ITS in the Netherlands

ITS in the Netherlands

In opdracht van het Ministerie van Infrastructuur en Milieu© Connekt

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Contents

Contents 3

Preface 4

1 Introduction 5

2 The development of ITS in the Netherlands 72.1 ITS as a solution to growth in traffic 72.2 Public-private cooperation - The market, unless... 11

3 From stand alone to connected systems 133.1 Increasing value by interconnecting stand alone systems 133.2 ITS Standards 133.3 Databases 143.4 ITS system tests, pilots and demonstration projects 15

4 Networking to create end-to-end solutions 194.1 Informed anytime anywhere 194.2 Developing and testing hyperconnected and cooperative systems 214.3 Pilots 21

5 Observations 235.1 General 235.2 Relation with ITS Directive 24

Appendix A Inventory of Actions 27Appendix B Inventory Installed Base 31Footnotes 32

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Preface

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This report contains the 2011 NationalInventory of ITS for roads in the Netherlandsin response to the demand formulated in ECDirective 2010/40/EU.

This report contains an overview of the currentstatus of ITS in the Netherlands (the installedbase) and provides a (non-exhaustive) list ofpast and present actions. This report is issuedby the Ministry of Infrastructure and theEnvironment and is written by Connekt ITSNetherlands.

The inventory started with four workshopsinvolving a selection of public and privateparties that are involved in ITS. Additionalinformation was collected with assistancefrom the national road operator Rijkswater-staat, which helped complete the inventoryof the development of ITS and identify majortrends.

The Ministry of Infrastructure and the Environ-ment’s review group added policy aspects tothe final version.

With 16.6 million inhabitants, a surface areaof just over 33,000 square kilometres andapproximately 91 million vehicles, the Nether-lands is densely populated and very mobile.The primary road network, with a total lengthof about 5,500 km, is highly utilized and thisleads to an average of 200 kms of traffic jamsper working day. Many measures are taken tofacilitate this high level of mobility and manymore are needed as traffic is expected to growbetween 10 and 35%2 between now and 2020.Next to commuters, freight transporters areone of the major users of the road network.With its 750,000 jobs and 8.5% of GDP, this isone of the larger sectors in the Netherlands.

The ITS Directive (2010/40/EU Article 17), thescope of which encompasses ITS for roads withinterfaces to other modalities, demands thatMember States submit to the Commission,by 27 August 2011, a report on their nationalactivities and projects regarding the priorityareas. The ITS Directive defines a number ofpriority areas and actions for the next 7 years.

This report contains an overview of thestatus of ITS in the Netherlands and providesa (relevant) list of current systems and actions.As this inventory shows, there has beensubstantial deployment of Intelligent Trans-portation Systems (ITS) in the Netherlandsin the last few decades.

Chapter 2 describes the development of ITS inthe Netherlands. It highlights the relationshipbetween the public and the private sectors indeploying a large ITS installed base.

Chapter 3 focuses on the current main topicsof ITS in the Netherlands. As stand-alone

systems get more connected shared standardsfor information exchange and shared databasesare vital for the development of more advancedITS services.

Chapter 4 looks at the generic trends inconnectivity and mobile computing in societythat will have a profound impact on the ITSactions in the Netherlands in the near future.The potential of a networked society wheremost individuals, vehicles and goods cancommunicate about their location anddestination cannot be underestimated.

Chapter 5 describes general observations andlinks these with the ITS Directive’s guidelines.

Annex A lists the most relevant activities inthe Netherlands as well as their relationship tothe priority actions and activities as describedin article 2 and 3 of the ITS Directive. Annex Bprovides an inventory of the installed base inthe Netherlands.

Introduction

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2.1 ITS as a solution to the growthin trafficUtilisation of the Dutch transportation networkhas grown constantly, showing a significantrise in the number of passenger car kilometres(31% from 1995 - 20093), a steady growth innumbers of train passengers (27% from 1995 -20094) and constant growth in the transpor-tation of goods (13% in ton kilometres from1995 – 20095).

There was a sharp drop due to the crisis; 31%growth was realized until 2008. This growthexceeded the additional network capacity andincreased congestion (61.9 million vehicle-hours lost in 20106). Improved utilisation ofthe existing infrastructure has been a policypriority requiring more intelligent traffic man-agement and information with ITS as a tool.

The development of ITS in the Netherlands

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Figure 2.1 Passenger kilometres for different modalities and per type of infrastructure (Source: Mobiliteitsbalans 2010, KiM). It shows the development of usage of the main infrastructures (primary road systems, secondary road systems, trains)and the levels of primary road network utilisation.

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Traffic ManagementThe first traffic lights (which can be seen as thefirst ITS measures on the Dutch road network)were deployed in the 1930’s in cities such asEindhoven, Amsterdam and The Hague. In theearly 70’s and 80’s, the first Automatic IncidentDetection Systems (based on detection loopsand on Variable Message Signs (lane signalling)on gantries above the road) as part of theMotorway Traffic Management system weredeployed in the Netherlands. The main goalswere to:

1 Prevent rear-end traffic jam accidents;2 Improve traffic safety by closing a lane

when an incident occurs.

Due to the further foreseen growth of mobilityin the 1990’s the Ministry of Transport, PublicWorks and Water management created theTraffic Management programme for primaryroads7, which was produced in 1994. This policydocument instigated the intensified implemen-tation of Traffic Management measures(Making better use): more monitoring anddetection systems, including weather moni-toring and warning systems, a communicationnetwork along all motorways and rampmetering on the ring roads of large cities in theNetherlands. New technological developments,such as RDS-TMC (Radio Data System - TrafficMessage Channel), Traffic Control Centres andthe implementation of Incident Managementon the Dutch road network were also part ofthis policy.

Almost all motorways are now monitored withITS. 980 Km (41% out of 2,346 km) of themotorways are equipped with lane control andthere are over 15,000 speed limit matrix signs.Dynamic Traffic Management displays real-

time travel information8 on one of the 200Dynamic Route Information Panels (VariableMessage Sign) to advise the road user. This hasresulted in a reduction in lost vehicle hours ofbetween 5 and 10%9. ITS is also applied toreduce environmental impact. For example,reduced speed limits are enforced nearinhabited areas by measuring average speedsper car/per section using Automatic NumberPlate Recognition. Well over 3 billion Euro10 hasbeen invested in Traffic Management Systemssince 1995, resulting in a reduction of vehiclehours lost and fewer accidents and casualties.

For example, VMS’s have been estimated toreduce the number of accidents by 5 - 10%11

(effects often depend on specific localconditions). Maintenance costs are estimatedto be approximately 60 million Euro a year.In the coming years, further investments willrise to 200 million per year until 202012.For reasons of economy, safety and betterserving the road user, international standards,such as DATEX and recommendations for theuse of VMS, are applied when applicable.EASYWAY is an important platform for harmo-nization and cooperation with neighboringnetworks. The development of the DeploymentGuidelines within EasyWay will be a major steptowards achieving European harmonization.

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Traffic Information The need to communicate real-time informa-tion on the state of the transportation networkbecame apparent in the late 1980’s. Next toregular congestion information broadcasted byFM-radio channels, the monitoring equipmentfor traffic management allowed the nationalroad operator, Rijkswaterstaat to offer moreprecise traffic information to the end-user.Since most major roads are equipped withDRIPs these VMS allow quick, localized trafficinformation to be disseminated to the end-user.It is estimated that on-trip route informationcan reduce congestion by 5-10%13 at thespecific equipped locations. Research onpre-trip travel information has shown that upto 35% of travellers is willing to change theirschedule (modality, time or route) if trafficinformation is real-time, reliable and easilyaccessible.

Private parties have also become prominent inthe provision of traffic information. One of thefirst private parties, ANWB, started in 1993

with the provision of traffic information toend-users. Since 1998 a private company(called VID) has been specializing in gatheringand disseminating traffic information. TomTomintroduced the next step (2007 - 2008) byproviding real-time personal traffic informationon navigation devices. This information is moreaccurate and route-specific, since it is based onreal-time feedback from the navigation systemsin cars (using, for example GPRS connections)creating a second source of real-time data.

Cross Border ManagementWithin the context of EasyWay, neighbouringcountries have developed cross border manage-ment (CBM) to inform drivers about enduringincidents or accidents and advise them aboutalternative routes to reduce time losses andnuisance. In the Netherlands, CBM reroutingis applied between Rotterdam-Antwerp,Eindhoven-Cologne and Arnheim-Oberhausen.Unofficial CBMs are applied between the Northof the Netherlands and Lower Saxony.

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Road pricingThe policy option to influence demand bychanging fixed vehicle purchase tax and roaduse tax into a road use toll, variable on thebasis of time, place and environmental classhas been under serious investigation since the90’s with different focus areas. From 2007onwards, the architecture incorporatedindividual GPS-enabled devices (on-board-units) per car, measuring position, locationand time of day and calculating a variableroad price.

The objective of the important Anders Betalenvoor Mobiliteit (Pay Differently for Mobility)project (2005 – 2010) was twofold. First of all,it aimed to introduce a pricing mechanismwhich would discourage drivers from drivingduring peak hours or consider alternatives,secondly it set out to reorganise the fundingmechanism for infrastructure and transport. There has been extensive involvement of theprivate sector in relation to specifying anddeveloping the first system of this size.

Many parties recognised an opportunity, onthe basis of the introduction of this standard,to monetize new value-added services formobility; the government spent approximately100 million Euro on preparations with respectto the introduction of this system.

The project was aborted in 2010 after thegovernment had to resign and the politicalsupport to take this unprecedented stepfaltered. In 2011 the law will be changed toallow for new roads to be tolled as a financingmechanism.

Mobility managementThe desire to gain some real life technologicaland social experience with variable taxation,reward systems and on-board units, wasrealised on the back of a number of projectsaiming to reduce congestion in specific areas.This was often prompted by large, plannedroad-works which would temporarily reducethe capacity of the road. This created multipleopportunities to see if congestion could bereduced during the construction period (oftenyears) via a combination of ITS and incentivesystems (e.g. financially rewarding for notdriving, eliminating 3-10% of traffic duringrush hours).

For example: on the A15-corridor the ITSreward system has been implemented withgreat success. The average reduction ofpeak-hour trips for the 2,041 participantscompared to the original situation is 59%14.

The responsible authorities have establishedan organisation called De Verkeersondernemingto decrease traffic congestion during road construction on the A15. These constructionworks are the first step in the expansion ofthe port of Rotterdam into the sea withMaasvlakte 2 (adding 12 kms of additionalquays and 2,000 hectares of land).

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2.2 Public-private cooperation -The private sector, unless…Since the 1990’s, ITS in the Netherlands hasbeen based on a cooperation between thegovernment and the private sector. ITSNetherlands was founded as a public-privateinstitution in 199615. The main goals of ITSNetherlands, now part of CONNEKT, are:

1 Creating support for ITS among a largeraudience by disseminating knowledge;

2 Facilitating a network of experts on thebasis of contacts with international ITS-oriented organisations and organisingcoordination meetings;

3 Stimulating the development of newexpertise by means of supporting thedevelopment of architecture, standardi-sation and protocols.

Good traffic management requires the collec-tion of accurate road data, real-time trafficdata and the dissemination of traffic informa-tion and predictions to end-users. The growthof the private sector, collecting their own(elements of) data and delivering servicescommercially, required the establishment ofrules of engagement between the governmentand the private sector. Discussions about theserules of engagement led to the establishmentof a strategic board for traffic information andtraffic management in 2009. This board’s maingoal is to formulate a joint vision in relationto the development of traffic information andtraffic management between public authoritiesand private parties. On the practical side, aso-called National Data Warehouse is nowalso operational.

The main focus for ITS in the most recent policydocument Vision for Infrastructure and Land use and the letter to Parliament ProgrammeImproved Utilisation16, is the involvement ofthe private sector in assisting with the deploy-ment of intelligent end-to-end solutions, forboth passenger and freight transport. Trafficmanagement and traffic information are gearedtowards peak shaving, i.e. exploiting the factthat reducing vehicles during peak hours by arelatively small number means a much greaterimpact on congestion reduction can be realised.The policy is to help the private sector realisethese kinds of services and restrict interven-tions to cases where a greater goal or ambitionwould not be served.

In 2010, the Netherlands handled 3.7% ofglobal trade, leading to large amounts offreight traffic. The Task Force TopteamLogistics recently published their recommen-dations for increasing the competitivenessof the sector. One of the main recommen-dations is to create an industry-wideIT-platform (public and private) to facilitateseamless integration of the logistics network:a Single Window for Trade and Transport.

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Incident ManagementIncident Management has a high priority inthe Netherlands, as any small disturbancecreates substantial secondary effects on thehighly utilised and interconnected roads.Getting rid of these disturbances quickly andallowing the traffic to flow at maximumcapacity was (and still is) one of the majorpolicy goals of Incident Management inthe Netherlands.

In 2009 13% of vehicle hours lost were directlyrelated to incidents. Whilst 80% of theincidents are small and can be solved by roadusers, the other 20% tend to last longer andheavily influence the throughput of traffic,increasing congestion levels considerably. Forlarger incidents a reduction in handling time ofbetween 5 and 120 minutes can be realised ifIncident Management is applied, reducingcongestion by up to 30%. These savings can,for example, be gained by alerting a salvagecompany as soon as the notice comes in andrewarding these companies for delivering goodquality. ITS provides tools at several steps inthis process, including: incident detection(e.g. with cameras), communication betweenemergency services and the provision of trafficinformation to the end-user.

A high level of expertise has been gained onhow to implement Incident Managementefficiently and cost-effectively. The organisa-tional challenge is the creation of cooperationbetween the different stakeholders that mustbe involved in the Incident Managementprocess. This level of cooperation wasestablished by setting a common goal: free andavailable roads for drivers. The proactive roleof the Dutch road operator, Rijkswaterstaatalso created an extra stimulus for obtainingthis cooperation. Within EasyWay, Incident Management is dedicated as a service for theroad user throughout Europe.

The next step for Incident Management isfurther integration with Traffic Managementbecause these two heavily influence eachother. Technological improvements, such as acommon communication system as well asthe virtual integration of the traffic manage-ment centres with emergency services opera-tion rooms, have signified the first steps in thisprocess for the primary road network. Also, e-call is currently being integrated within theincident management process and is expectedto deliver even more societal benefits. Initialestimates claim a further reduction in vehiclehours lost of 5% for eCall alone.

From stand alone to connected systems

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3.1 Increasing value byinterconnecting stand alone systems The next step, beyond individual road manage-ment of the highways, is network managementand the interaction between different typesof roads to manage the interoperability tofacilitate road-user consistency. Not onlyshould information be shared within modalities(e.g. real-time travel information on publictransport stops) but also between modalities(e.g. by means of Park & Ride signs with multi-modal travel information). The traffic manage-ment systems for primary and secondary roadsare being connected, allowing for betterinteraction between the two. Connectingmultiple systems allows for improved door-to-door information and route guidance for theend user. The same type of connectivity isneeded for trade and transport in order to reapthe benefits of real-time track & trace data.Policymakers recognised that both the privateand public sectors would benefit from thedevelopment of standardised protocols, inter-faces and data models. Secondly it becameclear that the creation of data exchanges forall types of modality and data-user wasinevitable for the next step. Thirdly, addinginterconnection increases the complexity of thetotal ITS system, making it even more necessaryto create pilot projects and real-life tests togain experience in practice.Networks, traffic or transport do not stop atthe borders, certainly not for our own orforeign drivers and travellers. Economic, mobi-lity and safety benefits are at stake. The aspectsof international harmonisation and continuityof services, therefore, must be taken seriously,not just in research but also in implementationand in operations. the Netherlands is an activepartner in the unique European cooperationbetween road authorities for implementingharmonised EasyWay ITS services.

3.2 ITS StandardsThe Netherlands actively participates inexisting global and European standardisationplatforms such as ETSI, CEN and ISO. Prominentareas include tolling and security, dataexchange and cooperative systems. WithinEasyWay, the Netherlands participate in thedevelopment and further improvement of theDeployment Guidelines for ITS implementationsin Europe. The Netherlands has the principleintention that future implementations will bedone according to the EasyWay DeploymentGuidelines. Specific standardisation aspectsneed to be elaborated for and applied to theNetherlands. Three of those Dutch standardiza-tion efforts are:

• BISON - A platform on which standards onthe exchange of data on public transportservices are developed, harmonised andguarded. BISON is also used as a knowledgecentre for the public transport concessionsand related IT-policies. Within BISON, bothpublic and private stakeholders arerepresented in addition to transportationproviders and travellers. Activities include thedevelopment and maintenance of informa-tion standards which are applied to informa-tion exchange within the public transportarena, e.g. a standard for static and dynamicinformation on public transport stops. Thestimulation of continuity and private practicein relation to public transport informationexchange and the provision of advice withrespect to dynamic travel information inpublic transport are also aspects of BISON.Furthermore, expansion and integration withexisting European and international stan-dards is also one of the goals.

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• GROUN - Organisation for the exchange ofdata between map-makers and road authori-ties. In this project, paid for by the Ministryof Infrastructure & the Environment, roadauthorities and private parties collaborateto enhance the exchange of relevant staticroute information, facilitating route plannersand navigation devices and optimising routeplanning for their users. This initiative startedin the province of Zeeland as a central roadinformation desk bringing together all avail-able digital road information. The importanceof such an initiative was recognised to suchan extent that it became part of the NationalData Warehouse database, meaning easyinvolvement of more public and privateparties. The follow-up to GROUN is the legalobligation to make digital standardisedtraffic notifications from public authoritiesavailable in one location. These notificationsare to be shared with navigation serviceproviders and can include specific informa-tion for trucks, such as bridge and tunnelheights and weight limitations, and preferredroute alternatives.

• MOGIN is the Dutch platform where techni-cal operational aspects for sharing mobilityinformation between public and privateparties are addressed. The stakeholdersinvolved, for example, have indicated thatthere is need to reach an agreement on thestandardisation of mobility information andlocation referencing. These agreements, ofcourse, also can be used between privateparties to facilitate the exchange of data.These results will be used as input for theEuropean standardisation.

Both public and private parties are representedin all platforms.

Connected public transportFirst steps are taken by the public transportservice provider 9292ov17 to connect theirnetwork to the EU Spirit initiative. EU Spirit isa European travel information service offeringthe calculation of itineraries between Euro-pean cities and regions with regard to publictransport. EU Spirit itself is not a travelplanner but a compilation of already existinginternet based informationservice systems forshort and long distance traffic. EU Spirit isused in such cases when a customer, not onlywants to travel inside one city or region but isin need of an itinerary between differentEuropean regions.

3.3 DatabasesStrongly related to the discussion on standar-disation, is the establishment of databaseswhich are required in order to make informa-tion widely available.

The main traffic information database fortraffic management in the Netherlands isthe Nationale Databank Wegverkeersgegevens(National Data Warehouse for the road networkand Traffic Information or NDW for short),which became operational in 2010. The mainobjective of the NDW is to establish an opera-tional National Data Warehouse for TrafficInformation on a basic network of at least5,500 kilometres of national, provincial andmunicipal roads within 5 years (from 2008-2013). NDW will become the databank that willcollect, process, store and distribute all relevanttraffic data using the European DATEX IIstandard. NDW is more than just a DataWarehouse, however, it is also a collaborationbetween 15 road operators covering approxi-mately 60% of total Dutch traffic.

NDW has set the goal to collect traffic infor-mation for their measured road network oncea minute and send an update to their usersevery 75 seconds.18 Total costs for the NDWare estimated to be 67 million Euro’s between2008 and 2013.

The information that is collected in the data-base is provided to road authorities as wellas service providers of traffic information,allowing them to create a complete overviewof both primary and secondary roads. The infor-mation is both static and dynamic, containingall the relevant information which allows formore efficient traffic management as well asmore effective route guidance.

Three other shared data exchange initiativesare currently under development:

• Two initiatives are being combined in publictransport: the National Data office for PublicTransport (NDOV) serves as a high-levelstandardisation and quality control groupwhile GOVI (Borderless Public TransportInformation) establishes a governance modelcovering the two major existing databaseson public transport. This data can be used formulti-modal journey planning systemsprovided by service providers. GOVI is usingthe BISON standard that was mentioned inthe previous paragraph.

• NDPV – a dataoffice holding first static19 andlater dynamic data on parking facilities (firstoff-street later on-street), making it possibleto provide customised parking services todrivers. In the Netherlands, 9 million parkingplaces are available, 500,000 of which arepaid parking spots, 2% of which are in carparks.

The 34,000 or so parking spaces close to publictransport hubs are of particular interest inorder to support the flexible use of modalities.

3.4 ITS system tests, pilots anddemonstration projectsAs part of the Mobility management test sitein the province of Noord-Brabant, a numberof Value Added Services are tested. These willinclude the Intelligent Speed Informationapplication near schools which involves reduc-ing the maximum speed near schools duringopening hours. Other services include parkinginformation and information about road works.The speed information application is based on astatic map and the opening hours of schoolsand provides time-related Speed Advice20.

In the province of Noord- & Zuid-Holland alarge Intelligent Speed Adaptation test hasstarted in which participants are divided intotwo groups. One group of drivers only receivesfeedback about their driving speed behaviour(with the option to intervene when the limit isnot respected for a specific time) while theother group cannot drive above the limit at allas they have a so-called active SpeedAlert sys-tem. This test started in April 2011 and will lastfor 7 months. One of the remaining questions,besides the technical aspects, involves theissues of liability and this must be thoroughlyinvestigated21.

The safety of vulnerable road users has a highpriority in the Netherlands as cycling is a verypopular activity. The development of an airbagmounted on the outside (windshield or bonnet)of cars (as a potential safety measure), specifi-cally to protect cyclists that are hit by a car,is a prominent example of that priority.

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The Fileproof programme’s main goal wasto increase accessibility and improve theefficiency of traffic. Interesting ideas that wereput forward were tested in practice to identifypotential benefits. A total of 60 projects wererun, resulting in a reduction of 3.4 millionvehicle hours lost in 2008, creating a societalbenefit of approximately 50 million Euro.

The Accident Prevention Systems for trucksproject (part of the Fileproof programme)tested whether the various ITS systems thatare available for trucks actually increase safety.A total of 2,400 lorries with Advanced DriverAssistance systems were monitored for close to100 million kilometres. The systems tested were

Headway monitoring and Frontal collisionwarning, Lane Departure Warning Assist,Adaptive Cruise Control, Directional control andBlack Box Feed Back. A side-effect of the test isthat many of the trucks in the Netherlands arenow using accident prevention systems.

Mobility management is seen as one of themost important successes of the last decadein the Netherlands. More than 10 sizeableprojects have been tendered and are opera-tional, with a great deal of success. Keysuccesses include: an area with heavy con-gestion, an easy explanatory project for theend-user and national and regional authoritiesand cooperation from the private sector.

Another example is the Blind Spot Detectionand Signalling Systems project. Its aim wasto improve our knowledge about the role thatactive detection and signalling systems fortrucks can play in reducing blind-spot acci-dents where a pedestrian or cyclist is run overby a truck taking a corner. Modelling and testshave shown how quickly the situation can

become dangerous and how hard it is forcurrent sensor technology to detect imminentdanger in time to prevent accidents22. In EasyWay initiatives are developed toincrease the safety and security of IntelligentTruck Parking throughout Europe and specialattention is given to the transport of hazardousand dangerous goods.

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Following the positive example of the GreenWave project (part of the Fileproof program-me), where average waiting times at trafficregulated intersections were reduced by 30%,two other pilots were also started. The adaptiveregulation of traffic lights, which can beattuned specifically to trucks (Magic Green) ornormal cars, to obtain a smooth flow of trafficis currently under investigation. The ODYSAsystem, for example, provides speed advice todrivers to prevent them from needing to stopfor red traffic lights. Furthermore, as part ofthe Brabant in-car II research programme, aproject called RDSA (Radio Dynamic SpeedAdvise) focuses on providing traffic light infor-mation to the driver by means of RDS-TMC.

Transport and trading are very importanteconomic activities for the Netherlands. Themain focus of the concept of Synchromodalityis to attain a better match between transportvolumes, time available and the mix of moda-lities. It is basically the next step after inter-modality where modalities and connectionsare fixed in advance. Synchromodality, in turn,allows for a growth in transport volume withlower costs for the environment and surround-ings. The available capacity of transportationmeans and infrastructure together determinethe choice of modality (road, waterway, air orrail) depending on the type of freight. ITS isvital within this concept.

The expected threefold increase in the numberof containers arriving at the port of Rotterdamin the coming decades has increased the needto improve the logistic performance of thetransport facilities from the harbour to itsfinal destination. A large programme (100 M€)called Impulse Dynamic Traffic Managementfor Waterways has been started in order toimprove (mainly through ITS) the logistic

integration of barge shipping within the water-ways. The three main aspects of the programmeare:

A specific initiative that is currently underwayin the Netherlands is the development of thenew roadside equipment for highways whichwill be required for the coming improvements.These monitoring and data-acquisition termi-nals collect and process traffic data and playa crucial role in lane control signalling andmonitoring. The need to upgrade the currentequipment as it nears the end of its technicallifecycle (15 years) creates an opportunity tointroduce a new generation of roadsideequipment that is flexible, fast, adaptable andfuture-proof. This will enable:

All of the road authorities in Easyway inEurope, both public and private, are workingtogether to collectively try to develop anddeploy cooperative systems.

• Aspect 1: Further optimisation of the inter-nal organisation of the public authorities aswaterway operator;

• Aspect 2: A Single Window (sharing informa-tion between public and private parties);

• Aspect 3: Expanding knowledge base(providing information on how to take thewaterways to the next level).

• Market conditions to be improved;• Specific services to be offered;• Commercial innovations to be supported;• Open standards to be used as a base for

opening up the upgrade path to cooperativesystems.

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Networking: end-to-end solutions

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The widespread availability of navigationdevices in combination with cheap mobileconnectivity allowed navigation systemproducers to introduce systems that collectreal-time traffic flow data from manythousands of drivers simultaneously. Theaggregated flow data in relation to the move-ment of many mobile phones adds floatingphone data as another layer of real time trafficinformation. The most recent development isthe spectacular adoption rate of GPS-enabledsmart phones, triggering many applicationdevelopers to monetize location-awareservices and mobility services. Experimentssuch as the fully integrated Personal TravelAssistant (Amsterdam, 2010) have demon-strated the potential of smart phones withmobile internet for Mobility Service Providersthat provide end-to-end/door-to-door mobility

services. The major challenge in realising door-to-door mobility services is to make data avail-able to connect road traffic information withpublic transport information, especially at thelocations where a transfer between modalitiesis possible (e.g. parking). The market is expectedto start delivering this type of mobilityserviceswhen the business case is positive.

As already shown in the previous chapter, thegovernment’s policy is to facilitate privateinitiatives by setting standards and makingdata accessible. As a result, multiple initiativesare being proposed. These initiatives includeNIO, a plan claiming a 15% more efficient useof the road network and a reduction of 20%of vehicle hours lost in 2014 by applying acombination of new and existing technologies(see website for more information)23.

Figure 4.1 Penetration of navigation devices per household in the Netherlands (2011 is a forecast)(Gesellschaft für Konsumforschung - GfK, 2011)

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4.1 Informed anytime anywhereIn the previous decade the level of dataconnectivity for computing devices, machinesand (mobile) persons rose to unprecedented

levels. As a result, new ITS options that wereunthinkable some years ago have now becomeavailable.

Route guidance

Parking guidance

Traffic RegulationInstallation

Rampmeter

Signaling

Warning signs

DRIP’s

Inform Advice Warn Instruct Intervene Price incentive

Travel information

RDS/TMC inroute navigation

Flexiblesigns

Staticroute navigation

Firstgeneration

eCall

Second generationeCall

DynaMax

Coöperative traffic contoller(starting with ‘nomadic devices’)

Intelligent EcoDrive retro-fit Intelligent EcoDrive off factory

Speed & Hazard alertin ‘nomadic device’ Speed & Hazard alert in vehicle

Dynamic Speed Profiles

Coöperative ACC

Enhanced driver awareness

Coöperative traveller assistant

Dynamic lane allocation

Dangerous goods guidance

Dynamic routing

Frontal collision warningin generic roads

Intelligent coöperativeintersection safety

Safe lane change manoeuvresin generic roads

Online dynamic route navigation

Dynamic routing nomadic devices

Dangerous goods guidance ‘nomadic devices’

eCall

ACC

Blind spot monitoringLane keeping assistanceLane departure warningLocal danger warning

Stop & go

Obstacle & Collisionwarning and avoidance

Adaptive head lights

2008 2010 2012 2014 2016 2018 2020

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Figure 4.2 Reference Architecture Traffic Management

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In the freight sector tracking-and-tracingsystems have become commonplace andapproximately 30% of trucks are equippedwith specific on-board computers24. This allowsactivities to be planned more efficiently, dataon transport to be shared and combined ridesto be organised. The next step is to actually

share this data amongst (competing) stake-holders in order to facilitate cross-chaincontrol centres to increase benefits. Theincreased level of networked systems hasidentified a key issue in the development ofITS systems, i.e. the ownership, use andre-use of data.

The Reference architecture for traffic manage-ment shown below is one of the roadmaps thathave been developed in the Netherlands in the

past few years. It shows just how active theNetherlands is in developing concepts andinnovations for ITS.

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When data is seen as input for creating asingle value added service, it is clear that morecomplex services require many inputs frommultiple sources. The economic cost of havingto negotiate every bilateral agreement on howdata can be licensed, paid for, used, whatquality can be expected, what liabilities can beexpected and so on from scratch is impedinggrowth. This is an aspect that needs to beaddressed in the coming years and the steeringcommittee for traffic information is currentlypreparing a plan focusing on solving these issues.

4.2 Developing and testing hyper-connected and cooperative systemsAn important development project is theopen platform for in-car systems called SPITS(Strategic Platform for Intelligent TrafficSystems). SPITS is based on the three large 6thFramework Integrated Projects that werefinished in 2010, CVIS, SAFESPOT and COOPERS.SPITS focuses on three areas: traffic manage-ment, in-vehicle solutions and service down-load and management solutions. SPITS hasdefined an open, affordable, and scalable in-carplatform for future systems, and explored newtechniques in cooperative driving and mobility.

By utilising existing standards and creatingpragmatic solutions and architectures, as wellas a complete set of reference applications,the SPITS partners have delivered a toolkit thatcan easily be built upon by innovators. Impactstudies will quantify the effects of the applica-tions on throughput, comfort, safety and theenvironment25. One of the promising applica-tions that has been developed is CooperativeAdaptive Cruise Control. CACC provides an op-portunity for congestion (and more specificallyshockwaves) to be tackled and showed a po-tential reduction of 30% in current congestion.

Complex systems need a good test environ-ment, a test in near real-life situations withnormal drivers where the environment is ascontrolled as possible. The Netherlands hasidentified the need for these tests to beconducted permanently and initiated, witha collective of public and private parties, theDutch Integrated Test site for CooperativeMobility (DITCM). The goal of the test site isto enable all system producers to test theirsystems and identify the potential effectsthese systems have on traffic, the environ-ment and safety. Several large scale tests(A270 tests) were conducted with volunteerdrivers in 2010 and 2011.

4.3 PilotsOne of the major and very specific develop-ments with respect to traffic safety is thedeployment of eCall. The Dutch government(and other involved parties) are activelyparticipating in the pre-deployment pilot thatis currently running in Europe. This pilot isperformed together with other involvedstakeholders such as the national police andthe national road worthiness institute, butalso involves private parties who will functionas service providers when real deployment istaking place.

A development from the private sector is toidentify Value Added Services for the eCalltechnology, viz. bCall (breakdown call), wherethe driver can request road side assistancewhen his car breaks down.

Besides the already available ITS applicationson the highways, ITS can also be used as aninstrument to overcome environmentalproblems such as air quality and noise nuisancewithin urban areas. One of the initiativesrunning in Europe, but also tested in theNetherlands, is the FREILOT project. FREILOTaims at increasing the energy efficiency ofurban freight through the deployment of ITS(Intelligent Transport Systems) services.

The pilot area in the Netherlands includes amain route near Eindhoven, with 11 intersec-tions, all connected in an adaptive urban trafficcontrol system. The urban traffic control systemwill be augmented with fleet-specific sensorsat strategic locations to detect the pilot fleetand existing detectors will be upgraded toselectively detect long vehicles. Additionally,the network can be used to calculate actualreal-time travel times and the predictednumber of stops for the two routes by whichthe trial fleet can exit the city26.

The throughput on highways can be furtheroptimised by making use of Dynamic Speed

limits. This so-called Dynamax system has beentested in the Netherlands at four locations(57 kilometres) and in relation to various objec-tives (AID, speed harmonisation, bad weatherspeed reduction, environme nt). The next step isto set up tests where the dynamic speed limit isactually brought into the vehicle and is therecommended speed for that specific vehicle.For large scale deployment European Standardsare needed.

Another large field operational test focusingon traffic management is the large scale testin Amsterdam, where the proof of concept wasdelivered last year. The goal of the test isdemonstrating the effect of actively performingnetwork-wide traffic management on the ringroad as well as the main urban arterials andincoming highways. Operationally this meansthat the traffic on the ring road stays fluid.If results are promising this will lead to morereliable and robust travel times, an increase intraffic safety to homogenise the traffic flow,no deterioration of the environmental impactand happier road users.

Sensor City (partly EC funded) is an ambitiousproject which has been initiated by theprovince of Drenthe and the city of Assen.The main goal of this unique project is torealise a large measuring network which willallow the application of various ITS services.Sensor City will serve as a pilot project anddisplay for the adaptation of sensor systemsand allow for further deployment of suchsystems within the region. Sensor City aims tocreate visibility for the practical applicationsof different sensor technologies. The use ofvarious concrete applications which are beingformed in sub-projects, means that actualservices or products can be provided tocompanies or other interested parties.

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Observations

5

5.1 GeneralThe growth in traffic on an already intensivelyused primary road network, creating problemsof congestion, safety and the environment,has been one of the triggers for the earlydeployment of ITS in the Netherlands. ITS hasbeen adopted quite successfully as a tool tosolve practical problems in the mobility system.This approach has resulted in a focus on trafficmanagement, on end-to-end solutions (door-to-door) over multiple modalities and on safety.The large number of cyclists in the Netherlandshas led to an additional focus on ITS systemsthat protect vulnerable road users. The impor-tance of transport and trade for the Dutcheconomy is clear from the use of ITS to supportthe complete supply chain.

The Netherlands is known for its high degreeof mobile and fixed data connectivity and thefast adoption of IT-tools such as smartphones(>40% halfway to 2011). This high level ofconnectivity is one of the key factors in currentdevelopments and may well become thelynchpin between infrastructure, vehicleand traveller. In the Netherlands it is believed

that ITS (and more specifically cooperativesystems) are on the verge of a breakthrough. Figure 5.1 indicates a vision of the expectedimportance of different mobility solutions.Connecting the various stand-alone systemshas already proven to be very effective, butcreating a network using these connections isthe next step.

The emphasis has been on Door to door travelinformation and travel services since the lastcentury, both for passengers and also freight.This applies to car travel and public transport.Travel information is already widely availableand offered by a limited number of service providers. The next step is to enable theservice providers to offer all this real-timeinformation to the end-user in an integratedand personalised manner. The Dutch policy withrespect to multimodal travel information is toprovide reliable, actual and countrywide infor-mation for all modalities at any time and placebefore 2015. The government policy is toenable private parties to provide personalisedtraffic information services to end-users,starting by providing access to relevant data.

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Synchromodality is the driving concept forfreight. It allows for growth in transportvolume with lower costs for the environmentand surroundings. The available capacity oftransportation means and infrastructure deter-mine the choice of modality (road, waterway,air or rail) depending on the type of freight.

ITS is vital within this concept: new coordina-tion centres need to be established which takecare of different freight flows, the synchronisa-

tion of services and the harmonisation oftransportation means. The organisation of thedevelopment and deployment of ITS has a his-tory of cooperation between the public andprivate sector. The private sector is involved indevelopment and is encouraged to innovate inthe early stages of developments. This hascreated the need for regular discussionsbetween public and private parties regardingroles and responsibilities. Platforms for thesediscussions have now been established.

Figure 5.1 Source: Policy framework Utilization – One of the pillars for a better accessibility (Beleidskader Benutten - Één van de pijlers voor een betere bereikbaarheid) (2008) Ministry of Transport, Public Works and Water Management.

1980 1990 2000 2010 2020 2030 2040

Importance

Stand-alonesystems

Networkedsolutions

Cooperativesystems

New typesof mobility

5.2 In relation to the ITS Directive

Technical and legal frameworkThere are two main laws influencing traffic andtravelling in the Netherlands. The first is thelaw on on passenger transport 2000 whichfocuses on public transportation and regulates(amongst other things) the way in whichconcessions need to be organised. Within thislaw, the public authority demandig theconcession is obliged (from 2011 onwards) toorganise real-time travel information from theconcession operator. The second law (RoadTraffic Act 1994) governs roads and traffic andsets out general arrangements concerning

roads. A more specific regulation within this law governs aspects of experiments that areconducted at road level. This arrangementallows the Minister to appoint a specific sec-tion of road as an experimental area in whichdifferent road regulations can be applied.

As already shown in paragraph 3.2, TheNetherlands is involved in and is initiatingstandardisation activities on both a nationaland international level. The national activitiesmainly consist of adapting internationalstandards to the Dutch situation.

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Dutch measures versus European areasAn overview of the installed base of ITS canbe found in Annex B. This provides a firstinsight into the available technology for theDutch road network. A list of existing impor-tant activities in the Netherlands can be foundin Annex A. This list does not cover the largenumber of European research activities inwhich Dutch parties are participating.

Directive 2010/40/EC - Article 2 Priority areas1 For the purpose of this Directive the

following shall constitute priority areas forthe development and use of specificationsand standards:

• I. Optimal use of road, traffic and travel data, • II. Continuity of traffic and freight

management ITS services, • III. ITS road safety and security applications, • IV. Linking the vehicle with the transport

infrastructure.

2 The scope of the priority areas is specified inAnnex I of the Directive.

Annex A reveals that the Netherlands has awider focuses compared to the priority areas.The development of road, traffic and traveldata is of major importance. This again revealsthe next step towards a networking era forwhich preparatory work is currently beingperformed. A number of specific projects andinitiatives within Area III are being undertakenwith respect to the specific Dutch situation.This creates the focus that is needed andconfirms the conclusion that ITS is a pragmaticsolution for the Netherlands.

Area IV is the preparation for the next step.Although the number of activities appears tobe small, the focus of the activities in theinventory is strong and the foundation for the

connection between vehicle and infrastructureis built with initiatives like SPITS and DITCM.

Directive 2010/40/EC - Article 3 Priority actionsWithin the priority areas the following shallconstitute priority actions for the developmentand use of specifications and standards, as setout in Annex I:(a) the provision of EU-wide multimodal travel

information services; (b) the provision of EU-wide real-time traffic

information services; (c) data and procedures for the provision,

where possible, of road safety relatedminimum universal traffic informationfree of charge to users;

(d) the harmonised provision for aninter-operable EU-wide eCall;

(e) the provision of information services forsafe and secure parking places for trucksand commercial vehicles;

(f) the provision of reservation services for safeand secure parking places for trucks andcommercial vehicles.

The priority actions are all covered in theNetherlands, although attention has tendedto focus on actions (a) and (b). Action (c) isalready available in the Netherlands and isbrought to the end-user via private parties.Current discussions focus on future systemsand possibilities for improving quality andavailability. As stated, the Netherlands is alsoinvolved in action (d). The freight services(action e and f) are on the public authorities’agenda, as shown by the examples below.

An initial inventory has been drawn up alongthe A67 corridor in the south of the Nether-lands and a pilot project for calculatingoccupancy rates based on floating car datahas just been started.

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Inventory of Actions for the four priority areas

Appendix A

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Short description Explanation A1 A2 A3 A4

Accident Prevention The Accident Prevention Systems for lorries, a project in the Netherlands,System for lorries has been carried out for eight months. A total of 2,400 lorries with

different systems were monitored and all the data was recorded in therecording system. The systems that were tested are Headway monitoringand Frontal collision warning, Lane Departure Warning Assist,Adaptive Cruise Control, Directional control and Black Box Feed Back. �

ADAS Advanced Driver Assistance Systems are designed to help the driver withthe driving process. When designed with a safe Human-Machine Interfaceit should increase car safety and more generally road safety. � �

Airbag for cyclists Field Operational Test where an airbag is deployed on the bonnet of thecar in case of an accident with a cyclist �

Blind Spot Detection Blind Spot Detection and Signalling Systems (DDSS) aim to improve and Signalling Systems knowledge about the role that active detection and signalling

systems could play in reducing blind spot accidents and casualties. �

BISON A platform on which standards on exchanging data on public transportservices are developed, harmonized and guarded. � �

Collecting information Data on specific black spots on the road network can be identifiedabout black spots by focusing on accidents. �

Contrast As part of the Brabant in-car II projects. Contrast focuses on providing high quality real-time traffic information on all roads in the Brabant region. The applications that are developed will be both available in cars as wellas on Personal Navigation Devices. �

Cooperative systems An EU term for systems that can provide new intelligence for vehicles,roadside systems, operators and individuals, by creating a universallyunderstood communications language allowing vehicles and infra-structures to share information and cooperate in an unlimited range ofnew applications and services. � � �

Databases for heights of These databases contain information that is relevant to drivers of specificbridges, weight limitations vehicles (incl. heights, weights and environmental zones). and other useful info for The databases themselves are not ITS, but they are a precondition for ITSspecial vehicles. for specific vehicles. � � �

The highlighted areas received specific attention in the report.

Short description Explanation A1 A2 A3 A4

Displays at PT-stops Displaying real-time Public Transport arrival times at the stops. �

DITCM: the faster and An initiative by various Dutch parties to initiate the Dutch Integratedcheaper way to innovate Test site Cooperative Mobility (DITCM), an open development environment in traffic systems that accelerates and cuts the costs of innovation. � �

DRIPS (Dynamic Route DRIPS are road signs that show dynamic information. Information Panels, e.g. Road operators can control this information and inform road users. � � �P+R information)

Dynamax System of dynamic maximum speed on highways, communicated throughdynamic signing. System is based on collection of traffic or environmental data and, based on a set of rules, the maximum speed is then dynamically adapted.The next step for Dynamax is to bring the information in-car (e.g. pilot of ODYSA). �

eCall An electronic safety system that can automatically call emergency servicesif you have an accident. �

Exchange of data Organisation of exchange of data between mapmakers and road operators between route planner about relevant route information, allowing route planners and navigationand navigations systems devices to optimise their route planning. (= GROUN Gegevens-uitwisseling Routeplannersen Navigatiesystemen) � �

Floating car/phone data Data coming from cars and phones which can be used to further updateand improve the quality of real-time traffic information. �

FREILOT FREILOT aims to increase the energy efficiency of urban freight throughdeployment of ITS (Intelligent Transport Systems) services. This will beachieved via three challenging objectives:1. Showing quantifiable benefits to all relevant stakeholders 2. Ensuring that FREILOT implementations continue after the pilot 3. Extending the implementations to more cities and/or truck fleets � �

Higrids (platform for Stands for Hybrid Intercity Grids. Aim is to accelerate the introduction ofMulti-modal mobility systems that interact between the technology in a vehicle and the services) surroundings and the IT-infrastructure. HiGrids has a role as an accelerator,

a platform for government and industry to cooperatively create a spacefor the development for pilots in the field. � �

Impuls Dynamic Traffic A programme focusing on the more efficient use of the current available Management Waterways capacity of waterways and fleet and on allowing for sustainable growth(= IDVV: Impuls Dyna- of container transport.misch Verkeersmanage-ment Vaarwegen) � �

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Short description Explanation A1 A2 A3 A4

Infrastructure data Different types of data collection systems are available to collect traffic collection systems information. Old technology (induction loops) is expanded by adding(Loops (MONICA), new technologies such as bluetooth and cameras, awaiting the bluetooth, cameras) developments of floating car data. �

Intelligent Speed Alert A large ISA test has started. One group of drivers only receives feedback Tests about their driving speed behaviour (with the option to intervene when

the limit is not respected for a specific time) while the other group are unableto drive above the limit as they have a so-called active SpeedAlert system. �

Mobility management Part of Mobility management is the introduction of working smart, (incl. work smart, travel travelling smart. Next generation mobility management is initiated withsmart) and ITS a specific focus on new technologies. � �

MOGIN (Mobility and MOGIN is the Dutch platform where technical operational aspects for Geo-information The sharing mobility information are addressed. � �Netherlands)

Multi-modal route Facilitating door-to-door route planning over all modalities. � �planners

National Data Warehouse NDW will provide complete, reliable and up-to-the minute informationfor Traffic Information (= on the status of the basic Dutch road network.NDW (Nationale Databank Their website will provide you with relevant information on the NationalWegverkeersgegevens)) Data Warehouse for Traffic Information, the databank that will collect,

process, store and distribute all relevant traffic data � �

Navigation devices Navigation devices are very common in cars; these devices are becoming in-creasingly integrated and already bring together a large amount of information. � � �

NDOV (National Data Organisation of the availability and collection of public transport information, Office Public Trans- combined with the availability of this information for both the end-user andport) transport operator. � �

NDPV (National Data for National data office where information about parking facilities is stored andparking facilities)/Parkline exchanged. This is a precondition for providing parking services to road users. � �

Short descripton Explanation A1 A2 A3 A4

ODYSA ODYSA is a validated system where DRIPS between traffic lighted intersections create an individual speed advice for road users. A pilot wherethis advice is brought in-car is currently being performed. � � �

P+R route guidance Signs are installed around cities, providing information about potential P+R(dynamic) facilities that are available. This includes expected travel times for both modes

(car and PT) and departure times when known. �

Parking in navigation The information about parking spaces and areas is a specific application within navigation systems. � �

Parking route information Dynamic panels next to the road indicate the availability of parking places system (= PRIS (parkeer within specific car parks and inform the driver of location, etc. �routering info systeem))

RDSA Radio Dynamic As part of the Brabant in-car II projects RDSA focuses on bringing both green Speed Advice and blue wave information into the car using RDS-TMC technology. Existing

roadside equipment will be fitted with FM-transmitters allowing for a ‘cheap’ solution to providing traffic information. � �

RDS-TMC (Radio Data Traffic Message Channel (TMC) is a technology for delivering traffic and System Traffic Message travel information to drivers. It is typically digitally coded using the FM-RDS Channel) system on conventional FM radio broadcasts. It can also be transmitted on

DAB or satellite radio. It allows silent delivery of dynamic information suitablefor reproduction or display in the language chosen by the user and withoutinterrupting normal audio broadcast services. Services, both public andcommercial, are now operational in many countries worldwide. When data isintegrated directly into a navigation system, this gives the driver the optionto take alternative routes to avoid traffic incidents. � �

Safe and secure truck The categorisation (and certification) of safe truck parking areas is a first step parking – project E34 towards safe and secure parking for trucks. Within the project, the next stepcorridor guidance systems is to create guidance systems for free parking spaces on this corridor. � �

Sensor City Assen A project in which the city of Assen and the province of Drenthe set up avast measurement network around town. With two hundred measuringpoints. Assen will become a testing ground for the various practical applications of complex sensor systems. � �

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Short description Explanation A1 A2 A3 A4

SI4MS (Sensor In the SI4MS project, the next step towards an integrated architecture forIntelligence for Mobility ITS applications will be made, by developing solutions for cooperative driving,Systems) and for dynamic traffic information and distributed traffic management,

based on a common ICT and sensor network architecture. These solutions willbe compared to current state-of-the-art systemes via evaluations of researchimplementations and simulations of the key concepts. An outline for thecommon architecture will be developed during the project, such that it canbe extended in future projects to also include also other types of applications. �

Smart-In Car As part of the Brabant in-car II project. Smart-In Car focuses on the CAN-network in the car. Detailed car information can be collected and combined inreal-time with traffic management and traffic information. This combination creates intelligent applications such as personal traffic information, eco-driving, etc. The project focuses (amongst other things) on the collection of floatingcar data, data fusion and the development of a user application. � �

SPITS (Strategic Platform SPITS is a Dutch project, tasked with creating Intelligent Traffic Systems (ITS) for Intelligent Traffic concepts that can improve mobility and safety. Focus on three areas traffic Systems) management, in-vehicle solutions and service download & management � � �

solutions.

Traffic management The goal of the FOT is showing the effect of actively performing network-wide test Amsterdam traffic management on the ring road as well as the main urban arterials.

Operationally this means that the traffic on the ring road stays fluid. If theresults are promising this will result in more reliable and robust travel times,an increase in traffic safety to homogenise the traffic flow, no deteriorationof the environmental impact and happier road users. �

Travel time prediction in RITS ensures planners and truck drivers can access precise travel time transport management information. This allows for better trip planning and the prevention of (= RITS (Reistijd- congestion. Also ETA’s can also be predicted more accurately. verwachting In Transport-management Systemen)(A15)) � �

Truck Parking As part of the Brabant in-car II project, TPOI focuses on creating safe Occupancy Information and available parking places for trucks. The occupancy rates of parking places(TPOI) can be determined using Floating Car Data and map-matching. This information,

in turn, is fed back into the navigation systems of trucks to allow adaptations to the planned route. This system has been trialled on the A67 with a limitednumber of trucks. � �

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Inventory Installed Base

Appendix B

The installed base of ITS connected to theinfrastructure consists of the following inthe Netherlands for 2010:

• A total of 2,587.35 kilometres of nationalroads have been equipped with standardfunctionality, an additional 1,278.50kilometres have been equipped with moni-toring equipment only. This is approximately68% of the total road length in the Nether-lands. The focus is mainly on the Randstadregion.

• Approximately 15,000 VMS’s are availableon gantries above the road.

• In the Netherlands the total number oftraffic lights is estimated to be around 5,400,only a small number is connected to thehighway network.

• Rijkswaterstaat has 99 TDI’s (RampMetering Installation’s), mainly on theprimary roads in the Randstad.

• Information is provided to the driversthrough a total of 118 DRIPs (Dynamic RouteInformation Panels) placed above the road aswell as 135 roadside DRIPs.

• All the information collected and sent ismanaged in one of Rijkswaterstaat’s fivetraffic management centres. Furthermore,cities and regions are now developing theirown traffic management centres to keeptraffic in the city area flowing.

• A total of 192 km of the road network isequipped with additional or flexible lanes(sometimes the hard shoulder) which can beopened during rush hours.

Several installed systems have beensubsidised within EasyWay or the formerTEMPO-programmes.

Objectsubcategory Unit Number

Videocamerasystem # 1987

DRIP # 118

Roadside DRIP # 135

GRIP # 4

Multisign # 477

Additional information sign # 148

Monitoring substation # 287

MTM substation (MTM = Motor

Traffic way. Management System) # 5221

Information trailer # 227

DRIP on car # 119

Ramp meter exchange # 6

Ramp meters # 104

Traffic Regulation installation # 265

MTM detection - induction loop # 16830

MTM detection - radar # 243

MTM detection station # 5755

MTM matrix signal # 14196

MTM exchange # 5

Monitoring detection # 1869

Monitoring detection station # 640

Monitoring exchange # 11

BI-measuring station # 461

Emergency parking spot detection system # 100

Traffic lights (on route) km 2587,3

Monitoring km 1278,5

Traffic management center # 6

Peak and plus lanes km 192,1

Peak lane km 78,9

Plus lane km 113,2

Flexible lane km 11,1

Buffering lane km 3,8

Dedicated lanes km 57,2

Truck and bus lanes km 13,3

Bus facilities km 43,9

Table 1: installed base ITS equipement

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The figure shows a map with the measured network. The lines in blue indicate the network that hasalready been measured; the red lines indicate the growth that is foreseen in 2011 (covering approxi-mately 60% of the total traffic flow).

Footnotes

1 CBS, Statline (consulted juni 2011), table vehicle fleet2 Structuurvisie Infrastructuur & Milieu – NMCA berekeningen3 State of the Art Traffic Quest - Mobiliteitsbalans4 www.treinreiziger.nl/kennisnet/reizigersaantallen/ontwikkeling_reizigerskilometers_per_trein - NS’s cijfers

uit Mobiliteitsbalans5 CBS 20116 Vehicle hours lost is the sum of the extra travel time needed for all vehicles, compared to the nominal travel

time, in order to get to your destination7 Towards a better use and less congestion, The traffic management programme for primary roads,

MinV&W 19948 The expected travel time is based on the last vehicle that has completed the trajectory9 DVS/AVV (2006) Effecten verkeersmanagement. Cijfers van meer dan 100 (praktijk) evaluaties uit Nederland10 The total amount of money spent over the last 30 years based on numbers from the Dutch Ministry of Finance

and Related policy documents 11 DVS/AVV (2006) Effecten verkeersmanagement. Cijfers van meer dan 100 (praktijk) evaluaties uit Nederland12 RWS beheerdersvisie13 Slim Benutten, bereikbaarheidsmaatregelen op een rij (2011) KIM Rapport 14 Resultaten mobiliteitsprojecten (2011), Ministry of Infrastructure and the Environment15 As part of Connekt16 Letter to parliament, dated 14th June 2011, ‘Programme Beter Benutten’ from the ministry of infrastructure

& the environment17 9292 Travelinformation groep - www.9292ov.nl; 9292 Reiswijzer, 17th volume, issue 1, May 2011,

pp. 20-215 SWOV factsheet DRIP18 www.ndw.nu19 Static information of parking facilities consists of the number of parking places, location of the parking

facility, opening hours, prices etc. Dynamic covers information on actual available parking spots and changes

to the static information.20 www.isi-brabant.nl/page/22/welkom-.html21 www.verkeersnet.nl/4705/nieuwe-proef-met-isa/22 Website Connekt - http://www.dodehoekpreventie.nl/en-GB/23 www.vrijbaanvoorvernuft.nl/nieuws/3/nederland_innovatief_onderweg_van_start.html24 www.logistiek.nl/distributie/transport-software/nid11799-ict-gebruik-in-transport-en-logistiek-blijft-

stijgen.html25 https://spits-project.com26 www.freilot.eu/en/pilot_cities/helmond/contact.htm

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