to assemble an integrated in-built sensor system with continuous high quality collection of all necessary data during road construction and across the whole the life cycle. The research need is to improve the durability, energy efficiency and accuracy of existing detection methods and to create an integrated system. In-built sensors, along with in-vehicle sensors, open a door to very interesting complementary sources of road data, which could enable the continuous and detailed monitoring of road condition. The aim will be to develop a comprehensive sensor network that will communicate between the pavement, vehicles and road operators. There is a need for additional knowledge about how multiple source data should be merged to process accurate traffic information that can help road authorities in traffic management. Also there is a need for methodologies that help determine which data should be used for which information process or purpose; i.e. how to generate useful information from the enormous amount of data generated? Research needs Possible approach in development stages Research and innovation should focus on the assessment of which sensory information is really needed for traffic management, traffic information and incident management services, and, for example, asset condition monitoring. 1. Assessment of quality needs (e.g. accuracy, response time, performance) for different traffic management, traffic information and incident management services but also, for example, for asset condition monitoring services 2. Assessment of data quality delivered by different (sensory) systems via large scale FOTs 3. Assessment of the potential to process high quality information from multiple source data via FOTs 4. Development of guidelines on the use of different data acquisition (sensory) systems related to the different services 5. Validation of guidelines via simulations and FOTs 6. Implementation of guidelines.

20 15 The Automated Road A Roadmap for Research Indicative milestones planning R&D Demonstration Regulatory framework Market introduction Open standard interfaces Road operators objective Road operators problem The road operators objective is twofold: Firstly, the road operator wants ITS systems that can cooperate, independent of their owner or manufacturer. Hence there can be a level playing field for suppliers and the road operator is not dependent on just a few dominant suppliers. Furthermore, open standard interfaces are necessary to allow interoperable, cross border cooperation in traffic and incident management Secondly, the road operators want to prevent the early outdatedness of applications. Open standard interfaces should secure the long-lasting appropriateness of public and commercial investments and prevent early depreciation Road operators have limited power over the development of standard interfaces, despite having a great interest in them. A level playing field for suppliers, interoperability and securing long-lasting appropriateness is of significant importance to the road operators and, ultimately, the tax payer. Road operators, therefore, should be able to exercise influence on the development of standard interfaces because they are important users of the product to be developed. The development of technical open standard interfaces is not primarily a road authority s task, but rather the task of the supplying industrial partners; however, road authorities are an important actor to define certification standards. Research needs Possible approach in development stages It is worth considering development and deployment system standards that allow for scalability and anticipate and allow for changes and advances over the system lifecycle with long-term forward and backward interoperability. Perhaps the real research need, therefore, is to acquire knowledge and possibilities to convince and stimulate supplying partners to develop and use open standard interfaces. This needs priority because open standard interfaces are the basis for the deployment of new traffic management services. Furthermore, it is possible to translate the services road operators want to offer into requirements for systems. These requirements can serve as input for open standard interfaces, and also any legacy systems and additional requirements should be translated into requirements for open standard interfaces. 1. A) Assessment of the guiding powers in standard interface development, drivers behind development of open standard interfaces and contra drivers frustrating the development of adequate open standard interfaces B) Translation of the services road operators want to offer into requirements for systems which can serve as input for open standard interfaces, probably via demonstration projects 2. Development of a (European) cooperation strategy of road authorities to stimulate the development of open standard interfaces. Part of this strategy could be to suggest intervention by the European Commission with specific regulation (as parts of free competition policies) 3. Discuss and improve cooperation strategies with European road authorities (for example in CEDR) 4. Implement a cooperation strategy of European road authorities to stimulate the development of adequate and lasting open standard interfaces

21 Indicative milestones planning R&D Demonstration Regulatory framework Market introduction Legal and Liability Issues In addition to the above, consideration would need to be given to ensuring that legal and liability issues do not unnecessarily slow or stop the introduction of the new technology that would be essential to addressing future transport needs. Work aimed at understanding potential legal liabilities relating to new technology, including interoperability and copyright issues, as well as the regulatory frameworks that would need to be implemented, would therefore be included in the Roadmap, as follows: Road operators objective Road operators problem Research needs Possible approach in development stages To ensure that legal and liability aspects are addressed in good time. Liability issues are very relevant in nearly every aspect of deployment of new ITS techniques and services, yet they are neither the primary focus nor the core competence of road authorities. The road authorities are, however, highly relevant for the responsible and insurable deployment of new ITS techniques and services Qualified and consensual procedures of data management are required to allow road operators to secure insurance contracts against system failures. 1. Survey of current and future liability issues related to data management of road operators, if possible via demonstration projects suggested for other research and development topics 2. Discuss liability issues with the European Commission and insurance partners 3. Development of a suitable regulatory framework and possible European legislation 4. Implementation of regulatory framework and legislation Indicative milestones planning R&D Demonstration Regulatory framework Market introduction

22 17 The Automated Road A Roadmap for Research 4.4 Research Prioritisation Table 6 illustrates how the research and innovation topics should be prioritised under the Roadmap into primary and secondary activities. The topics have been divided into those that fall under Intelligent Traffic Management Strategies (ITMS) and those that fall under Advanced Roadside Systems (ARS), and have also been grouped into those that would need to be co-ordinated by the European Commission with support from Member States, and those that could be co-ordinated solely by Member States. Primary Activities Secondary Activities Research and development challenges that need specific intervention from the European Commission and which are supported by FEHRL Members Intelligent Traffic Management Strategies» Cooperative systems and automated transport» New traffic control strategy algorithms» Quality and availability needs of the total chain of cooperative systems» Facilitating the process of self-management» Effect of automated driving Advanced Roadside Systems» Built-in wireless sensors» Open standard interfaces Facilitating Issues» Liability issues Intelligent Traffic Management Strategies» User orientated multimodal traffic and travel information services Advanced Roadside Systems» Vehicle recharging systems Research and development challenges that can be taken on by targeted coalitions of two or more Member States Intelligent Traffic Management Strategies» Optimisation of network utilisation Advanced Roadside Systems» Low energy lighting and signage» Automated asset condition monitoring and forecasting Intelligent Traffic Management Strategies» Remote operation concepts Advanced Roadside Systems» Integration of alternative energy sources and utility Facilitating Issues» Dynamic traffic forecasts Table 6: Prioritisation of Research and Development topics

23 Indicative Milestones for Transition towards the Automated Road Figure 6 indicates the milestones that need to be met in making the transition towards the Automated Road Element of the Forever Open Road. It is recognised that there will be early adopters of some of the initiatives emerging from the Automated Road, and there will be some countries that follow a slower transition speed. Figure 6 illustrates the expected timescales for those that become early adopting countries. It is also recognised that research and development for different technologies would progress at different rates. Current position of: Policy objectives Eight entities Vehicles Organisation Road user Infrastructure Measures Management principles Data & Information Traffic control center Goals from Europe: EU Directives ITS actionplan Easyway (Deployment Guidelines) CEDR NRA goals Road network performance Traffic safety Cooperation local authorities and market parties... Expected position of eight entities Consistent vision on the future of Traffic management & Automated Roads based on: Long term policy goals Trends and developments on: Social demographic Economical Technological (eight entities) Single Technologies Proven Sub-systems Proven Full Scale Systems Proven Complexity R&D Demonstration Market introduction MILESTONE 1 MILESTONE 2 MILESTONE 3 Technology Cooperative systems: Technology available Standardisation finished Large scale field trials (partly finished) Operations Impact assessment Cooperative system adopted in traffic management strategies Business models available Deployment plans coordinated with stakeholders Automated Roads Roadside sensor systems available Automated monitoring available Automated local Traffic Management (TM) tested Regulatory framework adapted and liability issues largely solved Automated operation Cooperative systems deployed in several regional networks Automated operation enabled Probe vehicle technologies Automated roads Liability for cooperative controlled driving checked Large-scale demonstrator on (semi) automated driving Application (e.g. platooning, intersection control) ongoing Automated roads enabled Figure 6: Indicative Milestones for Transition towards the Automated Road

24 19 The Automated Road A Roadmap for Research 5. Reference to National Programmes In delivering the Forever Open Road Programme, co-operation will be sought with a number of sister National Programmes with shared aims and goals. It is envisaged that there will be a two-way exchange of ideas and information on work packages, as well as the sharing of research expertise, test facilities and demonstrators. Furthermore, there will be a need to validate results and test interoperability, which will require cooperation across equipment and product manufacturers, and infrastructure owners. The sister programmes that are already under development and with which co-operation will be encouraged are described below. Annex 2 lists example national Intelligent Traffic Management Strategies that would relate specifically to the Automated Roadmap. 5.1 Route 5ème Génération R5G (The 5th Generation of Roads) - France In synergy with the Forever Open Road Programme, FEHRL member IFSTTAR has launched the 5 th Generation of Roads programme, which aims to design full scale demonstrators integrating the numerous innovations that are already available within research centres, and demonstrating the synergies among them. Methodology The programme is organised into a 2D matrix. The first dimension deals with the type of network: urban, periurban, interurban and local networks. In the second dimension of the matrix, the research themes are organised into the following interdependent elements, like the Forever Open Road Programme: The adaptable road - dealing with the low carbon design, construction and maintenance of roads. The resilient road - relating to the resilience of road networks regarding climate change and their energetic efficiency. The automated road dealing with the automation of traffic and operations using ICT. The acceptable road dealing with the socio-economic aspects of the programme, in order to facilitate its implementation. In particular, this fourth element aims at developing a system approach along with the associated tools to ensure that the different societal objectives of the programme are likely to be reached. Sub-system proving design and construction of full scale research demonstrators Given the complexity of the complete implementation, it is not relevant to directly design and construct a full R5G demonstrator. It is thus proposed to start with sub-r5g demonstrators. The first phase ( ) is dedicated to the testing and labelling of single innovations, which are ready to be implemented in research demonstrators. The second phase ( ) will be devoted to the integration of several innovations in a few selected research demonstrators which, in the end, will ultimately make it possible to design a full R5G demonstrator (2020) through the cross-fertilisation of the different research demonstrators. Four topic areas are considered for the programme: Co-modality urban space High Speed Automation of Roads Road and Energy Efficient and Self-Explaining Local Road Networks 5.2 STRASSE IM 21. JAHRHUNDERT (Road in the 21 st Century, R21C) Germany The objective of the German research programme Strasse im 21. Jahrhundert (Road in the 21 st Century) is to further develop the road in a functional way. Regarding the main use of the roads (interconnectivity), this process shall lead to safer, more economical, efficient, reliable and intelligent roads. In addition, it should provide innovative uses. Hence, the existing and future demands on the road system and the new global challenges are fully taken into account as part of a holistic approach. 8

25 20 Based on future requirements and new challenges, seven thematic priorities were established. For each theme, road-related innovations will be identified, further developed and transferred into practice based on a holistic assessment. The thematic priorities are: A. The safe and reliable road A central goal is to enable the secure, efficient, predictable and reliable transportation of people and goods over short and long distances. In order to reach this, the management of road sites, disruption, security and maintenance is improved, especially for the most important network elements (nodes, bridges and tunnels). Information from vehicles in the road-side information and management systems are integrated and communication to interface with safety systems is supported. Hence, efficient traffic management is made possible by meeting the information needs of each individual road user. B. The intelligent road The aim is to enable traffic management and road maintenance to take better operational and strategic decisions. In order to achieve this, the continuous monitoring of the state of the road and structures, of the traffic and road safety as well as the required sensor technology are further developed and integrated. Intelligent materials and designs measure and analyse information, e.g. pressures and influences, and react independently. All sub-systems, i.e. materials, construction, information and communication, are to be integrated into an overall system. C. The energy-saving road The energy consumption for planning, construction and operation will be minimised and provided where possible by renewable energy. For this purpose, solar, geothermal and wind energies in the vicinity of roads are proposed and new building materials and technologies (e.g. LED) and construction methods with the lowest possible energy consumption are to be used. The CO 2 emissions from the production and disposal of building materials and CO 2 emissions in the construction of roads will be lowered to a minimum. D. The low emission road The compatibility of road traffic with the requirements of emission protection is an essential element for the acceptance of motorised road traffic. With new and improved versions of standard construction methods, the traffic noise will be reduced significantly at the source. Techniques to minimise traffic-related emissions by the degradation and retention of pollutants are integrated. A classification comprehending all targets for road surface and construction will allow the selection of designs adequate to the situation. E. The road as part of the environment The road is part of our living space and an essential basis of everyday life. At the same time, negative impacts of road traffic are to be minimised, especially in urban areas. Vulnerable road users such as pedestrians and cyclists, as well as people with limited mobility need to be protected to allow their active participation in the barrier-free traffic. The effectiveness of measures to improve the amenity value and to reduce fragmentation effects should be analysed. By this, the effect of roads on the quality of human life as well as on nature and environment are already considered in the planning of transport routes. F. The sustainable road The consideration of economic, ecological and social aspects in the life cycle of transport infrastructure is a prerequisite to ensure the mobility of our society in the long term. Sustainability and (energy) efficiency are already important objectives of the German federal government. The Road in the 21 st Century Programme aims to establish a balance between economic, ecological and social aspects. The elements of road infrastructure will be considered as a whole over its lifetime, taking into account sustainability issues in the planning, choice of building materials and construction methods, maintenance and dismantling. G. The road as a future innovator The wave of innovation in vehicles of the 21 st Century has to be complemented by an adequate infrastructure. In addition to its function as a transport route, the Road in the 21 st Century has been established as an innovator and part of a positive national and European innovation climate. In order to develop building materials and construction methods that are innovative and less expensive over the entire life cycle and to transfer them as quickly as possible into practice, a test section shall be constructed. In addition, simulation techniques are also integrated into the assessment methods.

26 21 The Automated Road A Roadmap for Research 5.3 COASTAL HIGHWAY ROUTE E39 Norway Norway s coastal highway E39 is part of the European trunk road system. The route runs along the western coast of Norway, from Kristiansand in the south to Trondheim in central Norway, a distance of almost 1,100 km. The newly initiated project Coastal Highway Route E39 has been commissioned by the Norwegian Ministry of Transport and Communications to clarify the technological challenges and possibilities and to explore the benefits for industry and for society at large of developing the route into a more efficient corridor with no ferry connections. This project may reduce the travel time along the coast from Kristiansand to Trondheim by 7-9 hours, to a total of about hours. There are eight ferry connections along the route; most of them are wide and deep fjord crossings that will require massive investments and longer spanning structures than previously installed in Norway. The current travel time of hours between Kristiansand and Trondheim is also influenced by the overall road standard of the route. One of the objectives of the study is to substantiate the costs of construction, operations and maintenance, and the benefits for the society at large in a life cycle perspective of e.g. 50 years. Furthermore, this project will explore the technology required for the remaining fjord crossings. In addition to these two components, the project will consider how the road and bridge infrastructure can be utilised to generate power from solar energy, currents, waves and wind. The feasibility study contains four components: Society: likely impacts on national and regional economies, trade and industry, and employment and settlement patterns Fjord crossings: technological challenges and alternative concepts for crossing the fjords Energy: how bridge structures can be utilised for power generation from renewable sources such as solar energy, winds, waves and tidal currents Implementation strategies and types of contracts: the most appropriate and best approaches for implementing and financing a project of this magnitude and complexity. 5.4 Exploratory Advanced Research Program (EAR) USA Exploratory advanced research focuses on long-term, highrisk research with a high payoff potential. It matches opportunities from discoveries in science and technology with the needs of specific industries. In 2005, legislation established the EAR Program at the Federal Highway Administration (FHWA) in the United States Department of Transportation with up to $14 million in annual funding for breakthrough research with the potential for dramatic longterm improvements to transportation systems-improvements in planning, building, renewing, and operating safe, congestion-free, and environmentally sound transportation facilities. The FHWA EAR Program has engaged international experts by sponsoring scanning tours, convening forums, inviting expert reviewers, and offering post-doctoral research fellowships. FHWA expects to continue these ad hoc collaborations and to formalise longer term relationships as part of Forever Open Road that could lead to joint research funding or paired projects. EAR Program focus areas The EAR Program funds research across a range of issues that are critical to the transportation industry: Connected highway and vehicle system concepts Breakthrough concepts in material science Human behaviour and travel choices New technology and advanced policies for energy and resource conservation Technology for assessing performance In addition to the above, the programme also conducts cross-cutting research in the fields of nano-stage research and information sciences.

27 22 EAR Program results The EAR Program has now completed six solicitations and is in the process of making awards on a seventh. As of September 2012, the programme completed awards for 50 research projects, 37 of which are on-going, totalling about $42 million in government funds and about $17 million in matching resources. In addition to sponsoring EAR projects that advance the development of highway infrastructure and operations, the EAR Program is committed to promoting cross-fertilisation with other technical fields, furthering promising lines of research, and deepening vital research capacity. Annex 1 The Table below provides details of the people and organisations that assisted in the development of this Roadmap. Workgroup Organisation Country Role Bob Collis TRL UK Steering Group FOREX 9 Chairman Martin Lamb TRL UK Steering Group FOREX 9 Secretary Nicolas Hautière IFSTTAR France Workgroup Leader Frans op de Beek Rijkwaterstaat Netherlands Co-workgroup Leader Machiel Huizenga Rijkwaterstaat Netherlands Secretariat of workgroup Stefan Deix AIT Austria Core group member Torsten Geissler BASt Germany Core group member Eric Olsen NPRA Norway Member Sebastien Glaser IFSTTAR France Member Bart Netten TNO Netherlands Member Kerry Malone TNO Netherlands Member Ales Znidaric ZAG Slovenia Member Phillippe Nitsche AIT Austria Member Jill Weekly TRL UK Member Alan Miles TRL UK Member Anita Ihs VTI Sweden Member Roel Coupillie Department for Mobility and Public Works Belgium Member 9 The Forever Open Road Experts Group (FOREX) was formed in January 2011 to take forward the technical development of the Forever Open Road following completion of the Forever Open Road R&D plan undertaken by the Scoping Group. Activities have included contributing to the development of FEHRL s SERRP V document and the development of the Roadmaps for the three elements.

28 23 The Automated Road A Roadmap for Research Annex 2 Relevant National Intelligent Traffic Management Strategies Intelligent Traffic Management Strategies Programme title Essentials Organisation Country Extreme weather Traffic Management Strategies Combining and integrating traffic management strategies in such a way that they are fit for use in extreme weather. Rijkswaterstaat The Netherlands Freeway Merge Assist, advanced freeway merge assist assistance, harnessing the potential of IntelliDrive Improving the efficiency and safety of freeway merges using wireless communications among vehicles, the highway infrastructure, and travellers personal communications devices. FHWA United States of America Amsterdam A10 city ring, FOT advanced traffic management in Amsterdam city ring Demonstration of traffic management measures and strategies that will keep the traffic on the Amsterdam ring going. The concept is marked as Integrated Network Management (INM) and involves measures over different levels and networks. Rijkswaterstaat The Netherlands Automated Urban Transit, Assessing the potential of automated transit services Pedestrian/Bicyckle Facilities on Urban Travel Patterns. Assessing the magnitude of change needed in transportation and land use in order to make significant shifts in mobility, liveability and sustainability. FHWA United States of America DYNAMAX, FOT s for dynamically managing speed limits in respons to traffic situation Field trials with several new applications of dynamic speed limits on motorways. The objective was to gain more insight into the applicability to various policy goals. Rijkswaterstaat The Netherlands Dynamic Driver Model Development of methodologies to evaluate the night- time safety implications of the roadway visual scene under varying cognitive task loads. FHWA United States of America Grand Cooperative Driving Competition (GCDC) The GCDC is an open competition between research groups on the topic of cooperative, autonomous driving. This time, the teams had to develop a communicating vehicle controller that performs longitudinal control of the vehicle in a platooning setup. The vehicles are exchanging their positions, velocities and accelerations via wireless communication. The controller should keep a small distance to the vehicle ahead without falling below a given safety distance. Lateral control, i.e steering, was done by a human safety driver. Imobility, TNO The Netherlands Strategic Platform for Inteligent Traffic Systems (SPITS) Platform for several (real life) tests with cooperative driving, prevention of shock wave traffic jams on the A270 motorway in the Netherlands. Rijkswaterstaat, TNO, PEEK, TomTom, province Noord Brabant, city region Eindhoven The Netherlands VII Applications This project was developed to expand the frontiers of thinking about vehicle-infrastructure cooperation, beyond those in the orginal national Vehicle Infrastructure Interaction (VII) initiative, in several dimensions. FHWA United States of America POLIS Polis is a network of European cities and regions working together to deploy innovative technologies and policies for a more sustainable mobility. In the programme element Mobility and Traffic Efficiency it aims for improvement of efficiency of the traffic network. European cities and regions Europe

29 24 Advanced Roadside Systems Programme title Essentials Organisation Country Advanced Utility, Sensory and Communication Systems Harvesting energy from traffic using piezoelectric generators (PEGs). Netivei Israel Israel Self-contained wirless sensing devices Evaluation of the feasibility of embedding self-contained wireless sensing devices into pavements to collect information about its condition. TRL United Kingdom Drive Testing the feasibility/viability of recharging electric buses while driving and while stagnant at bus stops. BRRC Belgium Laser Lane Marking Special reflectors were designed and manufactured in four different materials for durability testing of light sources to improve the visibility of lane markings. NPRA Norway Autonomous Vehicles The avoidance of intersection collisions through the application of autonomous vehicles technology and the control of autonomous vehicles for optimal flow through intersections. FHWA United States of America ISKIP Intelligent System of Complex Vehicles Identification. IBDIM Poland Visibility Requirements Research on the visibility requirements for navigating on a curved two lane rural roadway at night. The approach is to study the boundary between autonomus robotic driving systems and human cognitive systems. FHWA United States of America Bearing capacity monitoring using probe vehicles (BIFI) Development of a tool to monitor and judge the load- bearing capacity of roads or road networks in a detailed and dynamic way. This tool will help to change current strategies (road closure in case of doubt) and would save considerable amounts of industial cost due to logistical suboptimisation. Semcon, Klimator, Traficverket, Varmlandsakarna, Hogskolan Dalarna, Lulea tekniska univesitet Sweden Slippery Road Information System (SRIS) Using a variety of sensory information, partly from in vehicle sensors, to forecast slipperyness and activate warning systems. IVSS, SAAB, Caran Swedish Transport Administration, Combitech, Klimator, WM-data, Bilia, CaranEis Sweden

30 25 The Automated Road A Roadmap for Research notes

31 notes 26

32 our members AIT, Austria with TUW IFSTTAR, France RWS-DVS, Netherlands with TNO & TUD ANAS, Italy with UNIFI IGH, Croatia TECER, Estonia BASt, Germany IP, Serbia TRL, United Kingdom BRRC BRRC, Belgium KEDE, Greece with NTUA VTI, Sweden CDV, Czech Republic KTI, Hungary VUD, Slovakia with University of Žilina CEDEX, Spain LAVOC, Switzerland ZAG, Slovenia CESTRIN, Romania LNEC, Portugal our associates CIRTNENS, Bulgaria LVCELI, Latvia ARRB, Australia Derzhdor NDI, Ukraine NPRA, Norway with NTNU & SINTEF CSIR, South Africa DRD, Denmark NRA, Ireland with UCD & TCD NETIVEI ISRAEL, Israel IBDiM, Poland PCH, Luxembourg TFHRC-FHWA, USA ICERA, Iceland RRI, Lithuania FEHRL Blvd de la Woluwe 42 /B Brussels, Belgium