Intelligent Transport Systems (ITS) for Sustainable Mobility

UNECE for sustainable Systems (ITS) Intelligent Transport mobility Economic CommissionforEurope United Nations United Nations Economic Commission for Europe

Ministero delle Infrastrutture e dei Trasporti 1

Intelligent Transport Systems (ITS) for sustainable mobility NOTE The designations employed and the presentation of material in this publication do not imply the expression of any opinion whatsoever on the part of the Secretariat of the United Nations concerning the legal status of any country, territory, city or area, or of its authorities, or concerning the delimitation of its frontiers and boundaries. ISBN 9788897212034 Intelligent Transport Systems (ITS) for sustainable mobility 4

Acknowledgements

The publication “Intelligent Transport Systems for sustainable mobility”, funded by SINA - Società Iniziative Nazionali Autostradali - in Italy, was produced, initiated and prepared by the UNECE Transport Division in cooperation with the secretaries of the Division. The Transport Division wishes to express its sincere thanks to all those who contributed to this publication, either with articles or administrative services.

A special thanks goes to the German Federal Ministry of Transport, Building and Urban Development and the Italian Ministry of Infrastructure and Transport for their consistent support of the UNECE related ITS activities.

Additional thanks is expressed to those who contributed to the public consultation: Ministry of Transport, Azerbaijan; Federal Public Service Mobility and Transport, Belgium; Republic of Bulgaria, Ministry of Transport, Information Technology and Communications; Transport Canada; European Commission, DG MOVE; Ministry of Ecology, Sustainable Development, Transport and Housing, France; Israel National Road Safety Authority; Ministry of Land, Infrastructure, Transport and Tourism (MLIT), Japan; Ministry of Infrastructure and the Environment, Netherlands; Norwegian Public Roads Administration; Department of Transport Policy and International Affairs, Ministry of Infrastructure Republic of Poland; Ministry of Enterprise, Energy and Communications, Sweden; Federal Department of Environment, Transport, Energy and Communication, Switzerland; Mr. Helmut Meelich, TEM/TER Project Manager; Department of Transport, United Kingdom of Great Britain and Northern Ireland; Mr. Hermann Meyer, for ERTICO - ITS Europe; Mr. Nico Anten for Connekt/ITS Netherlands; Mr. Vladimir Kryuchkov, CEO for ITS Russia; Dr. Paul Vorster, for ITS South Africa; Mr. Richard Harris for ITS UK; Dr. Costas Panou, Asst. Professor of Transportation Dept. Shipping, Trade & Transport Aegean University - Business School, Greece; Dr. Arpad Torok (PhD) for the KTI - Institute for Transport Sciences; Mr. Jorge Acha- Daza for the Mexican Transport Institute; ASECAP - European Association of Operators of Toll Road Infrastructure, Brussels; Ms. Caroline Visser for the International Road Federation (IRF); Mr. Amin Aschdjai-Benissi for Kapsch Traffic Com, Vienna; Mr. Yves van der Straaten for the International Organization of Motor Vehicle Manufacturers, OICA. Content SINA SpA(ASTM-SIASgroup)Chairmanoftheboard Federal MinisterofTransport, BuildingandUrbanDevelopment-Germany Minister ofInfrastructuresandTransports -Italy United NationsSecretary-General Foreword Technical overviewof IntelligentTransport Systems 3 Long-termandwide-rangingtransportobjectives 2 Introduction 1 Aims Background document Part 1 UNECE andIntelligentTransport Systems Overview Transport inUNECE United NationsEconomicCommissionforEurope(UNECE) Introduction gsioSolat ...... Agostino Spoglianti ...... 1 Dr. PeterRamsauer ...... Ban Ki-moon . Applicationsforthetransportofdangerous goods(safetyandsecurity)...... 52 3.5 ...... 35 AshortoutlookonITS 3.4 The conceptsofsafetyandsecurityintransport: 3.3 Roadtransport:the growinginterestinsafety, security, 3.2 Basicdefinitionsandpreliminaryconsiderations...... 30 3.1 ...... T nubntasot...... 51 ITSinurbantransport 3.4.5 ICTinfrastructureandcommunicationnetworks...... 50 3.4.4 ...... 46 Cooperativetechnologies 3.4.3 Passive,activeandpreventivesafetyforvehicles:the role 3.4.2 ...... 35 Roadsidecontribution tothesafetyoftransport:roleITS 3.4.1 ...... 33 the roleofIntelligentTransport Systems ...... 32 quality andefficiency fo-or nomto n omncto ehoois...... 42 of on-boardInformationandCommunicationTechnologies ...... 24 Contents ...... 17 ...... 18 ...... 10 ...... 25 ...... 30 ...... 16

...... 23 ....8 14 5 2 s

Intelligent Transport Systems 6 ITS for sustainable mobility

4 Outlook of UNECE action in the field of ITS and current provisions...... 54 4.1 The UNECE Transport Division’s approach to ITS...... 54 4.2 Working Parties and groups of UNECE: generalities, activities and aims ...... 56 4.3 Activities performed by UNECE bodies in the field of ITS ...... 57 4.3.1 Informal Group on ITS under WP.29 for in-vehicle ITS ...... 58 4.3.2 Informal working group on telematics - Working Party on the Transport of Dangerous Goods (WP.15)...... 59 4.3.3 UNECE Road Safety Forum (WP.1) - Informal working group for harmonization of VMS pictograms ...... 60 4.3.4 Expert group for safety in road tunnels ...... 62 4.3.5 E-CMR ...... 62 4.3.6 Rail transport ...... 63 4.3.7 Inland Water Transport ...... 64

5 Summary of benefits and challenges in the promotion of ITS...... 65 5.1 Benefits...... 65 5.2 Challenges ...... 67

Annexes • Some examples and Best practices (enclosed CD ROM) ...... 70 • List of acronyms ...... 71 • References ...... 73 • Pictures...... 76

Part 2 Strategic note

1 Introduction ...... 80

2 The UNECE Transport Division’s vision, commitment and Road Map for ITS...... 81

3 Transport growth reaches its limits ...... 82

4 …but ITS can expand the transport sector’s limits ...... 83

5 What is ITS?...... 84

6 ITS can contribute to the solution of global issues ...... 85 6.1 ITS and Environment protection...... 85 6.2 ITS and public transport...... 85 6.3 ITS and the Global road safety crisis ...... 86

7 Why is ITS not adequately addressed on the policy agenda?...... 86 ContentsContents How willtheRoadMapanditsactionsbeimplemented? The RoadMap:20globalactionstopromotethe use ofITS The reasonsfortheUNECERoadMaponIntelligent Transport System(ITS) Road Map Part 3 References...... next? 10What’s UNECE’s supportforITS 9 GapsandstumblingblocksinITSdeployment 8 .0TeFrIsPoet...... 98 TheForFITs Project 9.10 ...... 98 Trans-European Railwayand Trans-European Motorwayprojects 9.9 ...... 98 RailTransport 9.8 InlandWater Transport...... 97 9.7 ...... 97 IntermodalTransport 9.6 ...... 97 Transport ofDangerousGoods 9.5 RoadSafetyandTransport...... 96 9.4 Vehicle toinfrastructure...... 96 9.3 Vehicle tovehicle...... 96 9.2 ...... In-vehicle 9.1 .2Nnhroie aibeMsaeSgsdces aeyo h od ...... 94 Non-harmonisedVariable MessageSignsdecreasesafetyontheroads 8.12 LackoforlimitedITStraining...... 94 8.11 ...... 93 Lackofinfrastructure 8.10 ...... 93 QuestionofLiability 8.9 Frequencyallocation...... 92 8.8 ...... 92 Lackofharmonized policies 8.7 ...... 92 Fragmentationoftechnicalstandards 8.6 ...... 91 Inter-operability continuestobeanissue 8.5 ...... 90 LackofacommonlyagreeddefinitionforITS 8.4 ...... 89 Differentspeedsofthepublicandprivatesectors 8.3 Protectionofprivate data...... 88 8.2 Lukewarmpoliticalwillandlimitedpublic understandingofITSbenefits...... 87 8.1 ...... 99 ...... 95 ...... 87 ...... 111 ...... 105 ...... 100 ....104 ..95 7

Intelligent Transport Systems 8 ITS for sustainable mobility

United Nations Secretary-General Ban Ki-moon Ban Ki-moon

echnology has been fundamental to transport throughout human history, but recent rapid advances in information technology promise to transform transport management in ways that would have been inconceivable until recently. Just as information and communication technologies are crucial for sustainable development, so can their use accelerate the “greening” of transportation. SuchT a transformation is essential. In Europe, almost 20 per cent of gross domestic product is generated by the transport sector. This equates to billions of euros and millions of jobs. Our collective challenge is to improve road safety, reduce the congestion of transport corridors for people and freight, and minimize the negative environmental impact of transport. By minimizing traffic congestion and making public transport more attractive, we can significantly reduce transport-generated pollution - including CO2 emissions - and stimulate sustainable economic growth. We can help emerging economies to leap-frog an outmoded development model and integrate more su- stainably into the global economy. The answer lies in Intelligent Transport Systems, options that include real-time travel information services, new-generation systems for infrastructure charging and sophisticated management models across all transport modes. To be most effective, such systems need to be deployed systematically throughout a given transportation system and across countries. And, since a set of core technologies underpins most Intelligent Transport Systems, it will be necessary for all those responsible for managing them to have the necessary instruction in their application and use, particularly when deployed on a very large scale. This publication is the first step on this journey. I commend it to governments, academia, industry and all other stakeholders that, together, will be needed to make the vision of Intelligent Transport Systems a reality.

ForewordForeword Picture: UN photo - Mark Garten 9

Intelligent Transport Systems 10 ITS for sustainable mobility

Minister of Infrastructures and Transports - Italy

ransport and Communication are among the key assets of every governmental policy in our fast changing world. In the present times of economic impasse, the adoption of cost-efficient measures in order to make the transport system as efficient as possible brings transport policies at the utmost priorities, demanding urgent efforts and specific dedication from all the social, political and economic policy makersT all over the world. Furthermore, mobility policy is part of a complex pattern which need coordinated vision, commitment and investments so as to have visible results, have safer and reliable transport networks as well as safer and performing vehicles. In this context, the deployment of Intelligent Transport System must be considered as the sole tool able to maximize the chances of making the best use of investments, planning and resources, and create a visible profitable outcome. The international scenario is essential to build up a defined and shared policy of intents and operative rules, so to reach a rewarding operational flexibility through proper agreements in the international field. Hence, the whole transport system will benefit from technology and from Intelligent Transport System application. Hence, the concept of the UNECE Road Map on Intelligent Transport System has met - the same intent of the Italian government of highlighting the technological application to vehicle and infrastructure to build up the seamless intelligent corridors of transport of the future. The economical development worldwide - in the different circumstances - will have its boost only through the development of safe and reliable transport network. Nowadays, technology plays a quintessential role both for vehicle and infrastructure allowing an upgrade of safety standards and allowing the efficiency performance which lead also to the betterment of the quality of life itself. In the UNECE Road Map, Italy does share the precept that through ITS technology and the best practices exchange, a safer, reliable and efficient transport system will be grant to the future generations.

ForewordForeword Ministero delleInfrastrutture edei Trasporti 11

Intelligent Transport Systems 12 ITS for sustainable mobility

Federal Minister of Transport, Building and Urban Development - Germany Dr. Peter Ramsauer

obility allows all of us to enjoy a high degree of freedom and quality of life. These achievements must be secured but, at the same time, they present us with major challenges: now and in the future we must make transport more efficient, more environmentally sound and safer. This applies in particular to road transport. If we want to continue coping with the ongoing growth in traffic volumes on the roadsM - not only in Germany - we need innovative solutions. The wider deployment of intelligent transport systems will have to make a major contribution towards achieving this objective. Here, the term “intelligent transport systems” (ITS) refers both to providing optimum technical equipment for vehicles and to making optimum and efficient use of the transport infrastructure. This is true not only for Germany - because mobility always crosses borders. In Germany we are therefore working on a strategy for evolving intelligent transport systems, which is to help us to both improve existing ITS in road transport and introduce new systems. The Federal Government, federal states, local authorities, industry, trade associations and the research community have agreed on priority action areas and approaches. Together with other countries we seek strategies that can also be applied across national borders in order to make mobility sustainable and efficient. For this reason, the Federal Ministry of Transport, Building and Urban Development has been involved for a long time now in the activities of the European Commission aimed at exploring the possibilities for deploying intelligent transport systems. In July 2010, the European Parliament and the Council adopted a Directive on the deployment of intelligent transport systems. The efforts made by the United Nations Economic Commission for Europe (UNECE) have created the conditions for exploiting the advantages of intelligent technologies also beyond the borders of the European Union and for pushing forward with the introduction of ITS. A common European legal framework and - to the extent required - harmonized regulations provide an opportunity for establishing selected intelligent transport systems on the market in a speedy manner. Industry is an indispensable partner in this process. It is thus closely involved in all decision-making processes where technical and economic issues are addressed. I am therefore very pleased about the UNECE’s commitment aimed at ensuring safe, efficient and environmentally sound mobility while taking economic interests into account.

ForewordForeword Picture: BMVBS - Frank Ossenbrink 13

Intelligent Transport Systems 14 ITS for sustainable mobility

SINA SpA (ASTM-SIAS group) Chairman of the board Agostino Spoglianti

hroughout his evolution, Mankind pursued its fulfilment of needs and expectations: the industrial production and economy of the 19th and 20th centuries have strongly met man’s needs for mobility, through the creation of vehicles and infrastructures which did not exist before. This part of economics has certainly reached its objective, i.e. making any place on the surface of the planet accessible in a very short time compared to displa- cementsT of two centuries ago on any transport mode: inland, sea or air. The needs were indeed met, and expectations were sometimes even exceeded. The present challenge of engineers and road operators is clearly the improvement of the existing infrastructure and the mitigation of the drawbacks of the transportation process. High volumes of traffic produce harsh contexts in terms of environmental impacts, waiting time, traffic congestion and, what is most dramatic, accidents that are nowadays amongst the first causes of non-natural death worldwide. The global system of transportation is today passing from a context which was primarily based upon industrial and civil production (e.g. the creation of transport infrastructures), to a current, double folded one. Transition Countries are using this past approach as a basis for their present development, while more developed Countries are now trying to adapt previous targets towards an optimal maintenance of the existing infrastructure and an overall optimization of the transport system, through the development of missing links and towards objectives of efficiency, quality, safety and security of the operation. Intelligent Transport Systems is one of the most cost-effective tools to improve all aspects of the transport chain. Consequently SINA and ASTM-SIAS group deem of key importance this Institutional initiative.

ForewordForeword 15

Intelligent Transport Systems 16 ITS for sustainable mobility

United Nations Economic Commission for Europe (UNECE)

he United Nations Economic Commission for Europe (UNECE) is one of the five United Nations regional commissions, administered by the Economic and Social Council T (ECOSOC). It was established in 1947 with the mandate to help rebuild post-war Europe, develop economic activity and strengthen economic relations among European countries, and between Europe and the rest of the world. During the Cold War, UNECE served as a unique forum for economic dialogue and cooperation between East and West. Despite the complexity of this period, significant achievements were made, with consensus reached on numerous harmonization and standardization agreements. In the post-Cold War era, UNECE acquired not only many new member States, but also new functions. Since the early 1990s the organization has focused on analyses of the transition process, using its harmonization experience to facilitate the integration of Central and Eastern European countries into the global markets. UNECE is the forum where the countries of western, central and eastern Europe, central Asia and North America - 56 countries in all - come together to forge the tools of their economic cooperation. That cooperation concerns economics, statistics, environment, transport, trade, sustainable energy, timber and habitat. The Commission offers a regional framework for the elab- oration and harmonization of conventions, norms and standards. The Commission’s experts provide technical assistance to the countries of South-East Europe and the Commonwealth of Independent States. This assistance takes the form of advisory services, training seminars and workshops where countries can share their experiences and best practices.

IntroductIntroduction 17

Transport in UNECE

he UNECE Inland Transport Committee (ITC) facilitates the international movement of persons and goods by inland transport modes. It aims to improve competitiveness, T safety, energy efficiency and security in the transport sector. At the same time it focuses on reducing the adverse effects of transport activities on the environment and contributing effectively to sustainable development. The ITC is a: • Centre for multilateral transport standards and agreements in Europe and beyond, e.g. regulations for dangerous goods transport and road vehicle construction at the global level. • Gateway for technical assistance and exchange of best practices. • Promoter of multi-country investment planning. • Substantive partner for transport and trade facilitation initiatives. • Historic centre for transport statistics. For more than six decades, ITC has provided a platform for intergovernmental cooperation to facilitate and develop international transport while improving its safety and environmental performance. The main results of this persevering and important work are reflected in more than 50 international agreements and conventions which provide an international legal framework and technical regulations for the development of international road, rail, inland water and intermodal transport, as well as dangerous goods transport and vehicle construction. Considering the needs of transport sector and its regulators, UNECE offers a balanced approach to and treatment of facilitation and security issues alike. Intelligent Transport Systems Intelligent Transport ion 18 ITS for sustainable mobility

UNECE and Intelligent Transport Systems

ntelligent Transport Systems play an important role in shaping the future ways of mobility and the transport sector. We expect that through the use of ITS applications transport will become more efficient, safer and greener. The huge potentials and benefits, however, can only be reaped if ITS solutions are put in I place - internationally harmonized as much as possible. Long since, UNECE focused on Intelligent Transport System as a valuable technology - driven instrument able to boost the future of the transport systems. Hence, the first UNECE Round Table on ITS was organized in 2004 and the first ITS focal point was nomined. At the same time, the Division intensified its work and promotion of ITS inside and outside the United Nations.

UNECE Working Parties undertake to implement the Division’s strategies, while given their competences and mandates - they consider the different aspects of ITS and its compliance with UN legal instruments and technical provisions.

To this end, UNECE Working Parties have been and are dealing with Intelligent Transport Systems. The Working Party on Road Traffic Safety (WP.1), for example, is advancing on liability concerns, Variable Message Signs or safety risks related to driver distraction. The Working Party on Inland Water Transport (SC.3) resolves questions related to River Information Systems (RIS). The Working Party on the Transport of Dangerous Goods (WP.15) examines how Telematics can be used to enhance safety and security and the Working Party on Road Transport (SC.1) drives the Digital tachograph and e-CMR implementation. The World Forum for Harmonization of Vehicle Regulations (WP.29) promotes ITS matters on-board of vehicles, such as Lane Departure Warnings Systems (LDWS), Advanced Emergency Braking Systems (AEBS) and on-board diagnostics (OBDs).

In 2010, driven by the commitment to further advocate the potential added value of ITS in achieving a sustainable mobility all across transport modes, the UNECE secretariat launched a study on the use and best practices in ITS solutions worldwide. Thus, the UNECE secretariat with the active support of the German and Italian Transport Ministries, as well as SINA - Società Iniziative Nazionali Autostradali, cooperated to build up a general view of the ITS deployment and current best practices, as well of areas of work where UNECE could further promote the use of ITS.

OverviewOverview c To outline theareasandlistITSactivitiesthatUNECEcanembarkupon (c) sustainable mobilityavailableacrossborders. lobby fornewactionsandpolicieswhereITSimprovethequalityoflifemake The coreobjectiveoftheUNECEstrategyonITS,embodiedbythispublication,isto with thecurrenttrendsandevenspeeduptheiractions. and institutionalchangethatgovernmentspolicy-makersareurgedtocatch-up Throughout thepublication,itwillbeevidentthattechnologicalinnovationleadslegal b To identifythemaingapsinandimpediments tothebroaderuseandrapid (b) a To shareinformation(includingbestpractices)andraiseawarenessaboutthe (a) The overallgoalsare: UNECE publication forms twoofthemainchaptersthispublicationandleadstopathway were thusincorporatedtothefinalstrategicnoteandinRoadMaponITS.This to July2011.AllcommentsreceivedfromGovernments,businessesandacademia, A draftstrategicnotewassubjecttoaweb-basedpublicconsultationinMarchthrough UNECE RoadMaponITS either asacontinuationofon-goingtasksornewinitiativesthroughthe or bodiescanwillfillthegapthrough dissemination ofITSapplicationsirrespectivewhichorganizations,institutions values ITSsolutionscandeliverthroughthe “Intelligent Transport Systemsforsustainablemobility” . strategic note background document . . . 19

Intelligent Transport Systems United Nations Economic Commission for Europe

Ministero delle Infrastrutture e dei Trasporti UNECE’s role in the promotion of Intelligent Transport Systems Background document 22 ITS for sustainable mobility

Backgroundocument nd

Aims T boundaries. of itsauthorities,orconcerningthedelimitation frontiersand concerning thelegalstatusofanycountry, territory, cityorarea, implementation ofITS. transport, andconsequentlytodraftactionproposalsforthe opportunities createdbytheapplicationofnewtechnologiesin produce apolicyvisionsummarizingandaddressingthe Transport Systems(ITS),thefinalaimofthisdocumentisto Economic CommissionforEurope(UNECE)onIntelligent overview oftheactionssofarinitiatedbyUnitedNations to placeandsucceedintheglobalmarketplace.Startingfroman economic well-being,makingitpossibletomovegoodsfromplace need togo.Thesamesystemsplayanimportantroleinournational Systems are integral to achievingthistarget. and energy andenhancinghumanlives. andprotecting Intelligent Transport providing safer travelling conditions, avoiding thewaste ofmaterial resources Different canbeimproved systems oftransport andmademore efficient, (Mother Teresa ofCalcutta) to live well. whenIseethewaste” Ionlyfeel angry mustbeareason“There why somepeoplecanafford we relyonourtransportationsystemstogetuswhere transport systems.Whetherwetravelbyroad,boat,railorair he world’s citizensdependonsafe,efficientandsecure Secretariat oftheUnitedNations whatsoever onthepartof expression ofanyopinion this publicationdonotimplythe the presentationofmaterialin The designationsemployedand Transport orSINA. of Infrastructuresand the UNECE,ItalianMinistry Inland Transport Committeeof to theTransport Division,the authors areinnowaybinding opinions expressedbythe current technologies.The of existingliteratureand This paperservesasanoutline 23

Background document 24 ITS for sustainable mobility 1. Introduction

hen we look at transport systems, dents and improve the efficiency of transport as it is easy to see that the greatest a whole. Intelligent Transport Systems provide challenge we currently face is en- state-of-the-art customised devices that can relay hancing the quality and safety of real-time information to road users and law en- Wmobility itself, by improving vehi- forcement agencies, while also facilitating remote cles and all relevant transport infrastructures. access to pre-paid accounts and electronic pay- Any steps forward should take into consideration ments. the concept of efficiency, which is linked to energy Technologies that allow authorities and operators consumption and the use of land. This forces us to to achieve managed transport networks and more consider the general impact that the mobility of sustainable land mobility generally come under the people and the transportation of goods have on umbrella of ITS. In-vehicle and roadside ITS include the environment around us. all technologies that improve vehicle and infra- In this document, we will refer frequently to the structure safety, enabling smooth and comfortable concepts of safety and security in transport. Road transportation by making use of specific vehicle safety is a concern that affects us all in our every- functions and interacting with roadside infrastruc- day lives. Security is also important to us; both the ture and sometimes other vehicles. general public and businesses alike need to know that their vehicles and goods are safeguarded and Intelligent Transport Systems solutions utilise ad- that they themselves are protected from fraudulent vanced information technologies related to driver acts connected to transport and its infrastructure. assistance, traffic management and vehicle control, Information and Communication Technologies which are constantly improving the quality of in- (ICT) relating to road transport usage are often teraction between highway systems and vehicles. internationally referred to as Intelligent Transport Systems (ITS). These include a wide range of or- This document provides an overview on: ganisational and technology-based systems that (a) ICT for transport and logistics. are designed to facilitate the realisation of effi- (b) Concrete solutions for achieving better quality, cient, seamless transport systems with optimised more secure and more efficient road transport. traffic flows, doing away with the bottlenecks (c) Different transport modes and how they can and queues to which we have become accus- be twinned with road transport policies. tomed. The deployment of ITS provides for the (d) The extent to which ITS and ICT may be inte- better usage of both existing road networks and grated to enable better transport monitoring. available energy while also helping to curb acci- (1) 2. (3) (2) transport objectives rope alone,everyyearroadtrafficaccidents forts foreffectiveandsustainableprevention.InEu- health concernrequiringconcertedmulti-sectoralef- Road trafficinjuriesareamajorbutneglectedpublic U leading causeofdeathand hospitaladmissionfor In EUMemberStatesroad traffic accidentsarethe morechildrenandyoungpeopleaged Kill Injure some2.4million. • around127,000people. Kill • • services criticaltopovertyreduction. cation opportunitiesandtheestablishmentofbasic access tomarkets,improvedemploymentandedu- reclamation ofmarshesandunusableland,improved networks willleadto-amongstotherthingsthe economies, wheretheimprovementoftransport our lives.Transport willplayakeyroleinemerging tems willmakeahugedifferenceinthewaywelive globe adequate,efficientandeffectivetransportsys- auspices”. tofostercooperation partners underUN road safety receive.aid they [...]urge UNmemberStatesandglobal cost ofroad injurieswillbemore thanthedevelopment lars. Inlow andmiddle-income countries, theeconomic injuries worldwide runstohundreds ofbillionsdol- to thehumansuffering, theannualcost ofroad traffic young peoplewillbeinjured ordisabled. Inaddition year-olds. Several millionmore men, women and crashes are theleadingcause ofdeathfor10to24- 400,000 peopleunder25years old, androad traffic die from road traffic injuries. This totalincludesabout more thanonemillionpeopleacross theworld will UN Secretary-General BanKi-moon UN Secretary-General the No. challenge 1policy Road accidents: Available from Available from Available from UNECE, 5-29 thananyothercauseofdeath. Long-term andwide-ranging UNECE Transport Review-RoadSafety, world demandforenergy. Alloverthe major drivingforcebehindagrowing transportation isexpectedtobethe stated thatoverthecomingdecades N GeneralAssemblyresolutionshave http://ec.europa.eu/transport/road_safety/observatory/doc/rsap_en.pdf, 2010 www.euro.who.int/violenceinjury/injuries/20030911_1, August2009 www.unece.org/trans/doc/2008/UNECE-Transport-Review-1-2008.pdf (1) : “This year,“This First edition-NewYork andGeneva,November2008 (2) : number oftrafficaccidentvictims crossings atjunctions,woulddrasticallyreducethe to roads,withparticularattentiondevotedsafe rate fromroadsaswellsectionsrunningparallel public transportationsystemshavesectionssepa- sure thatpedestrianandcyclepathsconnectedto types andpatternsofroaduse.Forinstance,making ing intoaccountthespectrumofdifferentvehicle perspective ofmotorvehicleusersratherthantak- are stilldesigningroadnetworkslargelyfromthe In ordertoachieveleverageofcosts,trafficplanners structure investment. straints andlackofresourcesresultinpoorinfra- as awhole.Inlower-income countriesbudgetcon- present apressinghealthissue,butaffectsociety Road trafficinjurylevelsofthismagnitudenotonly Moreover, itiscommittedtothecrucialnecessityof by environmentalsustainability andclimatechange. The UNisdeeplyinvolvedinthechallengepresented 2010/40/EU andCOM(2008)886). ITS whichwasadoptedon7July2010(Directive EU’s actionplanforITSandtheEUdirectiveon citizens’ dailylivescouldbedirectlylinkedtothe tection andconsequentlythebeneficialeffectson future, evidentimprovementsinenvironmentalpro- better, morecost-effectivetransportation.Inthe ciency asanabsolutepriority, leadingthewayto casualties by2010,butalsosetoftransporteffi- policies notonlyaimedathalvingtraffic-related When welookatEUinstitutions,theirtransport financial andtechnicalsupportfortheirefforts” capacities inthefieldofroadsafetyandproviding count theneedsofdevelopingcountriesbybuilding ening ofinternationalcooperation,takingintoac- safety issuesandtheneedforfurtherstrength- firms theimportanceofaddressingglobalroad Through thisresolutiontheGeneralAssembly olution 62/244onimprovingglobalroadsafety. 31 March2008,theGeneralAssemblyadoptedres- tinues tobeapriorityareaforactionintheEU EUR 160billion,i.e.2%oftheGDP. Roadsafetycon- The directandindirectcostshavebeenestimatedat deaths and1,700,000injuriesontheroadsinEU. high price:1,300,000accidentsayearcause40,000 EU citizensundertheageof45.Mobilitycomesata With thisinmind,duringits87 th Plenary Meetingon (4) . “reaf- (3) 25 25 . .

Background document 26 ITS for sustainable mobility

1. Millennium Development Decade of Action for Road Safety These instruments have assisted member States across Goal 7 2011-2020 the world to harmonize and enforce traffic rules, pro- Road safety is one of the most serious challenges facing duce safe and clean road vehicles, reduce the risk of 2. UN Secretary society today with more than one million fatalities every accidents with dangerous goods and hazardous ma- General year. United Nations General Assembly resolution 64/255 terials and ensure that only safe and well maintained Ban Ki-moon declared the period 2011-2020 as a decade of action for vehicles and competent drivers are allowed to partici- Road Safety, with a goal to reduce road traffic fatalities pate in traffic. Moreover, transport infrastructure agree- 3. Reference worldwide. ments developed under UNECE auspices, have given manual of the UNECE has pioneered road safety activities in the UN Europe coherent pan-European and safer road tran- Kyoto Protocol(9) system. As the only UN intergovernmental body con- sport networks. The UNECE attaches great weight to cerned with road safety, it develops and administers the Decade of action increasing road safety and it has international legal instruments in the area of traffic re- ambitious plans for a series of road safety activities to gulations, construction and technical inspection of ve- educate, to raise awareness, to induce action and to hicles as well as safe transport of dangerous goods. create dynamic and effective responses.

1 directing all possible efforts, in globally, nationally and locally by the organizations any field and by any means, to- of the United Nations, governments, and stakeholders. wards curbing the impact that These measures are set to make significant contribu- urbanization, technological de- tions to the quality of life of the world’s citizens velopment and industrializa- through caring for the Earth’s ecosystems. tion have on the environment. During the Ministerial Conference on Global Envi- The Millennium Development ronment and Energy in Transport (MEET), held in Goals have been defined as key policy objectives for Tokyo, Japan on 15-16 January 2009, as well as the UN and include a specific goal dedicated to “En- MEET 2010, held in Rome (Italy) on 8 and 9 No- vironmental Sustainability”. The UN considers the vember, the ministers and relevant representatives achievement of this goal as one of the fundamental responsible for environment and energy in the principles for world development. transport sector, stated: “Transport is an important foundation of our society, supporting a wide range of human activities, and contributing to economic Environmental sustainability: and social development. It is, at the same time, re- a policy for current and future sponsible for considerable emissions of carbon generations dioxide (CO2), which impacts global climate, and From remarks(6) made by UN Secretary-General Ban air pollutants, which impact public health and the Ki-moon to the Global Environment Forum on 11 Au- environment of many urban areas”(7). gust 2009: “Reykjavik in Iceland... Curitiba in Brazil... Urgent action is required to address these issues Kampala in Uganda... Sydney in Australia. Whenever I while also adhering to sustainable development prin- visit these places, I am impressed. People everywhere ciples. One of the ways in which this can be achieved are accepting that we must all live cleaner, greener, is through a shared long-term vision of realizing low- more sustainable lives. This is our future”. [...] “I promise carbon and low-pollution transport systems. If we you my best effort as Secretary-General of the United look at environmental policy targets while consid- Nations - my best effort to push, pull and cajole national ering the general principles of the Kyoto Protocol, leaders into acting in our common global interest”. environmental planning and management policies UN Secretary-General Ban Ki-moon in addressing the related to transport should also be established. University of Copenhagen, Denmark, on 3 October 2009: Applying new technologies to transport could in- “If there is one lesson that we must learn from the climate deed be seen as an efficient tool for realizing the crisis and our great challenges, it is this: we share one pla- plans set during the United Nations Framework net, one small blue speck in space. As people, as nations, Convention on Climate Change (UNFCCC) sum- as a species: we sink or swim together”. mits in Bali (2007) and in Poznań (2008), as well as in Copenhagen (2009), Cancun (2010) and Dur- ban (2011). Within this framework, the UNECE re- Since the introduction of Agenda 21 in 1992(5), a com- gion could play a pivotal role in contributing to the prehensive plan of actions has been gradually realised fight against climate change and lead the way in

(4) WHO report (2004) (5) Agenda 21, the “Rio Declaration on Environment and Development,” and the “Statement of principles for the Sustainable Management of Forests” were adopted by more than 178 Governments at the United Nations Conference on Environment and Development (UNCED) held in Rio de Janerio, Brazil, 3 to 14 June 1992 http://www.un.org/esa/dsd/agenda21 (6) Available from www.un.org/apps/news/infocus/sgspeeches/statments_full.asp?statID=557 (7) Available from The Ministerial Conference on Global Environment and Energy in Transport, Tokyo, Japan, 14th-16th January 2009 27

tion on Transport Choices for Health, Environment and Prosperity (January 2009(10)), where the priority goals of reducing the emission of transport-related greenhouse gases, air pollutants and noise were set to improve the quality of life in urban areas. Cultural change, therefore, has to be achieved through planning clean and efficient public transport, intermodal connections and infrastructure for environmentally friendly and health-friendly transport.

Priority Goal No. 2 of the Amsterdam Declaration “To manage sustainable mobility and promote a more efficient transport system by promoting mobility management schemes for businesses, schools, leisure activities, communities and cities, raising awareness of 2 mobility choices by improving the coordination between land use and transport planning and promoting achieving the targets set by UN Millennium Devel- the use of information technology”. Here we can cle- opment Goal 7, balancing the socio-economic arly observe that the use of ITS is key to the propo- needs brought by radical industrial changes with a sed policy. policy of sustainable development and efficient transport networks. This also includes considera- Background document tion of the critical limits imposed by the Gothen- In order to reach all these objectives, governmental burg Protocol in 1999 on the environmental effects policymakers, together with international bodies of acidification, eutrophication and ground-level such as the World Forum for Harmonization of Ve- ozone through emission cuts in SO2, NOx, NMVOCs hicle Regulations of the United Nations Economic and ammonia. Commission for Europe (UNECE/WP.29), encour- This vision of placing transport in a challenging ven- age the research, development and deployment ture with environmental issues is also being pursued (RD&D) of innovative technologies and promote practically through the gradual accomplishment of the use of concrete measures such as ITS tech- the UNECE Pan-European Programme on Transport, nologies. Health and Environment (THE PEP). This programme It is clear that technological development, or the includes the transport, health and environment sec- upgrading of the technological infrastructure of a tors currently implementing innovative technological transport network, is an essential component for policies aimed at curbing CO2 emissions and makes enhancing quality of life and integral to achieving a remarkable contribution to global climate change. a transport network that is both efficient and com- When discussing the policy direction and environ- plies with environment and energy ideals. mental approach that transport should take, it is im- Sharing the same vision, the European Commission portant to consider the recent Amsterdam declara- (EC) issued a White Paper in 2001 (reviewed in 2006)

Kyoto Protocol 3 The Kyoto Protocol(8) is an international agreement linked to the United Nations Framework Convention on Climate Change, that sets commitments, binding targets and mandatory actions for 37 industrialized countries and the European Community in order to reduce greenhouse gas (GHG) emissions. Each Party signing the Protocol, in achieving its quantified emission limitation and reduction commitments (see Protocol art. 3), is bound to implement and/or further elaborate the policies and measures listed in article 2 of the Protocol. The first of the policies undertaken by Parties signing the Protocol is the: “Enhancement of energy efficiency in relevant sectors of the national economy”. Kyoto Protocol article 2, a, (i). In the field of transport the promotion and deployment of ITS is a measure fully consistent and compliant with this policy.

(8) Available from http://unfccc.int/resource/docs/convkp/kpeng.pdf (9) Available from http://unfccc.int/resource/docs/publications/08_unfccc_kp_ref_manual.pdf (10) Available from http://www.unece.org/press/pr2009/09env_p01_Add1_e.htm See http://www.euro.who.int/document/E92356.pdf 28 ITS for sustainable mobility

asserting that member States and operators need to and mobility. In this respect, it is worthwhile ref- work on all modal areas as a whole. The 2006 revised erencing two products from the forum: of the White Paper(11) allocates a wide window of 1. “Resolution 2003/1 on assessment and deci- possibility for the use of ITS. In addition, halving sion making for integrated transport and en- the number of road fatalities on EU roads in the pe- vironment policy”, in which it is recommended riod up to 2010 was one of the strongest commit- that a systematic evaluation of economic, social ments EU policy makers made in the White paper. and environmental effects is carried out for all While approaching the end of the 10-year period transport plans and programmes and all major covered by the 2001 White Paper, the EC thought transport sector investments. that it was time to look further ahead and define 2. The OECD/RTR publication: “Delivering the a vision for the future of transport. Therefore, Goods - 21st century challenges to urban goods they published the Communication on the Future transport” - an outcome of the Working on Transport in June 2009. With other actions, Group’s efforts to identify “best practices” in this led to the new White Paper “Roadmap to a dealing with challenges facing urban goods Single European Transport Area - Towards a transport, recommending measures to develop competitive and resource efficient transport sys- sustainable goods transport systems in Organ- tem” COM (2011) 144 as well as their Road Safety isation for Economic Cooperation and Devel- programme 2011-2020. opment (OECD) cities. The mission is to pro- Halving the number of EU road fatalities has not mote economic development in OECD been achieved in all EU countries by 2010, but it member countries by enhancing transport can be noted that since 2001 the number of road safety, efficiency and sustainability through a fatalities has decreased dramatically across the cooperative research programme on road and EU. Today there are 35 per cent fewer accidents intermodal transport. than there were 10 years ago. Some countries have Both of these recommendations have been realized even seen more dramatic reductions, such as Latvia in order to promote integrated development in with 55 per cent and Portugal, Estonia and Spain global transport, a drive for which ITS harmoniza- with half the number of fatalities than of 2001. tion is integral. The OECD/RTR publication also As already mentioned, in December 2008 the EC recommends(14) a wide range of compliance/as- proposed the ITS Action Plan and Directive to surance mechanisms that need to be investigated, the European Parliament and European Council. including on-road enforcement, audit systems and This was a step toward the deployment and use surveillance methods (including the use of of ITS in road transport for the European Union. ITS/electronic monitoring systems). Transport The action plan suggests a set of concrete meas- systems are a major factor in economic develop- ures, supplemented with a proposal for a directive ment and the promotion of the sustainable de- laying down the framework for their implemen- velopment of transport networks, which should tation. The EC deems that ITS can significantly be the overall aim of efficient transport policies, contribute to a cleaner, safer and more efficient systems and travel services. transport system. When looking at the three major aspects of road Indeed, Antonio Tajani, former Commission Vice- safety (vehicles, infrastructure and the behavioural President responsible for transport, stated when traits of road users) it appears evident that the use presenting the Action Plan: “Making transport of new technologies and the deployment of ITS greener, reducing congestion and saving lives on would facilitate progress in all three domains. Im- Europe’s roads are high priorities for the Commis- provement in road safety and transport would be a sion. Intelligent Transport Systems will help us consequence. The experiences of member States make progress towards achieving these goals. To- and road operators show how even relatively small day’s initiative will therefore foster a more efficient, investments in ITS provide for a better use of exist- safer and more sustainable mobility in Europe”(12). ing infrastructure. ITS could offer a swift answer to At an international level, key figures from gov- the demand for more efficient, cleaner and safer ernment and politics, business and industry, re- transport, both for passenger and freight services. search organizations and civil society are debat- Thanks to the strategic opportunities offered by ITS ing the worldwide strategic importance of and its relative cost-efficiency, many institutions and transport. The International Transport Forum(13) stakeholders consider the deployment of ITS to be (ITF) is a global platform and meeting place at a key opportunity for transport policymakers in the highest level for discussing transport, logistics terms of delivering seamless and efficient cus-

(11) Communication from the Commission to the Council and the European Parliament - Keep Europe moving - Sustainable mobility for our continent - Mid-term review of the European Commission’s 2001 Transport White paper [COM(2006)314] Available from http://ec.europa.eu/transport/strategies/2006_keep_europe_moving_en.htm (12) Available from http://europa.eu/rapid/pressReleasesAction.do?reference=IP/08/1979&format=HTML&aged=0&language=EN&guiLan- guage=en (13) Formerly the European Conference of Ministers of Transport, the International Transport Forum is an inter-governmental organization within the 29

tomized transport solutions across large geographi- safer and faster mobility which, as explained be- cal areas. Intelligent Transport Systems offer the fore, is one of the pillars of building a society possibility of providing road users with several state- based upon equity and social justice. of-the-art technological services, thus accelerating The Economic and Social Commission for Asia the advancement of economic, environmental and and the Pacific (ESCAP) Conference held in June social benefits. The potential benefits that can be 2007 in Bangkok, Thailand focused on the utiliza- gained from real-time information (position of vehi- tion and advancement of the transport potential cles, relevant itinerary, information on goods, etc.) of the corridors in Western Asia. The occasion must not be limited to the classic ITS mainstays of acted as a special awakening, where the ESCAP safety and efficiency; there is also the possibility of Regional Forum of Freight Forwarders, Multi- electronically integrating road freight traffic within modal Transport Operators and Logistics Service the overall administrative framework of intermodal Providers lay out (as they did at the Ministerial transport, creating a more integrated and automated Conference on Transport held in Busan, South process and facilitating automatic procedures that Korea, in November 2006) the crucial need to are both more efficient and user-friendly. concentrate on the development of an interna- Consequently, ITS applications have a major role tional integrated infrastructural road network to play in the abovementioned policy goals; new able to support the intermodal transport and lo- technologies are indispensable tools for quickly gistics system of the South Western Asia region, performing otherwise long-winded transport ob- under the overall framework of sustainable de- jectives. The use of advanced ITS technology velopment. The deployment of ITS is a key factor could also provide an opportunity to promote the for shaping a competitive and proper sub-re- concept of a model where road transport fully gional, regional and international network for integrates with other transport modes, where safer and more cost-effective transport systems. each mode complements the next, enabling a In this way, under the auspices of the UN and its Background document more efficient global transport system - a system regional commissions, information sharing, best that is also environmentally friendly. Further- practice and further opportunities can be nur- more, the deployment of ITS has to be valued as tured through a culture of mutual assistance in a winning factor for countries with economies in ITS-focused programmes that enhance the con- transition, where the high-tech upgrading of in- cept of transport corridors, the application of frastructure could help bypass existing hin- time-cost/distance methodologies and provide drances and gaps in road networks, providing customized assistance for development.

OECD family. Its founding member countries include all the OECD members, as well as many countries in Central and Eastern Europe In addition, Brazil, China and India are being invited to participate. The involvement of more than 50 Ministers of Transport ensures direct links and strong relevance to policy making at both national and international levels. The aim is to foster a deeper understanding of the essential role played by transport in the economy and society (14) Available from http://www.internationaltransportforum.org/Pub/pdf/05Standards.pdf Chapter “Executive summary and recommendations”, page 13 30 ITS for sustainable mobility 3. Technical overview of Intelligent Transport Systems 3.1 Basic definitions and preliminary considerations

echnological innovation and the use of overall quality of service. The individual “foun- Information and Communication Tech- dation stones” can be assembled according to dif- nologies (ICT) for transport relate to ferent architectural needs in order to perform the whole set of procedures, systems specific services. Tand devices that enable: Among such support systems, telecommunication (a) Improvements in the mobility of people and networks are key elements that provide a backbone transportation of passengers and goods, for associating some of the other above listed sys- through the collection, communication, pro- tems. Intelligent Transportation Systems encom- cessing and distribution of information. pass a broad range of wireless and wireline com- (b) The acquisition of feedback on experiences munication-based information and electronic and a quantification of the results gathered. technologies. When integrated into the infrastruc- References shall be made to assessments con- ture of transportation systems and in vehicles them- ducted on the impact that ICT have on the quality selves these technologies relieve congestion, im- of transport services, energy consumption, the ef- prove safety and enhance transport system ficiency of road transport, safety, cost-effectiveness productivity. and environmental friendliness. The EC’s “e-safety” initiative Working Group on “In- Information and Communication Technologies ap- telligent Infrastructure”, co-chaired by the European plied to transport(15) are therefore essentially based Association of Tolled Motorway, Bridge and Tunnels upon a series of supporting communication sys- (ASECAP) and the Conference of European Direc- tems, which can be considered as the foundations tors of Roads (CEDR), issued the following defini- developing any piece of technological equipment tion(21): or ITS service. These systems include: “Intelligent Infrastructure is roadside organisa- • Telecommunication Networks (TLC). tionsal structure and technology for ICT-based, • Automatic identification systems (AEI/AVI(16)). cooperative services that are beneficial for both • Systems for automatically locating vehicles road users and road network operators”. (AVLS(17)). According to a definition from the Research and • Protocols for the electronic exchange of data Innovative Technology Administration (RITA(22)), (EDI(18)). ITS is made up of 16 types of technology-based • Cartographic databases and information systems. According to this classification, these sys- sytems providing geographical data (GIS(19)). tems can be further divided into the subcategories • Systems for the collection of traffic data, in- “intelligent infrastructure” and “intelligent vehicle”. cluding Weigh-In-Motion (WIM) and systems Each definition has several components, according for the automatic classification of vehicles. to RITA. • Systems for counting the number of users of a Intelligent infrastructure includes: public transport system (APC(20)). • Arterial management (surveillance, traffic con- The above listed information and communication trol, lane management, parking management, support systems, which can be integrated with information dissemination, enforcement). one another in specific configurations depending • Freeway management (surveillance, ramp con- on the requirements and features of different trol, lane management, special event response, transport modes and services, can be applied to transportation management, information dis- help increase efficiency and competitiveness, pre- semination, enforcement). vent human error, limit pollution and improve • Crash prevention & safety (road geometry

(15) Here the broad range of on-board applications using ICT is relates only to infrastructure, transport and traffic (16) Automatic Equipment Identification, Automatic Vehicle Identification (17) Automatic Vehicle Locating System (18) Electronic Data Interchange (19) Geographic Information System (20) Automatic Passenger Counters 31

warning, highway-rail crossing warning sys- warning, road departure warning, forward col- tems, intersection collision warning, pedes- lision warning, rear impact warning). trian safety, bicycle warning, animal warning). • Driver assistance (navigation/route guidance, • Road weather management (surveillance, driver communication, vision enhancement, monitoring & prediction, information dissem- object detection, adaptive cruise control, in- ination, advisory strategies, traffic control, telligent speed control, lane keeping assis- control strategies, response & treatment - tance, roll stability control, drowsy driver treatment strategies). warning systems, precision docking, cou- • Roadway operations & maintenance (informa- pling/decoupling, on-board monitoring). tion dissemination, surveillance, work zone • Collision notification (mayday/automated col- management). lision notification, advanced automated colli- • Transit management (operations & fleet man- sion notification). agement, information dissemination, transporta- If we look at roadside ITS applications and services, tion demand management, safety & security). the European project “EasyWay(23)” classifies them • Traffic incident management (surveillance & as follows: detection, mobilization & response, informa- • Traveller information services provide travellers tion dissemination, clearance & recovery). with comprehensive real-time traffic informa- • Emergency management (hazardous materials tion allowing well-informed travel decisions management, emergency medical services, re- (pre-trip information) as well as information sponse & recovery). during the journey (on-trip). • Electronic payment and pricing (toll collec- • Traffic management services provide real-time tion, transit fare payment, parking fee pay- guidance information to the traveller and ment, multi-use payment, pricing). hauler, detecting incidents and emergencies • Traveler information (pre-trip information, en to ensure the safe and efficient use of the road Background document route information, tourism & events). network. Enforcement is part of traffic man- • Information management (data archiving). agement. • Commercial vehicle operations (credentials • Freight and logistics services aim to optimise administration, safety assurance, electronic the capacity and efficiency of goods transport screening, carrier operations & fleet manage- by providing safe and easy access to intermodal ment, security operations). terminals (ports, rail and road connections, etc.). • Intermodal freight (freight tracking, surveil- • Connected ICT infrastructure that works effi- lance, freight terminal processes, drayage op- ciently is a prerequisite for ITS deployment pro- erations, freight-highway connector system, viding the end user services with information international border crossing processes). from systems that monitor the road situation in Intelligent vehicle includes: real time and enabling different operators at na- • Collision avoidance (intersection collision tional or cross-border level to ensure interoper- warning, obstacle detection, lane change as- ability and continuity of services through har- sistance, lane departure warning, rollover monized data provided by connected systems.

(21) Available from www.esafetysupport.org/en/esafety_activities/esafety_working_groups/intelligent_infrastructure.htm (22) The Research and Innovative Technology Administration (RITA) coordinates the U.S. Department of Transportation's (DOT) research programs and is charged with advancing the deployment of cross-cutting technologies to improve the transportation system of the United States. The classification of ITS technologies as consolidated and proposed by RITA is summarized on its website (www.its.dot.gov/index.htm) (23) Project co-financed by European Commission DG TREN, available from www.easyway-its.eu 32 ITS for sustainable mobility

3.2 Road transport: the growing interest in safety, security, quality and efficiency

ransport is a key tool for most services reduction of new, directly tangible assets - both in- lated to trade, information and finance. Trade dustrial and civil (the latter concerning both build- Tbetween different continents may require air ings and transport infrastructure) - to another or sea transport, whereas intra-continental trade based upon the operation, maintenance and serv- is heavily reliant on road and rail freight. icing of such assets. In European countries, the past few years have The second economic state can be labelled the demonstrated a growing demand for road “optimization phase”, where safety, security, transport - a demand that has been rising even quality and efficiency become the main watch- more rapidly than GDP itself - undoubtedly due words for operators. This model is true for those to the growth of private traffic (industrialized developed countries that have a widely branched countries’ citizens have become more and more transportation network and consequently need accustomed to the convenience and flexibility to continuously devote resources to its mainte- of private vehicles) and to the increased de- nance, operation and upgrade. mand for available goods (which implies com- The concept of efficiency, which is intrinsically mercial import/export traffic). Before the eco- linked to energy consumption and the use of land nomic crisis, the EC estimated a minimum by infrastructure and the vehicles on that infra- growth of 15 per cent in road traffic in the structure, leads to a need to assess the impact decade starting in 2010(24). made on the environment caused by the mobility The 2008 economic downturn, which has influ- of people through the operation of motor vehi- enced productive assets all over the globe, sig- cles and the transportation of goods. nificantly reduced traffic on motorways, specif- The priorities of transport policies throughout ically among heavy-goods vehicles. the European region in the forthcoming decade Considering this reduction in traffic we can ex- should be based on the following factors: pect that in the forthcoming years traffic growth (a) In the years ahead, it is likely that a rise in will cause the transport system to recover to- demand for the provision of transport infra- wards the traffic levels of 2007, before starting structures could challenge traffic planners - to significantly increase once again. as happened in previous decades, especially Transport is an essential asset of the economy in emerging economies. This is an assump- of the European region. According to the EC(25) tion that could only be brought about by the the transport industry as a whole accounts for greater future average mobility of people around 7 per cent of GDP and for over 5 per and therefore a greater level of displacement cent of total employment in the EU (of which from and to workplaces and households 4.4 per cent corresponds to transport services through a rise in the amount of goods that and the rest to transport equipment manufac- need to be moved. turing) while 8.9 million jobs are created by (b) There is a need to focus on the maintenance, transport services and 3 million by transport improvement and completion of existing equipment manufacturing. projects while at the same time pursuing If we examine employment by mode of transport greater safety, security and quality in terms from EU statistics(26), road transport (both of fluidity in movement and waiting times, freight and passenger) accounts for around 52 as well as pursuing efficiency, mainly in per cent of overall employment in the different terms of savings in energy and consequently transport modes. Road transport is an essential the quality of the environment. element of the global economy. A single correct approach that takes these into In fact, it has major economic, social and envi- account does not exist. Each developed country ronmental implications. or emerging economy needs a specific solution Economically, the more a country is able to in- responsive to its own economic growth trend, crease its overall infrastructural estate, the more public needs and demand for sustainable devel- the economic system appears to be in transition opment. from a context prevailingly based upon the pro- ITS cannot offer the solution to all transport

(24) Eva Molnar, “Becoming wise about ITS”, Intelligent Transport ISSN 1757-3440 (25) Communication “A sustainable future for transport: Towards an integrated, technology-led and user friendly system” adopted by the Commission on 17 June 2009, available from http://ec.europa.eu/transport/strategies/2009_future_of_transport_en.htm (26) DG TREN, “EU Energy and Transport in figures” 33

Developed and developing countries Consequently, congestion levels are not necessarily lower Road networks in developed economies are usually well and resultant pollution, specifically in urban areas, is a si- evolved but the high level of registered traffic means gnificant concern. Developing countries are usually in a greater and greater measures are required to ease con- phase of infrastructure deployment. The cost of techno- gestion, remove bottlenecks, achieve overall optimization logy is limited when compared to the cost of civil engi- of the network and realize safer and more energy-efficient neering work. This situation presents an important op- transport solutions both in rural and urban areas. Highly portunity for building state-of-the-art infrastructure and branched road networks, together with roads already implementing all necessary equipment. In both cases, equipped with a basic or advanced level of ITS and com- high levels of traffic congestion can cause a reduction in munication systems, present the opportunity to operate economic activities and the augmentation of transport smarter and more efficient services. Traffic volume in de- costs, which strongly affects the local economy. In this veloping countries is usually lower, and infrastructure eventuality there is a critical need to conduct research less evolved when compared to developed countries. into safety, security, quality control and efficiency. problems, but ITS can ameliorate in a wide range mally linked to the productivity of macro-eco- of situations with an intelligent use of existing nomic systems and consequently assumes a capacity and infrastructure, reducing the waste greater economic multiplier effect. The effects of energy and resources from the improper and resulting from the process should not only be inefficient use of the transport system as a visible when observing the direct impact, but whole. also when one recognises the leverage exerted Finally, the efficiency promoted by ITS is nor- on the economy. Background document 3.3 The concepts of safety and security in transport: the role of the Intelligent Transport Systems

afety and security in Information and Com- (c) The infrastructure and the surrounding envi- munication Technologies (ICT) should dis- ronment. Stinguish between: If we look at the role of the driver, safety issues typ- (a) Safe driving and (in the broadest sense) the ically arise from a sharp variation in one or more safety of people. factors other than the driver's actual behaviour (the (b) Security and the protection of both vehicles driver’s reaction itself linked to other prerequisites and goods, also in relation to incidents result- such as driving skill, psychological and physical con- ing from fraudulent acts. dition, behavioural approach to driving, etc.) and Safety in a transport system entails being able to the performance of the vehicle they are driving. travel or perform the displacement of one or more Tools and devices - typically for real time information vehicles or goods under safe conditions (i.e. where and normally made up of ICT tools (both for on- the level of hazards is as low as possible). Naturally, board and roadside ITS) - can be used to support to the long-term target is to achieve negligible or zero the driver: risk but common experience dictates that no hu- (a) To influence the behaviour of a single driver man activity is completely risk-free. When vehicles or to intervene to aid them. are in motion, hazards may be caused by: (b) To make up for their temporary inability/inat- (a) The driver, or any users of the transport infra- tention or for the possible occurrence of weak structure. psychological and physical conditions and ir- (b) The vehicle or the means of transport, includ- regular behaviour. ing what the vehicle is transporting (passen- (c) To influence public behaviour, promoting the gers, goods, etc.). better use of alternative infrastructures or to 34 ITS for sustainable mobility

4. Evolution delay the displacement of people or goods in spires when the overall system (driver/car) is re- of the operation the case of unavailable road capacity, prevent- quired to respond with a faster reaction time than with the ing major queuing and lowering the risk of is possible. involvement possible consequent uncomfortable and unsafe It appears clear - as in the case of all objects with of ITS driving conditions. the potential to be dangerous - that it is possible (d) To monitor the correct use of the road, alerting for drivers to raise their own awareness levels of the driver or regulating their behaviour if in- the risks associated with the inappropriate use of appropriate actions occur. a vehicle (sense of responsibility). The study of transport system safety focuses on a Therefore, the leading principle of road safety is number of factors, including the following: careful or cautious driving accompanied by com- (a) The human factor: ability, psychological and pliance with the rules of the road and by the ap- physical conditions and behaviour. propriate psychological and physical conditions (b) The vehicle or means of transport: for driving. • Grip between tyres and road. The role of engineering, including ITS, is to prevent • Running performance (acceleration, the occurrence of accidents (i.e. through traffic in- braking or headway, stability). formation systems and road design) or to be able • Mechanical features of the structure to smooth the consequences of errors and be ca- (vehicle shell, equipment). pable of studying and determining the causes of (c) Infrastructure: structural parameters (surface, problems in order to facilitate a continuous process slope, elevation in curve, cross-section), safety of safety improvement. equipment (roadside barriers, lighting), avail- Cars and other means of road transport were cre- ability of facilities (toll barriers, service areas), ated to meet one of the primary needs of mankind: current traffic levels and environmental con- communication by displacement. When a vehicle ditions (humidity, frost, fog, blinding sunlight) is no longer used for such a primary purpose, when - environmental factors that typically influence basic prerequisites of road use are not met and the grip and stability of the vehicle or the clar- there is a misperception of the hazard, then risk ity of the driver’s field of vision. Traffic can conditions normally arise. Human behaviour is also distract the attention of the driver and recognised worldwide as the No. 1 factor influenc- create misperception and miscalculation of ing road safety(27), being fully or partially respon- the relative movements of other vehicles. sible for 93-95 per cent of accidents(28). It is a fact When an event changes current driving conditions that man is not a machine designed for driving. the response of the vehicle is dictated by both Drivers are the main target of ITS through the the driver (whose response depends on their in- provision of information and alerts. The perform- dividual attributes and various other conditions ance of drivers in terms of safety can be greatly affecting them) and by the vehicle (the response improved thanks to real-time information, warn- of which is influenced by design criteria, mainte- ings and automatic sanctions brought on by im- nance levels, grip and environmental conditions). proper driving behaviour. ITS operate primarily If an event that alters current conditions occurs, to better road safety, aiming to give rise to the an accident during transportation usually tran- best possible cost/benefit ratio.

(27) “Recommendations of the Group of Experts on Safety in Road Tunnels”, p 21, drafted by the UNECE ad hoc Multidisciplinary Group of Experts on Safety in Tunnels (available from www.unece.org/trans/doc/2002/ac7/TRANS-AC7-09e.pdf) (28) PIARC “Road safety manual 2003”, p 47, or “Recommendation of the Group of Experts on Safety in Road Tunnels”, drafted by the UNECE ad hoc Multidisciplinary Group of Experts on Safety in Tunnels (available from www.unece.org/trans/doc/2002/ac7/TRANS-AC7-09e.pdf) 35

3.4 A short outlook on ITS

ntelligent Transport Systems involve a wide 4 range of technological and organizational sys- Items, applications and services. The authors know that it is not possible to give a full overview of ITS. This chapter shall provide some highlights of a few typical cases. 3.4.1 Roadside contribution to the safety of transport: the role of ITS

ITS has a direct impact on road activity and consequently represent a tool for the improvement of traffic efficiency and safety. Roadside equipment and related value-added services performed by road operators represent a significant contribution to a modern state-of-the-art avoid collision. Several technological solutions way of operating roads. are the disposal of the driver or have been pro- Figure 4 demonstrates the evolution of ITS opera- posed for increasing the amount of reaction time tion. In the past, road operators always performed that a driver has to react to emergencies or road the surveillance of roads themselves; now they can accidents. These include radio channels and data have remote monitoring and automatic incident systems, Variable Message Signs (VMS), blinking Background document detection-technologies that are making operators roadside markers and, in the future, on-board di- more vigilant and faster to respond. Operators of rect messages. Such technologies aim to reduce toll motorways can now perform electronic toll the perception-reaction time of a driver, thereby collection using systems that automatically recog- increasing safety time, the time available for the nise each individual user, avoiding time- and en- user to safely drive the car. ergy-consuming transactions. There are also other ITS technologies that allow for better monitoring of traffic and weather conditions on motorways, faster response times to emer- Roadside ITS gencies and easier communication between oper- In summary, we can observe that at the process le- ators of contiguous roads and networks. vel, by passing from the traditional approach to the Below are some examples from the roadside tech- technological approach the operator can achieve nology “family”. an increased level of efficiency and gain an enhanced capability to act in terms of time and resource Traffic Control Centre management. Roadside ITS is a tool that helps to Traffic Control Centres (TCC) are the cornerstone scale down the processes that authorities and ope- of road activity operations. Modern TCCs receive rators handle in order to perform traditional services and circulate multimedia information (data, radio, in a more efficient way. What’s new, is that ITS allows telephone and video signals) on the status of the operation of new services that were not pre- roads and traffic. TCCs pave the way for the state- viously possible. In a way it can be said that while of-the-art operation of roads, collecting various operators used to handle traffic in the past, they are data concerning meteorological and other envi- now increasingly handling individual cars and users. ronmental conditions (i.e. pollution inside road tunnels). The efficiency of TCCs assures the correct flow of information to and from different Applying of these measures and services presents stakeholders (traffic police, authorities, etc.) the opportunity to facilitate rapid response meas- which in turn contributes to timely and appropri- ures, mainly when dangerous situations occur ate decisions during the operational phase. suddenly or when an irregular situation is known Most TCCs are operated around the clock by one or in advance. Many accidents occur because the more agents. The TCC agents continuously monitor system (driver/vehicle) requires more time to all technological facilities, such as the video images 36 ITS for sustainable mobility

5. Examples of 5 The main objectives of TCCs are to: Traffic Control • Collect all useful information and conse- Centres quently activate all pertinent internal and ex- (Autostrada dei ternal services. Fiori and SATAP • Provide accurate real-time traffic information - Italy) to the public, using a variety of different media. • Utilise all available information to promote 6. Examples the safety of traffic, ensure the safety of the of Traffic road operator’s agents on the road and quickly Information perform the actions defined in the operator’s Centres manual of procedures in order to minimise the (DGT - Spain, congestion caused by accidents, road works ASPI - Italy) and other events.

7. Video camera Traffic Information Centres for traffic Traffic Information Centres (TIC) are operational monitoring centres managed either by road authorities or road with images operators. TICs are charged with collecting real- transmitted onto time information and checking, validating, and dif- TCC’s video wall fusing it to the general public through all possible media outlets (radio, TV, call centres, internet etc.). The collection and coordination of information is particularly important because information can arrive from various sources (although usually from road police and road operators). The collection and distribution process involves many different from traffic monitoring cameras located at critical partners at regional or national level. The task fac- intersections and throughout road networks. ing TICs also largely consists of managing and pro- Obstructions, accidents and other incidents are detected by either the TCC agent, the technolog- 6 ical systems operator or through reports from traffic police, the road operator’s agents or road users. In responding to real-time events and the resulting overall scenario, the TCC agent can activate: • Contingency plans (activating all competent authorities, measures and services for managing traffic safety and handling accidents or other abnormal events). • Traffic management plans (activating, in cooperation with the competent authorities at regional level, all measures necessary for managing traffic, minimising congestion and delays, and optimizing the use of the available infrastructure). • Remedial plans (activating maintenance crews to restore infrastructure and, if necessary, bring in contractors). In some cases TCC agents have the option to directly intervene at the scene of the event: i.e. by delivering information to users through VMS, remotely controlling traffic lights, changing the ventilation in tunnels or controlling other localised equipment. 37

cessing the information and maintaining proper In order to achieve the best possible assessment communication contacts with all involved parties. of traffic circulation, a TCC can also benefit from Information is collected according to specific stan- a numerical count given by traffic detection sys- dards and the centre’s multimedia products are tems made up of sensors. These sensors use vari- created in real-time in order to be broadcasted via ous technologies inductive loops placed under the radio, television or web-based platforms. road surface, radar sensors, “cooperative” vehicle- mounted units, etc.); and are designed to perform Monitoring the real-time, precise monitoring of vehicles in In order to continuously monitor motorway condi- terms of traffic volumes and types of vehicle in tions, road operators install detectors capable of col- transit. Data is collected, registered and computed lecting information on the operation’s main points by local units that transmit the information to the of interest: traffic, weather and environmental mon- TCC. In doing so, the TCC is able to perform real- itoring. The video monitoring system for road traffic time traffic management according to current traf- is a network composed of remotely operated Closed fic volumes. Circuit Television (CCTV) cameras. Using the video Weather monitoring devices can either be standard monitoring system, the TCC agents have access to high-accuracy sensors for gauging the main continuous video footage that allows them to monitor weather conditions of interest (wind speed and di- the flow of traffic and to immediately check specific rection, precipitation type and strength, etc.) or sections of the network when automatic alerts are sensors specifically designed for the operation of generated from ITS, or when a warning is issued by roads (such as sensors for estimating the current agents on the road or users who have asked for help. condition of road surfaces - dry, wet, icy, etc.). Monitoring performed with the various sensors aids the smooth operation of road networks Benefits of video monitoring for traffic through the best possible use of roadside techno- Background document Video monitoring allows TCC agents to detect irregular logical equipment (local photometers are used for circulation or perform fast checks on the validity of a the control of road lighting, air quality sensors are received alarm or warning. Consequently, an agent can used for the control of tunnel ventilation equip- initiate an early activation of the appropriate contin- ment, etc.). gency plan and can issue early alerts to the operator’s emergency staff as well as an early alert to the related Variable Message Signs emergency services. The overall reaction time of the Variable Message Signs (VMS) are electronic traffic process is made far faster by the use of video monito- signs that allow the TCC to distribute information ring, which is essential in the case of dangerous events. concerning particular events in a timely fashion. In this way, delays in intervention are reduced and safety Such signs can warn of traffic congestion, accidents is improved while energy and transport efficiency is and incidents, roadworks or speed limits on a spe- promoted through the reduction of queues. cific highway segment. In urban areas, VMS are incorporated into parking guidance and information

7 38 ITS for sustainable mobility

8. VMS for lane 8 management (left - ring road of Venice) and for traffic information (right - near Imperia)

9. Equipment for the broadcasting of isofrequency traffic channel and bulletins from the systems to guide drivers to available car parking quirements for Tunnels in the Trans-European National Italian spaces. Variable Message Signs allow the road op- Road Network that the European institutions de- Traffic erator to immediately reach users in transit on a fined in adopting directive 2004/54/EC. According Information specific section of road, making it possible for ac- to the directive, tunnels longer than 500 m need Centre (CCISS) cidents that could occur as a result of any known specific safety measures that have been identified incidents to be prevented. Variable Message Signs in this common European approach. Several ITS 10. Road can also advise users on the best route to take in a technologies are prescribed, under specific con- accident given situation. ditions, by the technical annexes of the directive (i.e. video cameras, VMS at gates, emergency tele- Automatic Incident Detection phones etc.). In the case of standard operations, Automatic Incident Detection (AID) systems are tunnels are normally safer than other road sec- used to detect vehicles that have come to a stop, tions, but the confined environment can exacer- vehicles that are slowing down or pedestrians that bate the consequences of a major accident (i.e. are in locations that are off-limits. In general, any those involving fire, dangerous goods). anomaly present on the network can be quickly detected so as to prevent or at least mitigate any potential adverse effects. Automatic Incident De- ITS in the event of tunnel accidents tection systems constantly analyse road footage The physical phenomena resulting from major tunnel captured by cameras. The software is able to dis- accidents evolve very fast and can rapidly cause peo- cern whether or not an object is a vehicle, and is ple great harm. The time-saving automation achieva- consequently able to estimate its speed. When ve- ble through ITS could be helpful, if not vital, in specific hicles slow down, stop or when a “ghost driver” cases. (somebody going the wrong way) appears on the footage, an automatic alarm is generated for the attention of the TCC agent. The software can also Radio Channels identify pedestrians that are in the wrong place In the field of radio communications in ITS there and debris lost from vehicles on the road surface. are both radio channels that provide information The system helps agents to properly monitor a to road users and radio channels used for service higher number of cameras. Technical problems in communications purposes. the software or in the installation can cause the Information regarding traffic and traffic-related system to produce false alarms that can undermine events collected by TCCs can be provided to users the confidence that TCC agents have in the system through radio channels, thanks to: if they appear too frequently. • Specific agreements among road operators and conventional radio broadcasters. ITS in tunnels • Information broadcasted by TICs. A number of different ITS technologies can be de- • Other service providers. ployed to improve the operation of road tunnels. The service is made possible - and maintains a rea- At EU level, ITS is defined among the different sonably consistent quality - through the deployment provisions included in the Minimum Safety Re- of a number of pieces of equipment dispersed along 39

motorways, all broadcasting at the same frequency own independent radio channel and cross-commu- (i.e. 103.3 MHz in Italy, 107.7 MHz in France, etc.). nication is provided by TCCs and other operational This roadside equipment allows users to benefit centres. from traffic channels and keep up to date on traffic conditions and accidents without changing their Roadside equipment for speed enforcement radio frequency along their journey. Intelligent Transport Systems are implemented to In order to implement this system, the network improve overall levels of safety and efficiency. In needs: most cases communication with the driver is the • Numerous road-side installations (placed at main aim of ITS applications or services, and some- varying distances apart, depending on the lay times ITS is used to improve the effectiveness of of the land). enforcement when traffic violations occur. Accord- • Fibre-optic signal distribution of the previously ing to an estimate made by Italian traffic police(29), modulated signal to the broadcasting equip- high-speed driving is either the main cause or one ment. of the leading factors in approximately 60% of all • The use of leaking cables all along tunnels in road fatalities. order to broadcast in confined spaces. The information is distributed through voice and 10 data services. The Radio Data System (RDS) is a communication protocol standard for embedding small amounts of digital information in conventional FM radio broadcasts. The Radio Broadcast Data System (RBDS) is the official name given to the U.S. version of RDS. The RDS system standardises several types of transmitted information, including time, Background document station identification and programme information. The Traffic Message Channel (TMC) is digitally en- coded with traffic information using this system. This is also often available in automotive navigation systems.

Traffic police officers all over the world use radar or other technological systems to measure drivers’ speed, and if necessary enforce the law when speed limits are exceeded. Nowadays, video cameras and other pieces of fixed equipment are increasingly able to perform related functions in a semi-automated way. For example, a system(30) that is able to detect the average speed of vehicles travelling on monitored sections of road (sections in the range of 10-25 km in length) in any weather condition has been implemented on Italian motorways. The system records the number plates of vehicles The TMC may be broadcast through either RDS or in two consecutive locations at each end of a mon- Digital Audio Broadcasting (DAB), but most com- itored stretch of road. The first piece of equipment monly (because of the large bandwidth) it is distrib- automatically detects and registers the plate num- uted through Digital Video Broadcasting (DVB). bers of all passing vehicles; the next piece of equip- The radio channel reserved for service communi- ment, at the end of the monitored section, again cation allows interaction between road agents and logs all vehicles that pass through its field of vision. the operational centres of all actors cooperating The exchange of information between the two de- on road operations (i.e. the road operator, traffic vices allows an immediate calculation, in real time, police, fire department, ambulance, etc.). For se- of the average speed maintained by the driver while curity reasons, each actor normally caters for its passing through the allotted section. If the result

(29) http://poliziadistato.it/articolo/51-Tutor (30) The system was activated in 2005 on the Autostrade per l’Italia motorway network and is operated by the Italian traffic police. Users know this system as “Tutor”, a name alluding to the tutorial role of enforcement 40 ITS for sustainable mobility

11. Equipment 11 12 for speed enforcement on Italian motorways (ASPI)

12. Winter maintenance operation in snow (SALT)

13. Application of a traffic management plan (flow-chart)

14. Contingency communication process adopted by Italian authorities and road operators of ASTM/SIAS is lower than the maximum speed limit for the sec- group tion then the data is deleted. Otherwise the images are made available to the traffic police for enforce- 13 15. Web-based ment procedures. pre-trip The aim of roadside enforcement is not only to In addition, there are also non-quantifiable benefits information punish road traffic infringements, but also to help derivable from such a service. These include better services, (top, persuade drivers maintain a constant speed whilst accident information and better and more consistent left: weather travelling, making the flow of traffic more homo- traveller information that in turn leads to the im- information; geneous and therefore safer. proved movement of traffic across a region. In terms right: traffic According to data collected by traffic police and of organisational cooperation, the benefits include webcams) motorway operators, it has been estimated that the improved working relations between the various au- positive effects of ITS implementation have re- thorities and traffic operators in the affected regions. sulted in a 51% decrease in fatalities, a 27% reduc- The necessity of developing a solid knowledge tion in accidents resulting in casualties and an over- base of pre-defined strategies and an acceptable all fall of 19% in accidents of all kinds(31). framework for the activation/de-activation of various measures - based on the assessment of needs Re-routing of traffic in case of events and resources - is another essential element for preventing the standard operation of roads the success of re-routing traffic. Considering the Traffic re-routing eases the level of disruption high number of co-operating authorities and op- caused by certain events on identified stretches of erators, the wide range of events and the com- road (i.e. accidents, bad weather conditions) by plexity of the subjects, specific traffic manage- providing road users with information on alterna- ment plans are usually drafted in advance in order tive routes. Re-routing brings about direct benefits to establish a predefined coordination plan of the such as reduced driving time but also results in necessary actions that should be taken in the lower operating costs and decreased environmental event of an accident. impact. More specifically, the level of benefits derived from re-routing depends on the length of the Contingency plans/emergency plans possible alternative routes, on the capability of the Intelligent Transport Systems are invaluable for road operator to deliver relevant information to the organisation of available technical and non- users, and in the case of longer detours, on the technical resources. The same principle applies to flexibility of the traffic demand. more than just traffic management plans. Contin-

(31) Data from www.autostrade.it/assistenza-al-traffico/tutor.html 41

14 Background document 15

gency plans coordinate the joint management of drivers aware of the traffic situation and travel the different organizations(32) that shoulder the re- conditions so they can assess their travel options. sponsibility of returning the situation back to nor- Using this information a person can assess their mal after a road accident or incident in the mini- route, mode of transport, departure time or even mum amount of time, at the minimum possible cost decide on whether or not to make the journey. and with the minimum disruption to traffic. This Advanced travel information systems can en- requires careful preparation and planning. The clear hance pre-trip travel information by providing identification of a chain of responsibility and com- more detailed contents through different types munication strategies essential to the operation of media. are key factors in the planning process. Traditional pre-trip traffic information targets a Intelligent Transport Systems technology needs to broad audience, primarily through radio, which be integrated into the process in order to make means that the information is usually not suffi- connections fast and reliable and facilitate direct ciently detailed to serve trip-planning purposes, action from TCCs. except in the case of major events. Other systems (i.e. web-based platforms) provide Pre-trip traffic information systems users with detailed data on traffic and meteoro- The objective of pre-trip information is to make logical conditions and stream traffic webcams.

(32) Services involved include road police, emergency medical services, fire brigade, etc. 42 ITS for sustainable mobility

3.4.2 Passive, active and preventive simple measures such as safety belts, headrests safety for vehicles: the role and air bags. Modern safety concepts include: of on-board Information and (a) Active safety: provides the driver enhanced Communication Technologies control of the vehicle, thus decreasing the likelihood of accidents. This kind of technique To understand our future, we must study the past. provides the vehicle with a dynamic capability Below is a list of the major developments that to adapt to extreme conditions (i.e. better have shaped the evolution of motor vehicle safety: road-holding, braking capacity, manoeuvrabil- (a) Restraint systems (from around 1960-1975)(33): ity on low grip surfaces, resistance to tilting, this period saw the introduction of crashworthy etc.). Two examples of active safety systems systems and devices to prevent or reduce the are Electronic Stability Control (ESC) for pas- severity of injuries when a crash is imminent senger vehicles and Electronic Vehicle Stabil- or actually happening (passive safety). The first ity Control (EVSC) for heavy-duty vehicles. systems were restraint systems such as safety- The implementation of crash avoidance sys- belts, and later air-bags, to limit the forward tems may be the next big step. motion of an occupant, stretch to improve the (b) Passive safety (i.e. systems to enhance crash- occupant's deceleration and prevent occupants worthiness): systems and devices to prevent from being ejected from the vehicle. or reduce the severity of injuries when a crash (b) Bio-mechanical criteria (from around 1975- is imminent or actually happening. Much re- 1990): in order to better protect occupants in search is carried out using anthropomorphic the event of impact, crash test dummies were crash test dummies. Most of these systems are introduced as tools to aid vehicle design. These restraint systems (safety belts, air bags, pre- are full-scale Anthropomorphic Test Devices tensioners etc.), although crumple zones also (ATD) that simulate the dimensions, weight fall into this category. Crumple zones are struc- and articulation of the human body, and are tural features designed to compact during an usually equipped with instruments that record accident to absorb energy from the impact. data about the dynamic behavior of the ATD Typically, crumple zones are located in the 16. Car accident in simulated vehicle impacts. Biomechanical front part of the vehicle in order to absorb the criteria were identified in order to simulate impact of a head-on collision, though they may injuries using the dummies. be found on other parts of the vehicle as well. (c) Other protection (starting around 1995): vehi- Other important safety aspects include attempts to cles started to be designed to take into account promote concentration and comfort for drivers, and the protection of vulnerable road users (cy- any other methods that support drivers and keep clists, pedestrians). Moreover, crash compati- them informed of running conditions and potential bility concepts were integrated into vehicle hazards. Another emerging concept concerns the design in order to reduce the tendency of some possibility that drivers could provide emergency serv- vehicles to inflict more damage on another ve- ices with accurate and reliable information on the hicle (the “crash partner vehicle”) in two-car location and nature of accidents to enhance response crash scenarios such as crashes between Sport times. This function can be facilitated through capa- Utility Vehicles (SUV) and city cars. bilities that communicate between vehicles and sys- (d) Holistic approach (starting recently), incorporat- tems, as well as between vehicles and infrastructure, ing the need to consider additional factors con- thanks to positioning devices based on satellite nav- cerning elements other than the vehicle itself: igation technology. • Traffic infrastructure and control. Safety devices or systems that are now widely used • Citizen training. in new car designs include: • Information provided to drivers • ABS (Anti-lock Braking System). (through ITS and relevant technical • ESC (Electronic Stability Control), EVSC standards). (Electronic Vehicle Stability Control). • Checks on the use of alcohol and drugs. • DBC (Dynamic Brake Control). • The social cost of accidents. • TCS (Traction Control System). • Integrated transport systems, including • EBD (Electronic Brake Distribution). information and communication • BAS (Brake Assist Systems). technologies, assisting driving. • AEBS (Automatic Emergency Braking Systems). Today’s vehicle design criteria have progressed past There are other active safety systems that are less

(33) Technical standards relevant to structural design and motor vehicle equipment 43

well known or still in the testing stage. These include: cost-benefit analyses. • Anti-collision systems such as Forward Colli- Cost-Benefit Analysis can define and quantify key sion Warning Systems (FCWS). financial metrics such as returns on investments • Systems that communicate the existence of and payback periods. For these analyses, the po- hazards and obstacles. tential benefits, in terms of cost avoidance in relation • Lane Departure Warning Systems (LDWS). to crashes, can be measured against the purchase, • Systems that detect the condition of the driver installation and operational costs of the technology. or perform the automatic correction of driving Other than being used to estimate the average an- errors. nual numbers of preventable crashes, crash data It is indisputable that a significant number of road can be the basis for estimating the costs of the dif- accidents involving casualties occur in poor visibility, ferent types of crashes involving Property Damage normally at night or to a lesser extent in foggy con- Only (PDO), injuries and/or fatalities. ditions. Different types of sensors are - or can be - Primary data for calculating benefits and crash costs used to obtain information about objects in the vicin- can be garnered from information provided by in- ity of the vehicle. The most frequently used tech- surance companies, motor carriers and legal experts. nologies in the automotive industry that serve this Crash costs include(34): purpose are: • Labour costs. • Ultrasound sensors. • Worker’s compensation costs. • Infrared sensors. • Operational costs. • Radar. • Property damage and auto-liability costs. • LiDAR (Light Detection And Ranging - an optical • Environmental costs. remote-sensing technology that measures the • Legal costs. properties of scattered light to find range and/or A measure of crash cost avoidance can be calcu- other information about a distant target). lated using the number of incidents that each tech- Background document • Artificial vision. nology is estimated to prevent annually per Vehicle Every type of sensor operates in a different range Miles Travelled (VMT). of frequencies in the electro-magnetic spectrum (apart from ultra-sound sensors). Every sensor 16 supplies information on the space around a vehicle and a combination of different sensors and technologies might provide better results than using each technology indipendently. To be widely deployed, these on-board devices - as well as other ITS technologies - must be beneficial investments that meet user needs. For this reason, a concept that needs to be considered is Cost-Ben- efit Analysis (CBA/BCA) to provide an analysis of the return on investment for on-board safety systems for the motory industry. Cost-Benefit Analysis can define and quantify key financial metrics, such as returns on investments and payback periods. For these analysis, the potential benefits in terms Some brief descriptions of certain ITS applications of cost avoidance in relation to crashes can be are listed below: measured against the purchase installation and operational costs of the technology. Digital tachograph Other industry stakeholders such as insurance com- The tachograph is a device that combines the func- panies, vendors and risk managers can equally ap- tions of a clock and a speedometer. Fitted into a mo- ply the calculations to their own internal assess- tor vehicle, a tachograph records the time frame of ments and programs. a vehicle’s use, i.e. the vehicle’s speed and whether Public bodies can also perform their own CBA. If it is moving or stationary. the analysis shows that the assessed equipment is European Economic Community (EEC) regulation potentially increases safety levels or results in any 3821/85 from 20 December 1985 made the tacho- other public benefits, legal instruments can be ac- graph mandatory throughout the EEC. A “Euro- tivated that overshoot the results of any sectoral pean Agreement concerning the Work of Crews of

(34) Technical brief of Federal Motor Carrier Safety Administration (available from www.fmcsa.dot.gov/facts-research/research-technology/tech/09- 023-TB-Onboard-Safety-Systems-508.pdf) 44 ITS for sustainable mobility

17. Digital Vehicles engaged in International Road Trans- ment. This prevents any discrimination in transport Tachograph(36) port” (AETR) was signed in Geneva on 1 July 1970. across the whole AETR region, thus representing The current version was updated in 2006(35). a positive development for all Contracting Parties 18. Stability European directive 22/2006/EC sets out new rules and road transport companies. control for regulating the hours of drivers engaged in the The use of the digital tachograph requires the im- intervention for transportation of goods and passengers. It provides plementation of sophisticated infrastructure, spe- understeer and common methods for undertaking roadside checks, cific interoperable databases and complex security oversteer(37) as well as checks at the premises of transport op- policies at national level. Well-developed commu- erators. Moreover, it promotes mechanisms of co- nication interfaces between AETR countries also 19. Concept operation between member States authorities in need to be established. These are necessary to al- of warning charge of road transport enforcement. Regulation low the efficient, harmonised and secure function- thresholds and 561/2006/EC of the European Union adopted on 11 ing of the digital tachograph system. warning April 2007 specified driving and rest times for pro- threshold fessional drivers. These time periods can be Location-based information placement checked by the employers, police and other au- Location-based information services allow the driver zones(39) thorities with the help of the tachograph. to find the nearest business of a certain type, like The digital tachograph is a new, advanced piece of the next fuelling station, Automated Teller Machine, 20. Example of recording equipment, consisting of a digital vehicle accommodation or restaurants available in the im- warning systems unit and a personal driver card. This new equip- mediate vicinity. The driver might also have the op- for blind spot ment has been designed in such a way that the dig- tion of receiving certain types of location-based in- detection(40) ital tachograph itself can be considered to be the formation such as traffic updates, local points of “memory” of the vehicle in which it is fitted, whilst interest or localised advertisements. To prevent the the driver card can be considered the “memory” of potential misuse of the system, the secure authenti- the activities performed by the driver. cation and authorization of all incoming messages is The introduction - in all newly registered vehicles needed. Outgoing transmissions also require ade- (trucks weighing more than 3.5 tonnes and buses quate protection to ensure the driver’s privacy. capable of carrying more than nine people) - of the digital tachograph has the sole aim of improving Electronic Stability Control (ESC) and the comfort and working conditions of the driver Electronic Vehicle Stability Control (EVSC) and enhancing road safety through better enforce- Although various systems for vehicle stability control are currently available from many different 17 companies, their functions and performances are all similar. These systems use a computer to control the braking of individual wheels to help the driver maintain control of the vehicle during extreme ma- noeuvres. Using these systems, it is possible to keep the vehicle headed in the direction in which the driver is steering even when the vehicle reaches the limits of its road traction abilities. A stability control system maintains “yaw” (or heading) control by comparing the driver’s intended heading with the vehicle’s actual response, and automatically turning the vehicle if its response does Tachograph Card not match the driver’s intention. However, with a stability control system, turning is accomplished by applying counter torques from the braking system rather than from steering input. Speed and steering angle are used to determine the driver’s intended heading. The vehicle’s response is determined in terms of lateral acceleration and yaw rate by onboard sensors. If the vehicle is responding in a manner cor- Data encrypted on the chipset responding to driver input, the yaw rate will be in balance with the speed and lateral acceleration(38).

(35) The consolidated text, version 2006, document ECE/TRANS/SC.1/2006/2 is available on www.unece.org/trans/main/sc1/sc1aetr.html (36) Images from www.unece.org/trans/doc/2006/sc1aetr/Pres3Kelly.pdf (37) www.unece.org/trans/doc/2008/wp29/ECE-TRANS-WP29-2008-69e.doc (38) Other information can be found from the work of UNECE Working Party on Brakes and Running Gear (GRRF) on www.unece.org/trans/doc/2008/wp29/ECE-TRANS-WP29-2008-69e.doc 45

tems based on cameras may help the driver to stay in lane. An acoustic or tactile signal (i.e. vibration of the steering wheel) is generated when the system detects that the vehicle is about to di- vert from the lane. Research is also being conducted into systems that provide automatic steering control (lane keeping). In any case, car manufacturers are very cautious of this function, as it could be interpreted not as a support system, but as the actual automated driving of a vehicle, which in turn could produce unintended driver carelessness. Background document Other examples of driving support functions available on the market or at an advanced stage of de- Advanced Driver Assistance Systems velopment are: (ADAS) • Night vision: infra-red cameras enable the Advanced Driver Assistance Systems represent a driver to have better perception in conditions wide range of systems designed to help the driver, of low visibility, such as at night and in fog. making the driving process safer and more efficient. • Blind spot detection: rear-view mirrors are af- When designed with a safe Human-Machine Inter- fected by the blind angle a side area the driver face (HMI) they should improve car safety and road cannot see unless they turn their head. A cam- safety in general. Examples of such systems in- era and an electronic image processing unit clude: adaptive cruise control; adaptive light con- could serve as a vital warning system to alert trol; automatic parking; blind spot detection; colli- drivers to a vehicle overtaking them. sion avoidance system (pre-crash system); driver • Parking manoeuvre support: parking sensors drowsiness detection; intelligent speed adaptation are already widespread on many vehicles. Fur- or intelligent speed advice; in-vehicle navigation thermore, some vehicles have recently been systems (typically GPS and TMC for providing up- equipped with a function that detects the space to-date traffic information); lane change assistance; between two vehicles and - if sufficient - aids lane departure warning systems; night vision; manoeuvring by guiding the steering wheel. pedestrian protection systems; traffic sign recog- In ADAS, both warnings and controls play an im- nition etc. portant role in safety enhancement. Effective The first application from the above list is a system warnings have the potential to compensate for used for the automatic control of speed. Using a distance gauge, either radar or laser, the vehicle is 20 able to perceive the presence of another vehicle immediately ahead of it in the same lane. If the other vehicle is moving at a slower rate, the on-board system aids deceleration, adapting to the speed of the vehicle in front. This function is called Adaptive Cruise Control (ACC). In the lateral control of the vehicle, sensor sys-

(39) www.unece.org/trans/doc/2008/wp29grrf/ECE-TRANS-WP29-GRRF-S08-inf09e.ppt (40) Image from www.unece.org/trans/doc/2007/wp29/ITS-15-05e.pdf 46 ITS for sustainable mobility

21. Example of driver limitations, helping to prevent road acci- Intelligent Speed Adaptation (ISA) road sign dents. When dealing with humans, warnings and Another example of ADAS is Intelligent Speed repetition on control measures need to be carefully assessed Adaptation (ISA), a system which uses information vehicle in terms of frequency and priority. High-priority and communication technology to provide speed instrument panel warning signals are communicated via human in- limit information on a vehicle’s dashboard. The typ- through visual terface systems to promote awareness and timely, ical means of doing this is a through a digital road recognition of appropriate driver action in situations that present map; when the map is combined with current po- the sign at the potential or immediate danger. sition information from a GPS receiver, the ISA edge of the There are typically three levels of warning prior- can display the speed limit and a warning for the road(42) ity(41): driver. The same information can be linked to the 1. Low-level: driver should take action within the vehicle’s engine management system to provide an 22. VMS for timeframe of 10 seconds to 2 minutes; may es- intervening ISA (voluntary - may be overridden by traffic control calate to a higher level if not acted upon. driver; mandatory - without the option to override). and 2. Mid-level: requires action within the timeframe This kind of system could also be combined with communicating of 2 to 10 seconds; may escalate to high-level traffic sign recognition systems. information to warning if not acted upon. road users (A22 3. High-level: warning requires the driver to take 21 del Brennero) immediate action within 2 seconds to avoid a potential crash. 23. On-board These principles apply to “driver-in-the-loop” sys- instrument tems that warn or provide drivers with support for panel, displaying avoiding crashes. This means that these principles maximum do not apply to fully automated systems (i.e. ABS, allowed speed, ESC) or in-vehicle information and communication alert messages systems (i.e. navigation systems). They apply to and information systems that require drivers to initiate one or more relayed by of the following responses: cooperative • Immediate braking for crash evasion. systems • Immediate steering manoeuvre for crash evasion. • Immediate termination of initiated action. • Seek awareness of situation and perform one of the above responses. • Immediate decision to retake driver control. ADAS with high-priority warnings are: Forward Collision Warning (FCW) systems, Lane Departure Warning systems (LDW), Blind-Spot Warning (BSW) systems and back-up warning systems.

3.4.3 Cooperative technologies to Vehicle (V2V) or Vehicle to Infrastructure (V2I). The idea of cooperative systems is to have vehicles (a) Vehicle to Vehicle communication: can be de- connected via continuous wireless communication fined as the cooperative exchange of data be- with the road infrastructure on motorways (and tween vehicles through wireless technology possibly other roads), and to “exchange data and in a range that varies between a few meters to information relevant for the specific road segment a few hundred meters, with the aim of improv- to increase overall road safety and enable cooper- ing road safety, mobility, efficiency and im- ative traffic management”(43). proving the use of road capacity. The basic innovation of cooperative systems is that (b) Vehicle to Infrastructure communication: can intelligent transport tools, both in infrastructure be defined as wireless cooperative interaction, and on vehicles, are active and “cooperate” in order between vehicles and infrastructure, based on to perform a common service. Consequently, in co- systems that can improve safety and perform- operative systems, communication can be Vehicle ance on roads.

(41) www.unece.org/trans/doc/2008/wp29/ITS-16-03e.pdf (42) Image from http://w1.siemens.com/press/en/pp_cc/2007/02_feb/sosep200702_27_(mt_special_mobility)_1434304.htm (43) www.coopers-ip.eu 47

Vehicle to Infrastructure communication requires 22 that vehicles are equipped with the technology necessary to transmit relevant data to the TCC of surrounding infrastructure where it is assessed and integrated with other information and then sent back to the different vehicles in the nearby vicinity as useful and “more valuable” information. Taking this into consideration, it is evident that “intelligent infrastructure” and the “intelligent vehicle” are preconditions for the development of cooperative systems. Intelligent infrastructure is manned and equipped by technical and technological systems and the overall measures adopted make it able to collect information, perform Infrastructure to Infrastructure (I2I) communication and deliver advanced services to users. Cooperative systems are expected to make use of state-of-the-art communication facilities to allow the driver access to all road and traffic information (i.e. information currently diffused through VMS) directly from the vehicle’s instrument panel. Some of the targets of cooperative systems, along with relevant examples, are as follows: (a) Comfort: cooperative systems improve pas- Background document senger comfort and the efficiency of traffic. Examples of this include: traffic information systems, delivery of weather forecasts and interactive communication such as access to internet services. 23 (b) Safety: passenger safety is improved through cooperative systems by enabling vehicles to applications have so far only been proposed receive information transferred from the TCC and not tested in real conditions. It has yet to (Infrastructure to Vehicle [I2V]) and exchange be established whether or not they will be vi- it through V2V systems. The information can able in the future, but at the moment they ap- be supplied directly to the driver or it can trig- pear to be promising. In order to operate in ger an active on-board safety system. Exam- real time, the delays detected must be minimal ples of this are: crossroad coordination, warn- and the communication systems used must be ings for drivers breaching road regulations and highly reliable. In comparison, some V2I serv- information on road conditions. Some of these ices already exist (i.e. ETC systems). applications could call for direct V2V commu- Some services can have an impact on multiple ob- nication due to the very local relevance of the jectives: for instance, ETC is a cooperative service information and the need to minimize delays. that provides better comfort, better use of capacity, (c) Efficiency: the use of cooperative systems as well as enhanced safety (avoiding queues on toll could help re-route traffic when events are dis- plazas). ETC systems are the only cooperative sys- rupting traffic flow, optimizing the capacity of tems with bi-directional communication that have the road network and promoting efficiency so far reached an significant level of penetration network. Cooperative systems also enable in several regional markets, with several million Electronic Toll Collection (ETC) systems, “On-Board Units”(44) (OBU) in circulation. ETC sys- which prevent queuing at toll barriers. tems make use of a V2I data exchange in order to (d) Capacity: cooperative systems promote the perform toll collection transactions without vehi- better use of road capacity by transmitting in- cles having to stop. formation through V2V or V2I technology and The most pressing issue in this field is the future ensuring compliance with the minimum safety availability of multipurpose on-board units for cars distance between vehicles. Vehicle-to-Vehicle that are able to integrate toll collection services

(44) About 15 million On-Board Units in the European region (year 2008) - source ASECAP 48 ITS for sustainable mobility

24. Lanes together with services for safety and user informa- and technical and organizational solutions need to dedicated to tion in a single platform. be found in order to properly organise the service, vehicles with Another example of V2I is the Yellow Signal Warn- integrating it into existing procedures. It is of crit- On-Board Units ing System (YSWS). This system is aimed at reduc- ical importance that all actors involved in the emer- for ETC on ing accidents by helping drivers avoid hazardous gency response are immediately and simultane- Torino-Milan situations at crossroads controlled by traffic lights. ously activated (i.e. the medical services for the Motorway The purpose of the system is to inform the driver pertinent emergency, in additon to the operator in when their vehicle is approaching a crossroads charge of the road section, the traffic police in 25. Penetration with a speed in excess of the official limit. The sys- charge of the area’s traffic management, etc.). of ETC tem therefore contributes to the avoidance of traf- On-Board Units fic violations at crossroads and helps to mitigate Electronic Toll Collection (ETC) in national the effects of unavoidable collisions. Electronic Toll Collection, which allows the elec- markets(46) tronic payment of toll fees on motorways or the Automatic emergency call system imposition of specific road pricing in particular ur- Once an accident occurs, the timely transmission ban areas, was one of the first cooperative ITS of information related to the event to the appropri- services and today is considered a mature technol- ate services assumes vital importance. Thanks to ogy. This kind of technology cuts queues and delays GPS navigation devices and mobile communication at toll stations and consequently avoids the pollu- services it is possible to install a specific electronic tion that comes from “stop-and-go” traffic. ETC safety system in cars that automatically contacts systems take advantage of V2I communication emergency services in the event of an accident. technologies to perform an electronic monetary Information is transmitted to the TCC of the lo- transaction between a vehicle/user that is passing calised infrastructure or to any other pertinent Pub- through a toll station and the road operator or toll lic Safety Answering Point (PSAP), in order to agency. Until now, this procedure most commonly arrange a speedy response from the necessary serv- used Dedicated Short Range Communication ices (i.e. towing operators, traffic police, emergency (DSRC). More recently, GPS/GSM/DSRC technol- medical units, fire brigade). Even if the driver is ogy was adopted in Germany. unconscious, the system can use its on-board trans- The roadside equipment checks all vehicles and mitters to inform rescue services of the vehicle’s detects whether or not the cars that pass are exact whereabouts, reducing the overall reaction equipped with on-board units. If vehicles are found time of the emergency services. In case of an emer- not to be equipped with the necessary on-board gency, the on-board automatic emergency call sys- unit, then enforcement procedures are put into ac- tem can establish a voice connection directly to a tion (see point 4 below). Vehicles that have a valid call centre initiated either manually by vehicle oc- on-board unit are charged the appropriate amount cupants or automatically via activation of in-vehicle (through the bank account of the contract owner) sensors (i.e. synchronous with the activation of air- without the vehicle having to stop. bags). At the same time, actual location, available Electronic Toll Collection systems require onboard information on the event, or specific medical data units and rely on four major components: will be sent to the same PSAP operator receiving (a) Automated vehicle identification: the process the voice call. of determining the identity of a vehicular entity The in-vehicle unit needs to be suitably protected and provided with an autonomous power supply. 24 Examples of this service are already in place through private rescue stations and for specific groups of users with particular requirements - for instance, for the transportation of valuables. To spread this service, all requisite standards will need to be fully defined and several national agencies and operators will need to be committed to the effort. Initiatives already exist in this direction (i.e. at EU level)(45). In particular, the confluence of all the emergency calls onto a single emergency number handling service (112 or 911) is being investigated

(45) See eCall initiative http://ec.europa.eu/information_society/index_en.htm (46) www.asecap.com/english/documents/ASECAP_ENCHIFFRE_000.pdf 49

25 of them use similar technologies, few of them are compatible at present. This leads to inefficiencies for drivers who frequently travel on international itineraries.

Directive 2004/52/EC on ETC To address such issues in Europe, the European Commission has already published a directive on ETC, which emphasizes the need for the interoperability of systems. Directive (2004/52/EC) proposes subject to the toll. The majority of current toll the introduction of the European Electronic Toll Ser- systems detect and record the passage of ve- vice (EETS) that makes it mandatory for fee collec- hicles through a limited number of toll gates. tion systems to use one or more of the following (b) Automated vehicle classification: most toll fa- technologies: cilities charge different rates for different • Satellite positioning. classes of vehicle, making it necessary to de- • Mobile communications using GSM tect the class of vehicle passing through the and GPRS standards. toll facility. • 5.8 GHz microwave technologies, or Dedicated (c) Transaction processing: deals with maintaining Short Range Communications (DSRC). customer accounts, processing toll transac- Furthermore, such systems should be interoperable tions and customer payments to the right ac- and based on open and public standards, available on counts and handling customer inquiries. a non-discriminatory basis to all system suppliers. (d) Violation enforcement: useful in reducing the Background document number of unpaid tolls - several methods, devices and patrol actions can be used to deter Fleet management toll violators. Vehicles can be tracked from a TCC using GPS nav- Electronic Toll Collection has several benefits: igation devices together with communication fa- • Increased toll plaza capacity. cilities and digital cartography. Traffic Control Cen- • Reduction in waiting times. tre agents also have fast access to staff and • Reduction in fuel consumption and pollutant resources that can be activated when it becomes emissions by reducing or eliminating stop-and- necessary to handle an event. The same applies to go traffic. the central control room of the traffic police and • Reduction in toll collection costs and enhance- other emergency services. It’s not only the emer- ment of audit control by centralizing user ac- gency services that need to monitor fleets. Fleet counts. owners can also supervise their own vehicles. In • Possibility to implement congestion pricing by addition to vehicle tracking, modern fleet manage- breaking technical barriers: non-intrusive toll ment systems enable advanced functions such as collection requires much less infrastructure, centrally managed routing and efficient dispatch, automatic vehicle counting and classification driver authentication, remote diagnosis while gath- and automated accounting systems. ering details on current drivers’ status, mileage, • Digital license plate recognition devices can ac- fuel consumption or container status data. curately and efficiently identify toll violators. Electronic Toll Collection also has its costs: Integration of Traffic Message Channel • Installation and maintenance of V2I commu- (TMC) into navigation devices nication technologies, On-Board Units, vehicle While mentioning V2I systems, particular attention detection and classification as well as enforce- should be given to the Traffic Message Channel ment technologies. (TMC). Through a digital radio channel, informa- • Standardisation and technical interoperability tion related to traffic (concerning motorways and of systems impose costs. main highways) and road conditions (such as • Staff and resources devoted to enforcement. queues, accidents, fog and similar events) is con- • Marketing and stakeholder involvement ef- tinuously broadcast. TMC information can be inte- forts. grated with GPS navigation devices able to both Many countries operate ETC systems. While many capture the broadcast information and convey it 50 ITS for sustainable mobility

26. Traffic in a visual or acoustic manner. Once a destination Message Channel has been established, the GPS navigation device can integrate TMC information and check whether 27. Classification some critical roads are included in the route. If of the this is the case, a warning can be delivered to the communication driver and the GPS device can suggest a new route process avoiding the critical area. However, this application can present problematic issues: a new route auto- 28. Future matically computed or suggested by an independ- communication ent service provider could clash with different systems rerouting strategies designated by competent authorities or road operators, creating an inefficient 29. ITS in urban traffic management scenario. 26 transport(48)

3.4.4 ICT infrastructure for all services. For instance, no real-time video and communication networks system can exist in the absence of suitable communications technology (i.e. fibre optics). Com- Every ITS service depends on the availability of an munication equipment underpins practically every Information and Communication Technology (ICT) ITS service. The success rate of implementing ITS backbone and enabling systems that constitute the is closely related to the availability of ICT infra- core of ICT infrastructure, laying the foundation structure. The capability to deliver ITS services does not grow in a linear fashion with the aug- 27 mentation of available technology. For most ITS services a minimum critical mass is needed in or- Information Communications Control Communications (large capacity) (high speed and high reliability) der to perform a wide number of tasks. For ex- VICS, ETC, car navigation, ABS, steering ACC, electronically ample, real-time traffic monitoring is essential to cameras, radar controlled brakes traffic management services. This monitoring can be performed by video cameras, although other Gateway devices are capable of performing this task. The same footage collected from these cameras can be Body Communications used for other services - it can be published on the (low speed) internet for pre-trip information or can be used for Window control, dashboard meters, key less entry automatic incident detection. As we all know, the cost a service usually rises in Source: Prepared by the Development: Bank of Japan from various materials. proportion to its quality. The quality of a service can be continuously upgraded but a minimum base level 28 needs to be initially guaranteed in order to avoid generalised public mistrust towards the service. The cost of ICT infrastructure is relatively small when compared to the cost of road infrastructure as a whole. This presents an opportunity for developing countries that are currently building roads: when building new infrastructure they can opt directly for state-of-the-art ICT equipment. Information systems are based on the exchange of information between vehicles and roads, vehicles and other vehicles, and vehicles and roads with people. ITS depend heavily on telecommunication technologies and communications structures in order to provide useful services. Wireless communication technologies such as GSM and DSRC are used for extra-vehicular communi- 51

cations. For communications that link on-board The requirements for each type are different and components within a vehicle, cable harnesses are each year in-vehicle communication becomes more used. To minimize the number of wires, multiplexed complex. Regarding V2V communication, consor- communications are frequently employed. These tiums have already been established in Europe and networks types are classed as body, operation or the United States, and now Japan is setting up its information according to the purpose of the com- own body to hasten the development of advanta- munications. geous standards.

(47) 3.4.5 ITS in urban transport 29

ITS applications can play an important role in transport, especially in more urban areas. In particular, they help in: (a) Improving traffic flow: • Signalised junction controls can improve traffic flow and reduce air pollution. • Urban traffic management and control can enable police, local authorities and public transport operators to share information and help develop a truly integrated and more efficient transport system. (b) Improving road safety: Background document • Enforcement cameras deter speeding and dis- courage traffic violations at traffic lights; • Intelligent traffic signals can increase the time Receiving the right information at the right time available for people crossing roads, where and and in the right place is critical for successful urban when this is needed. public transport, especially in a multimodal trans- (c) Improving security and reducing crime: port system. It is hard to imagine the existence of • Closed circuit television can deter crime and flexible and high-quality urban public transport improve response time to incidents; without the deployment of ITS. The following usage • Traffic information services can improve the of ITS in urban public transport is critical for im- quality of information available to travellers. proving standards: • VMS can provide information on current travel • Information prior to or during the journey on conditions, the availability of parking spaces urban public transport (WAP, SMS etc.). or real-time public transport information. • Electronic displays showing the remaining (d) Improving public transport: time before arrival should be installed in bus, • Operators can improve their services by having train and tram stops and at stations. accurate information on the location and • Electronic information desks for the retrieval progress of vehicles. of information on routes, ticket prices, timeta- • Travellers can get up-to-date information from bles, announcements on traffic conditions etc. the appropriate websites. • On-board screens in urban public transport (e) Improving freight efficiency: vehicles (vocally announcing stops, showing • Improved traffic flow and more accurate po- teletext and other information). sitioning information will result in faster and • Ticket Vending Machines (TVMs). more reliable movement of goods. • Electronic tickets, e-ticketing etc. (f) Lessening environmental impact: • Security systems (security cameras etc.). • Reduced congestion, a more efficient trans- • Electronic information signs such as illumi- port network together with better-informed nated arrows, numbers, pictograms etc. travellers and more sustainable transport • Other passenger information services (display- choices can help tackle climate change and ing vehicle location, walking distances be- reduce air pollution. tween stops, parking information etc.).

(47) “ITS in urban transport: the challenges for the UNECE Transport Division”, Molnar, Alexopoulos (www.unece.org/trans/news/eurotransport2008-05.pdf) (48) www.unece.org/trans/news/eurotransport2008-05.pdf 52 ITS for sustainable mobility

3.5 Applications for the transport of dangerous goods (safety and security)

30. Visual ost of the considerations mentioned thus It should also be noted that through directive identification far relate to the field of safety. It should 2008/68/EC, the regulations stipulated by the ADR, systems for Malso be noted that security is a primary RID and ADN are mandatory for domestic traffic security in port concern in ITS. A matter of particular relevance is in EU countries and are also applicable to domestic areas: reading the transport of dangerous goods, a case that goes traffic in many other countries (i.e. the United and automatic beyond companies’ private management efforts States, Canada, China, Australia, Japan etc.). processing of since it involves the safety of both traffic and the It is evident that the overall actions of the UN in container codes general public. the field of dangerous goods transport aim to pro- (based on fibre- In the international context, the committee of ex- mote a high level of safety, creating an overall level optic technology, perts appointed by the United Nations Secretary of common understanding and a common approach RFID etc.) General at the request of the Economic and Social to the safety of drivers, road users and citizens liv- Council periodically draft the “Recommendations ing along roads and highways. This is fostered 31. Operational on the Transport of Dangerous Goods”, which is through the following key elements: checks and to be applied to all modes of transport. These rec- • Provisions for drivers (requirements for vehi- inspection of ommendations are then incorporated into interna- cle crews, consignment procedures etc.). both goods and tional regulations in compliance with the following • Criteria of circulation (listing and coding dan- vehicles in port schemes: gerous goods in a unified way, provisions re- areas: examples • European Agreement concerning the Interna- lated to quantities etc.). of X/gamma ray tional Carriage of Dangerous Goods by Inland • Provisions for vehicles (packing and tanker systems used to Waterway (ADN), for inland navigation trans- provisions, periodical overhauling and replace- detect smuggled port. ment of sub-standard tankers etc.). materials, • European Agreement concerning the Interna- We need to remember that the safety of road trans- explosives etc. tional Carriage of Dangerous Goods by Road port depends on continuous supervision by stake- These systems (ADR), for road transport. holders and authorities of every single detail of the are also used for • Regulations concerning the International Car- process - there can be no common safety standard customs riage of Dangerous Goods by Rail (RID), for if drivers do not adopt safety procedures or if au- clearance railway transport. thorities have a lax approach to enforcement or to purposes • International Maritime Dangerous Goods Code the monitoring of vehicles and tankers through the (IMDG), managed by the International Mar- inspection of expired or invalid certification docu- 32. Fire on a itime Organization (IMO), for sea transport. ments or relevant vehicle parts. It should also be vehicle carrying • Annex 18 to the Chicago Convention of the highlighted, particularly in relation to road trans- dangerous goods International Civil Aviation Organization port, that the European Council has acknowledged (ICAO) or Annex A to resolutions 618 and 619 the growth of ICT systems and places a high pre- of the International Air Transport Association mium on their operational utility. (IATA), for air transport. The arrival of ADR 2005 introduced the concept

30 portation SecurityActandtheContainer Finally weshouldmentiontheUSMaritimeTrans- taken aseriesofunilateralmeasures. tions atinternationallevel,hasalreadyunder- provisions thatarecurrentlysubjecttonegotia- States, whichoftenanticipatestheapplicationof stature ofinternationalterrorism.TheUnited ronment, butmainlybecauseofthegrowing with mobilityandthesafeguardingofenvi- an absoluteprioritybecauseofissuesconnected transportation ofdangerousgoodsisbecoming It alsoappearsclearthattheneedtomonitor been mandatorysinceMay2006. on thedigitaltachographforvehicles,whichhave plicative provisionslaidoutbyEUregulations itinerary). Anothermilestoneforsafetyistheap- out operationalmeasures(i.e.drawingupthe safety andsecurityofhigh-riskgoodssets viser (DGSA)tosetupaplanthatoverseesthe it isthedutyofDangerousGoodsSafetyAd- helping toensuresafedrivingandpeople’s safety, dents resultingfromfraudulentacts.Besides while asalsotakingstepstowardtacklingacci- of securityandprotectionforvehiclesgoods 31 warning ofaship’s arrival24hoursinadvance. ligent monitoringandsendingalertstoharbours troduction ofprotectedcontainersthatallowintel- nological meanstoinspecthigh-riskcontainers,in- States. TheCSIusesthefollowingprocedures:tech- tion ofcontainersbeforetheyleavefortheUnited Initiative (CSI)whichinvolvesthepreventiveinspec- 32 53

Background document 54 ITS for sustainable mobility 4. Outlook of UNECE action in the field of ITS and current provisions 4.1 The UNECE Transport Division’s approach to ITS

hilst pursuing their own institu- and the transportation of dangerous goods and tional activities, the UNECE sensitive cargoes. Transport Division and the other Several groups deal with ITS-related matters. bodies of the UNECE promote Recognising the importance of ITS, a focal point WITS through facilitating coordi- has been nominated. nation activities and preparatory studies for legal instruments aimed at the application and deployment of ITS. A perspective vision: ITS - an area The UNECE Transport Division was established to be strengthened in the transport after the end of World War II in response to an sector urgent need for an overall coordinator and facil- Intelligent Transport Systems offer non-traditional itator of the international movement of people solutions in an effective way. The UNECE’s main focus and cargo by road, rail and inland waterways, i.e. on ITS regulations has so far been overseen by the international transport. World Forum for Harmonization of Vehicle Regula- Nowadays, the Division’s main challenge is to lis- tions (WP.29). Technical specifications for Advanced ten, understand and respond to new transport is- Emergency Braking Systems (AEBS) and Lane Depar- sues and in parallel continue its task of promoting ture Warning Systems (LDWS) are just two examples the implementation of existing conventions and of standards imple- 33. The “Palais agreements by all of its member countries. mented by WP.29. des Nations” The UNECE’s strategy is to approach transport in Significant improve- in Geneva an integrated way, concentrating not only on inno- ments in vehicle-re- vative new ways of doing things but also on ways lated safety and the 34. Transport to merge traditional, well-functioning legal instru- reduction of pollu- on the UNECE ments with new technology. Intelligent Transport tion from traffic have website Systems are part of this holistic vision for the trans- been achieved at port system. global level through Through cooperation with member Governments, the work of WP.29. other international organizations and non-govern- However, greater im- 33 mental organizations, the UNECE Transport Divi- provements in the sion works to reduce the frequency and gravity of safety and environmental performance of vehicles road accidents. may be achieved if ITS applications are streamlined To this end, it promotes the development of inter- further into the output of WP.29. nationally accepted legal instruments as well as Motor vehicles are today - and most likely will be in recommendations and resolutions. the future - much safer thanks to the use of ITS. The The Transport Division is composed of a number technological upgrade of vehicles and related services of different sections and units that specialise in for drivers and road users is currently being explored, various transport areas, including inland water- and a benchmarking process is being performed by way transport, road transport, road traffic safety, the ITS Informal Group operating inside WP.29. vehicle regulations, rail transport, tunnel safety [AGTC]); efficientchainmanagementandlogistics bined Transport LinesandRelatedInstallations pean AgreementonImportantInternationalCom- service standardsforcombinedtransport(Euro- cymakers inareassuchaspan-Europeannetworks; and requirementsofindustriestransportpoli- (WP.24). TheWorking Partydealswiththeissues Party onIntermodalTransport andLogistics port managementareaddressedbytheWorking Logistical andproceduralissuesrelatingtotrans- vantages intermsofsecurity. beneficial forroadsafetyandgivesadditionalad- (i.e. placeswithahighconcentrationofpeople)is goods andtheirpassagethroughspecificlocations requirements relatedtothetransportofdangerous of paramountimportance.Moreover, catering for port ofDangerousGoods(WP.15) considers tobe issues thattheUNECEWorking PartyontheTrans- case ofanemergencyorcriticalsituationareall selves andthepossibilityofreroutingthemin ing dangerousgoods,thetracingofvehiclesthem- The trafficmanagementofspecificvehiclescarry- solutions forthemobilityofpeopleandgoods. transport systemtodeliversaferandmoreefficient arrive atthe“intelligentroad”stage,enabling takes apathofcontinuousdevelopmentinorderto avoidance systems.Itisessentialthatinfrastructure doze alertsystemsandrearlateral/lateralcollision ing supportsystems,automaticbraking through theuseoftechnologiessuchaslane-keep- helping toenhancetheperformanceofvehicles The applicationsmadeavailablebyITSarealready 34 and environmentallyfriendlytransportfacilities. tries togethertocooperateforefficient,healthy made onthepan-Europeanplatformtobringcoun- gramme” port, HealthandEnvironmentpan-EuropeanPro- a decisionhasbeenmadetostrengthenthe the Caucasus,CentralAsiaandSouthEastEurope, countries ofEurope-includingEastern transport, health,environmentandbetweenthe In ordertobuildbridgesandcreatelinksbetween terdam declaration. new visionandtofostercommitmenttheAms- to embracethepotentialaddedvalueofITSinthis be animportantachievementandawinningstep nological developmentand/orupgrade.Itwould international trafficcanbesatisfiedalongsidetech- through whichthedemandsoflong-distanceand Europe-wide scenario;anewoperatingground mission project“EasyWay”, wecanenvisageanew port Networks(TEN-T)andtheEuropeanCom- other programmessuchasTrans-European Trans- If weconsiderthisprogrammeinsynergywith operating criteriaandstate-of-the-arttechnology. agement servicethatcanbeimplementedwithnew utmost importancetorealiseanoveralltrafficman- ropean Networks(TEN)intoconsideration,itisof Taking thedevelopmentofTEMandTrans-Eu- adopted standards,goodpracticesandtechnology. ice fortrafficasaresultoftheapplication pacity roadsthatwillensureahighqualityofserv- opportunity forestablishingasystemofhigh-ca- opment intheregion.Thiscanbeseenasaspecial structure systems,thuspromotingoveralldevel- integration processofEurope’s transportinfra- The project’s coreaimistogiveassistanceinthe Eastern Europe. longing toWestern, Eastern,CentralandSouth road trafficinEuropebetweenthecountriesbe- cooperate topromoteacorridorforcross-border which Governmentsandstakeholdersdecidedto the executingagency. TheTEMisaprojectthrough is oneoftheprojectswhereUNECEactingas The Trans-European North-SouthMotorway(TEM) Asian landtransportlinks. in intermodaltransport;andinterregionalEuro- (THE PEP).To thisend,effortsarebeing “Trans- 55

Background document 56 ITS for sustainable mobility

4.2 Working Parties and groups of UNECE: generalities, activities and aims

35. UN meeting n the framework of the vehicle regulations ac- (b) The definitions of the different categories of room, Geneva tivities of the UNECE in Geneva, WP.29 is ad- vehicles established within the 1998 Agree- Iministering the following two agreements: ment can be found in Special Resolution No. 36. UNECE 1. The 1958 Agreement concerning the adoption 1 (S.R.1) available in TRANS/WP.29/1045 and Working Parties of uniform technical prescriptions for wheeled Amend.1(52). on vehicle vehicles, equipment and parts which can be A blue book on the activities, and how to join regulations fitted and/or be used on wheeled vehicles and WP.29, contains the guidelines and main fields of within WP.29 the conditions for reciprocal recognition of operation(53). approvals granted on the basis of these pre- The activities are structured as illustrated below 37. UN scriptions. The 1958 agreement includes the in figure 36. conference 130 UN regulations annexed to the agreement room, Geneva as well as the complete status information of 36 the agreement, listing the Contracting Parties (CP) applying the UNECE regulations(49). 2. The 1998 Agreement concerning the estab- lishment of the global technical regulations for wheeled vehicles, equipment and parts which can be fitted and/or be used on wheeled vehicles.

35 Reports of sessions, references to working documents and other resources are all available on the UNECE website. The following working parties are involved in activities relating to safety and matters that are potentially ITS-related: Working Party on Lighting and Light-Signalling (GRE), Working Party on Brakes and Running Gear (GRRF), Working Party on Passive Safety (GRSP) and Working Party on General Safety Provisions (GRSG). The subsidiary body of WP.29 responsible for updating the existing requirements with regard to general safety provisions is the Working Party on General Safety Provisions (GRSG)(54). The sub- The 1998 agreement includes the Global Registry, sidiary body of WP.29 responsible for updating which is the repository of nine Global Technical the existing requirements with regard to Passive Regulations (GTR), the compendium of candidates Safety Provisions, is the Working Party on Passive for participation in the harmonization or adoption Safety (GRSP)(55). The subsidiary bodies of WP.29 of global technical regulations as well as the com- responsible for updating the existing requirements plete status information of the agreement(50). with regard to Active Safety, are the Working Party The categories of wheeled vehicles established on Brakes and Running Gear (GRRF)(56) and the by UNECE regulations can be found in the fol- Working Party on Lighting and Light-Signalling lowing acts: (GRE)(57). (a) The definitions of the different categories of The following are the main legal instruments relat- vehicles established within the 1958 Agree- ing to road traffic safety and road infrastructure: ment can be found in the Consolidated Reso- (a) Convention on Road Traffic of 1968 and Euro- lution on the Construction of Vehicles (R.E.3) pean Agreement Supplementing the Conven- available in TRANS/WP.29/78/Rev.1 and its tion - 2006 consolidated versions. amendments(51). (b) Convention on Road Signs and Signals of 1968,

(49) www.unece.org/trans/main/welcwp29.htm (50) www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29glob.html (51) www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29re3.html (52) www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29sr.html (53) www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29pub.html - www.unece.org/trans/doc/2004/itc/itcrt/Overview.ppt#16 (59) (58) (57) (56) (55) (54) T in thefieldofITS 4.3 ActivitiesperformedbyUNECEbodies and theWorking PartyontheTransport ofDan- Customs Questionsaffecting Transport (WP.30) port andLogistics(WP.24); theWorking Partyon (AC.7); theWorking PartyonInter-modal Trans- Group ofExpertsonRoadSafetyinTunnels on RoadSafety(WP.1); theMultidisciplinary Vehicle Regulations(WP.29); theWorking Party including: theWorld ForumforHarmonizationof thanks totheworkofseveralUNECEbodies made theobjectofspecificlegalinstruments Intelligent Transport Systemswerediscussedand contained intheConsolidatedResolutionon tion totheuniquesetofroadsafetybestpractices ropean agreementssupplementingthem,inaddi- and onroadsignssignals,aswelltheEu- dating ofthe1968conventionsonroadtraffic WP.1 worksfortheelaborationandcontinousup- and improvingroadsafety. More specifically, the initiates andpursuesactionsaimedatreinforcing the Working PartyonRoad Traffic Safety(WP.1) Within thegeneralmandateofUnitedNations, c EuropeanAgreementonMainInternational (c) 37 www.unece.org/trans/theme_its.html www.unece.org/trans/roadsafe/wp1fdoc.html www.unece.org/trans/main/wp29/wp29wgs/wp29gre/greage.html www.unece.org/trans/main/wp29/wp29wgs/wp29grrf/grrfage.html www.unece.org/trans/main/wp29/wp29wgs/wp29grsp/grspage.html www.unece.org/trans/main/wp29/wp29wgs/wp29grsg/grsgage.html Traffic Arteries(AGR)of15November1975. solidated versions. tional totheEuropeanAgreement-2006con- vention andProtocolonRoadMarkingsAddi- European AgreementSupplementingtheCon- achieve itspolicygoals. mote theapplicationofITSinorderto he UNECETransport Divisionaimstopro- (59) , bodies. Thelistisnotexhaustive. mented orareinprogress within UNECEofficial ITS-related actionsthathavealreadybeenimple- Improvingfuelefficiency.The followingpagesincludesomehighlightsof Reducingpollutionandnoise. 4. Improving roadtrafficsafety.3. Mitigatingtrafficcongestion. 2. 1. eas: regard toITS,focussingonthefollowingfourar- guidance andadministrativesupporttothemwith sion, beingtheirsecretary, providesstrategic pressed theirwishthatUNECETransport Divi- gerous Goods(WP.15). Allthesebodieshaveex- lution onRoadSignsandSignals(R.E.2 Road Traffic (R.E.1)andtheConsolidatedReso- Party onRoadTransport [SC.1]). on roadsafetyandinfrastructurewiththeWorking that haveanimpactonroadsafety(i.e.jointwork as thecreationofjointworkinggroupsonmatters the creationofanexpertgrouponVMS),aswell mandate onspecificissues,includingITS(suchas ad hoc of rulestothedynamicsroadsafety, thematic In ordertoadapttheexistingconventionsandsets by 2015. ences ongoodpracticesforachievingthesetargets tional roadsafetytargetsandtoexchangeexperi- dle incomecountriestodevelopregionalandna- of whichistoassistGovernmentsinlowandmid- Traffic CasualtyReductionTargets” Road Safety:SettingRegionalandNational as thelatestUNDAprojecton have coordinatedseveralroadsafetyprojects,such lution 64/255of2March2010)WP.1 andtheUNECE the mostrecentUnitedNationsRoadSafetyReso- 31 March2008onimprovingglobalroadsafetyand May 2004,60/5of1December2005and62/244 2003 ontheglobalroadsafetycrisis,58/289of11 General Assemblyresolutions58/9of5November tions resolutionsonroadsafety(UnitedNations North America.AccordingtothelatestUnitedNa- tistics (accidentsandcasualties)fromEurope tional roadtrafficlegislationandsta- published byGovernmentsconcerningexistingna- The Working Partysupervisesthecollectionofdata working groupshavebeengivenspecial “Improving Global . Theobjective (58) ). 57

Background document 58 ITS for sustainable mobility

4.3.1 Informal Group on ITS under applications use advanced technologies to pro- WP.29 for in-vehicle ITS vide in-vehicle support for reducing the number of crashes and attendant injuries and As a result of efforts to equip motor vehicles with deaths. Other ITS applications provide in-ve- artificial intelligence and information systems, hicle information for purposes other than im- some advanced Intelligent Vehicle Systems (IVS) proved safety. Whatever the primary function technologies were introduced into the automotive is, both types of ITS applications can have im- market. The acceleration of the widespread use of portant unintentional influences on safety these technologies was considered desirable not (positive and negative). 38. Effect of only because they contribute to the comfort and In addition, since there are strong expectations for on-board ITS safety of equipped vehicles, but they also contribute the contributions of ITS to the enhancement of ve- on human to enhanced safety for road traffic as a whole. hicle and traffic safety, it was determined that the behaviour(61) It is possible that in-vehicle ITS technologies may following understanding is also necessary: be rejected by the market before they become fully • Certain areas of systems are expected to be developed if people are not aware of their ability discussed primarily for enhancing the safety to enhance safety and their overall contribution to of vehicles. They include systems that use ad- efficiency. It was therefore necessary to bring about vanced technologies for enhancing safety, and a common understanding of possible regulations that advise/warn, and/or assist the driver with and certification procedures in stakeholder coun- the purpose of vehicle functions and perform- tries. Rising expectations made WP.29 take the ini- ance in driving. tiative in building such a consensus. Looking at the function of in-vehicle ITS for safety As a response, WP.29 established an ITS Informal enhancement, the extent of the system’s assistance Group in June 2002, to began preparation for the to drivers’ control is an important issue to be de- Inland Transport Committee (ITC) roundtable liberated, including how far the “assist” can be ex- meeting and deepen its understanding of in-vehicle tended and how closely it is related to “substitu- ITS issues. At the ITC roundtable of 18 February tion”. This discussion can be based on certain 2004, WP.29 members and organizations recon- current in-vehicle ITS solutions. firmed the importance of discussing in-vehicle ITS In-vehicle ITS technologies can be divided into issues in WP.29 and agreed to continue the activities three categories: of the ITS Informal Group. 1. Assistance by information presentation and The ITS Informal Group assumed the role of a control under normal driving conditions. “strategic group”, which works to expand knowl- 2. Assistance by warning under critical condi- edge of new technologies designed to enhance tions. safety, including developing a common under- 3. Assistance by control under pre-crash condi- standing of these technologies. The Informal tions. Group also discusses now to handle these tech- In June 2011, the World Forum (WP.29) adopted nologies in the regulatory framework, if neces- guidelines on establishing requirements for high-pri- sary, and reports the discussion results to the ority warning signals (ECE/TRANS8WP.29/2011/90). WP.29. They were transmitted by the Informal Group on ITS The Informal Group aims to accelerate the de- and contain the Statement of Principles on the Design velopment, deployment and use of intelligent in- of High-Priority Warning Signals for Advanced Driver tegrated safety systems that use Information and Assistance Systems (ADAS). Communication Technologies (ICT) in solutions for improving road safety, reducing the number Intelligent Vehicle Systems of accidents on Europe's roads and making road In regard to vehicle construction, UNECE has traffic both greener and smarter. The technologies provided strategic direction to improve safety discussed by the WP.29/ITS Informal Group are and reduce pollution created by vehicles at a in-vehicle ITS (on-board safety systems that uti- global level through WP.29, which also tackles lize information received from direct sensing the issue of ITS implementation in transport. Sev- and/or telecommunications via road infrastruc- eral ITS technologies are currently in operation, ture or other sources). such as the Anti-lock Braking System (ABS) - one The Informal Group has issued the following state- of the first example of ITS to be used in motor ment concerning on-board ITS: vehicles - and the Electronic Stability Control • It is important to emphasize that certain ITS (ESC) system. The Tyre Pressure Monitoring Sys- ing whilealsohelpingtoreduceCO safety, providingreal-timetyrepressuremonitor- sibility ofWP.29. TheTPMSimprovesvehicle introduced bylegalinstrumentsundertherespon- two ofthemostrecentrepresentativeexamples tem (TPMS)andBrakeAssistSystems(BAS)are (61) (60) fits ofutilisingITStoolsfor thepreviouslymen- Moreover, thegroup willanalysethecosts/bene- of referenceECE/TRANS/WP.15/AC.1/108/Add.3). ment officialsormotorwayregulators(seeterms operators, emergencyresponseteams,lawenforce- These partiesmayincludeconsignors,transport delivery ofinformationandinwhatway. lar, itwillconsiderwhomightbenefitfrom the goods transportandrelatedfacilities.Inparticu- to enhancethesafetyandsecurityofdangerous what typeofdatacanbeprovidedbyICTsystems formal workinggroupontelematicstoconsider RID/ADR/ADN JointMeetingputinplaceanin- In ordertopromotetheuseofITS, (WP.15) Transport ofDangerousGoods telematics -Working Partyonthe 4.3.2 Informalworkinggroupon ating thesteeringwheel,pedalandbrake. propriate actionsandconsequentlydirectlyoper- dition oftheirvehicle,makingjudgmentsonap- observes theirsurroundingsandtherunningcon- hicle systems.Inconventionaldriving,thedriver cremental mapandinformationupdatestoin-ve- systems. Very soonitwillbepossibletosendin- The futureappearspromisingfordriverassistance much morethanbyinjurymitigation. road safetywillbeimprovedbyaccidentavoidance design restrictions quirements, notonspecifictechnologies,toprevent Safety regulationsarebasedonperformancere- structure andthevehicle. tems thatinteractbetweentheroadside/infra- fined tovehicles,thereareanumberofothersys- 2011/2012. Inadditiontosystemsthatarecon- the finalstageandshouldbecompletedby (LDWS) andBrakeAssistSystems(BAS)arein systems suchasLaneDepartureWarning Systems velopment ofprovisionsforothervehicle-based into regulationsforpassengervehicles.Thede- garding TPMSwereadoptedandincorporated but forpedestrianstoo.In2009,provisionsre- - adevelopmentnotonlygoodforpassengers, The aimoftheBASistoimprovebrakeefficiency www.unece.org/trans/doc/2009/wp29/ITS-17-02e.ppt perform occupantprotection allowingthemanufacturerto devisethebestdesignforachieving it sets biomechanicalinjurycriteriaand limits (measuredthroughtestdummies)tobecompliedwithduringtesting. Accordingly, For instance,UNECERegulationonFrontal collision(regulationNo.94)doesnotmandatetheinstallationofair-bags foroccup (60) . Thefuturedevelopmentof 2 emissions. erations onroads. these multimodalaspectsand theconsequentop- centres inEurope-hasthepotentialtocover tween trafficmanagementandinformation which definesthedatatransmissionprotocolbe- European transmissionprotocolDATEX II- In thisrespect,itisinterestingtonotethatthe modes. on aconsistentITSsystemforalltransport be anadvantageousassettohaveasharedview of ITS,whichshouldbepan-European.Itcould Commission’s actionplanonthedevelopment ences, attentionwasalsopaidtotheEuropean In theUNECEframeworkofactionsandrefer- data shouldbecontrolled. sion alsoneedstobereachedonhowaccess monitoring oftheinformationreceived.Adeci- dures/responsibilities mightbenecessaryinthe tioned purposesandwillconsiderwhatproce- assistance. standing ofthetechnologiesavailablefordriver transport sectoringeneraltoseekadeeperunder- fers atimelyopportunityforcountriesandthe they arestillintheirdevelopmentalstage.Thisof- already inpracticaluseonvehicles,asawhole While sometypesofdriverassistancesystemsare propriate elementsofpossibledriverassistance. studies ontheform,extent,timingandotherap- ous researchinstitutesarecurrentlyengagedin of thedriver’s functionsandresponsibilities.Vari- plete substitution”,whichmeanstakingoverofall tance forcontrol,shouldbeseparatedfrom“com- The conceptofdrivingassistance,includingassis- vanced technologies. sion-making andcontrolabilitiesbyutilizingad- designed toassistthedriver’s recognition,deci- supported byaseparate“drivingassistancesystem” The drivingsystemillustratedinfigure6maybe 38 ant protectionbut the vehicleshall 59

Background document 60 ITS for sustainable mobility

4.3.3 UNECE Road Safety Forum Nostrum VMS) and Germany. (WP.1) - Informal working group for This method of progress found its place within harmonization of VMS pictograms(62) the EC EasyWay programme. Continuing with the vision of the Mare Nostrum VMS Long Distance Variable Message Signs (VMS) are one of the bet- Corridor (2003-2006), EasyWay’s 4th European ter known ITS devices. This kind of technology Study (ES4 2007-2013) - coherently called Mare is mainly, but not entirely, used for information Nostrum - retains and expands on this approach purposes. In order to harmonize these types of for dealing with the innovation and standardisa- signs, the UNECE launched a devoted working tion of VMS. The ES-4 group complements the group(63) within the institutional framework of work carried out by other bodies such as the Eu- the Working Party on Road Traffic Safety (WP.1). ropean Committee for Standardization (CEN) - With the same objective regarding harmonization which is focused on the harmonisation of techni- since the mid-1990s, the European Commission cal display parameters - or the work of the Con- Directorate General for Transport and Energy’s ference of European Directors of Roads (CEDR). (DG TREN) Multi-annual Indicative Programmes The Conference of European Directors of Roads’ (MIP) for ITS implementation has developed a Framework for the Harmonised Implementation network of Euro-regional projects(64) dealing with of VMS in Europe (FIVE), for example, recom- many ITS-related issues, including VMS. Perhaps mends general design principles for VMS but does an interesting trend that best demonstrates this not analyze in detail the specific informative ele- effort in Europe can be seen in projects that in- ments that are missing on each of the road/traffic corporate a range of areas; from applied science situations that require harmonisation. (framework programmes) through to scientific The goal is to avoid scenarios where the Euro- implementation (Euro-regional projects). pean driver may not be able to understand infor- The project Substituting/Optimizing (variable) mation concerning their safety, route diversions Message Signs for the Trans-European Road Net- and all the other potential improvements that can work (SOMS/IN-SAFETY) operated in that man- be made to their journey, due to language prob- ner between 2005 and 2007. Similarly, MIP-2 lems. A complete harmonisation of VMS will im- MARE NOSTRUM VMS (2003-2006) adopted em- prove safety and increase the efficiency of the pirical procedures in order to solve the old prob- road network, especially for long-distance trans- 39. Evolution lems of sign innovation and standardisation. The port. The identification and development of spe- of road sign outcome of both projects was the formation of cific informative elements (pictograms, alphanu- harmonisation the UNECE’s WP.1 Small Group on VMS, a group meric codes) and message structures that are in Europe made up of functionaries from France, the Nether- totally independent of local languages is also en- (1909-2009) lands, Spain (all personnel coming from Mare visaged. EasyWay ES-4 has already realised historic mile- 39 stones through the delivery of important documents (notably the so-called “Working Book” and the ES-4 Guidelines, which deal specifically with up to 47 road/traffic situations and acknowledge already-existing VMS types and specific road situations). Back in the 1900s, danger warning signs were ba- sically the only immediately available resource for overcoming the sudden and pronounced changes to the road environment that came with the advent of motor vehicles. It is easy to understand that on roads the difference between 16 km/h (horse-drawn carriages) and 80 km/h (that was soon available to most motorcars) is enormous. Motorization made the road network into a more dangerous place in just a few years and road signs were the most pragmatic and feasible way of easing that problem. Motorized nations quickly had to identify road or

(62) Most material is from “The VMS Unit: a proposal”, Arbaiza, Lucas (63) Papers produced in 2008 are available on http://www.unece.org/trans/roadsafe/wp12008.html (64) ARTS, CENTRICO, CONNECT, CORVETTE, ITHACA, SERTI, STREETWISE, VIKING (66) (65) studies mitting safetycampaignmessages.Behavioural general adviceongooddrivinghabitsbytrans- Variable MessageSignscanalsodistributemore sage warningofaparticularimpendinghazard. Tactical IncidentMessage(TIM)-aspecificmes- conditions. AcommonuseofVMSistodisplaya up-to-date informationregardingroadandtravel cause oftheirflexibility:theysupplydriverswith Variable MessageSignshavespreadwidelybe- traffic andenforcementparameters. now bedisplayedatanytimeaccordingtoroad, warning ofdanger, orinformativemessages-can agement; thecoresigningfunctions-regulatory, on. Thisgiveswaytotacticalorstrategicman- polluted areas,blackspotsorsections,andso drivers, griporcapacityissues,speedcontrol, stances: visibility, congestion,re-routing, ghost plays) mayrefertopracticallyalltrafficcircum- Modern signs(bothroadsideVMSandin-cardis- signing. main oftemporary, variableandreal-timeroad harmonisation withinthenewandexpandingdo- izing them.Theresultwasalackofroadsign road signsthanUNECE’s WP.1 wasinstandard- rope) werefasteringeneratingandadoptingnew national roadadministrations(particularlyinEu- industrial dispositionsandmanagementneeds, tion onRoadSignsandSignals.Encouragedby dated sincethecataloguefrom1968Conven- made itevidentthatroadsignshadn’t beenup- In theearly1990s,newinformationtechnologies innovation atnationallevel. global levelcorrelateddirectlywiththestateof the 1950s.Thelackofactivityinroadsignsat road signsstilllargelylookedlikeitwasfrom information -whilethecatalogueofinternational words herearehigh-speedandreal-timetraffic and trafficwasdevelopinginthe1980s-key matrix. Infact,anewvisionofroadtransport to LEDsurfaces;fromrestricteddisplaysfull and tomobile,in-cardisplays;frompaintedbulbs vices progressedfromfixed-posttofixed-variable VMS visualizationdevices.Intwodecades,de- ditional parameterintoplay:theenlargementof named the“thirdtelematicwave”broughtanad- signs. Inthe1970s,atechnologicalrevolution traffic situationsthatcouldbemanagedviaroad Variable Message Signscarryingrepeatedsafety how theiruseaffected behaviourasdrivers. find outtheeffectivenessofalertmessagesand In thesestudies,driversweretestedinorderto broaden thescopeofexistingones. requirements ofmessagesandontheneedto See Performed mainlybytheUniversityof Valencia andbySINAincooperation withtheUniversityofRoma3 (65) http://www.unece.org/trans/doc/2008/wp1/ECE-TRANS-WP1-2005-06r4e.pdf helped WP.1 tofocusontheessential bols. tive withtheminimumnumber ofwordsandsym- be establishedtokeepmessagesclearandeffec- dition, general,sharedtermsofreferenceshould tre, ‘min’forminute,etc.)shouldbeused.Inad- international abbreviations(i.e.‘km’forkilome- ment, itisrecommendedthatonlywell-known, an effectiveway, incross-bordertrafficmanage- Because theaimistofacilitateuseofVMSin ridors. on fosteringtheiruseininternationaltrafficcor- UNECE regions.Particularemphasiswasplaced used tofacilitatetheharmonizationofVMSinall The updatealsosetthegeneraldeploymentrules and onthemaininformationprovidedbythem. innovative definitionontheuseofpictograms Convention onRoadSignsandSignals-setan used toconveyupdatedreferencesintheVienna on RoadSignsandSignals(RE2) A recentupdateoftheConsolidatedResolution spacing ofsigns. sequence andformat,tothelocation spond stronglytotheselectionofwords,their It hasalsobeendemonstratedthatdriversre- than messagesthatsimplydescribethesituation. likely tocausedriverschangetheirbehaviour (‘prescriptive’ signs)areveryeffectiveandmore sages thatinstructdriversonwhatactiontotake tion couldleadtoriskybehaviour, whereas mes- on driverbehaviour. Incorrectorvagueinforma- of utmostimportanceifVMSaretohaveaneffect It hasbeenproventhatcredibilityandclarityare reminders, speedlimits). ence driverbehaviourandsafety(i.e.belt of parkandrideoptions)ortotargetinflu- bring generalinformation(suchastheavailability tion tonotonlyinformdriversofdelays,butalso pre-existing libraryorcustomizedforthesitua- sages canbegeneratedbyroadoperatorsfroma put touseinapromptandeffectivemanner. Mes- convey informationthatadrivercanreacttoand To beeffectivethemessagemustbriefand messages todriversinthequickestpossibleway. and policeofficersneedVMSinordertotransmit Traffic operators,mobilitymanagementteams itself consideredtobevitalinseveralscenarios. The realtimeinformationprovidedbyVMSisin for WP. 1. factors ofrelevantconsiderationforexpertsand performances andjourneyre-planninghavebeen The responseandconcurrentinfluenceondriving vices. on driveralertnessintestsusingeye-trackingde- messages wereshowntohaveapositiveimpact (66) , whichwas 61

Background document 62 ITS for sustainable mobility

4.3.4 Expert group for safety Experts on Safety in Road Tunnels: Final Report”. in road tunnels This report includes recommendations on all aspects related to road tunnel safety - users, opera- The three major tunnel accidents that struck four tion, infrastructure and vehicles. The report was European countries between 1999 and 2001 (Mont approved by all member countries. Blanc, Tauern and St. Gotthard) served to remind The paper includes several proposals for ITS. These international authorities of the need to find ways include: on-board video systems for load monitor- to prevent such incidents and mitigate their con- ing (see measure C.4.1); Variable Message Signs sequences. This target can be achieved through the (see measure 3.09 and annex 1); traffic monitoring provision of safe design criteria for new tunnels, (see measures 3.04 and 3.11); radio communica- effective management and possible upgrade of tun- tions (see measure 3.04); traffic management (see nels that are in service, and improved communica- measure 2.12); traffic management plans (see meas- tion of important information to tunnel users. The ure 2.13); lane management (see measure 2.08); likelihood of fatalities can be greatly reduced and the x-ray analysis of heavy goods vehicles and through the efficient organization of operational GPS tracking (see measure 1.04). and emergency services (harmonized, safer and In line with the goal to improving tunnel safety, more efficient emergency procedures, chiefly for the EC drafted a directive on the minimum safety cross-border operations) hiring more skilled per- requirements for tunnels in the Trans-European sonnel, implementing more effective safety systems Road Network (TERN). This legislative document and promoting better awareness among road users was approved by the European Parliament and of how to behave in emergency situations. European Council and entered into force in April UNECE reacted to this need by establishing a multi- 2004. It was then transposed into the national leg- disciplinary group of experts on road tunnel safety islation of EU countries (directive 2004/54/EC, with the official participation of the World Road 11888/03, 29 April 2004). Recital No. 14 of directive Association (PIARC). In December 2001 the group 2004/54/EC recalls the background work per- published the “Recommendations of the Group of formed by the UNECE.

4.3.5 E-CMR This new Protocol is an Additional Protocol to the CMR. It sets out the legal framework and standards The UNECE Convention on the Contract for the for using electronic means to record and store con- International Carriage of Goods by Road (CMR) signment note data, making information transfer is a UN convention signed in Geneva on 19 May faster and more efficient in comparison to paper- 1956. It deals with various legal issues concerning based systems. Less paperwork means time saved cargo transportation (predominantly by lorries) and reduces margins for error. on roads. Based on the CMR, the International As well as saving time and money, transport oper- Road Union (IRU) developed the currently used ators will benefit from streamlined procedures and standard CMR waybill. In 2008, an e-CMR Proto- secure data exchange. In particular, the so-called col(67) was agreed upon, which aims to ease inter- e-CMR will reduce the room for errors in dealing national road freight and further improve good with identification and the authentication of sig- 40. Digital CMR - governance in road transport by allowing the use natures. an example(68) of electronic consignment notes. Current practices, which still use paper, struggle

(67) www.unece.org/trans/main/sc1/sc1cmr.html (68) Images from http://www.unece.org/trans/doc/2008/sc1/ECE-TRANS-SC1-103-pres02e.pdf There isaneedtohasteninteroperability intherail the qualityofservicealong this corridor. national bordershascontributedsignificantlyto multi-current ERTMSlocomotivesthatcancross Italy) ontheRotterdam-Genoacorridor. Theuseof tries (theNetherlands,Germany, Switzerlandand border-crossing trainsofthefourparticipatingcoun- ERTMS hasbeensuccessfullyintroducedonthe Switzerland. Intheareaofintermodaltransport, France, Germany, Italy, theNetherlands,Spainand compatible high-speedlinesoperateinBelgium, ity acrosstheEUrailnetwork.Atpresent,ERTMS R. ERTMSshouldeventuallyachieveinteroperabil- European Train ControlSystem(ETCS)withGSM- Traffic Management System(ERTMS)combinesthe progress inaworkablemanner. TheEuropean Rail that themarket,whileopeningtocompetition,can improve efficiencyandoffernewservicesproviding an ITStoolthatwouldgiverailwaysthemeansto Packet RadioService(GPRS)toformthebasisof GSM-R isnowbeingcombinedwiththeGeneral container trains.Within theEUandEFTA area, operations, inparticularforhigh-speedtrainsand specialized requirementsforharmonizedrailway R usesGSMtechnologythathasbeenadaptedto on theinteroperabilityofconventionallines).GSM- tives forrailways(includingtheEuropeandirective erability ofhighspeedtrainsandotherEUdirec- nology definedintheEUdirectiveoninterop- The EUselectedGSM-Rasthetransmissiontech- briefly describedbelow. Free Trade Association(EFTA) countriesare forts thathavetakenplaceintheEUandEuropean the necessaryharmonization(interoperability)ef- ment competitivewithallothermodes.Someof contributes tosustainabletransportinanenviron- structure efficiencybyensuringthattherailsector pan-European region.Itaimstoimproverailinfra- way operationsisimportantforallcountriesinthe The interoperabilityoftelecommunicationsinrail- Improving railinfrastructure 4.3.6 Railtransport Some oftheadvantagese-CMRareefficiency, will shortlydoso. make useoftheelectronicconsignmentnoteor speed withothertransportmodesthatalready have ensuredthattheirroadtransportisupto ing thee-CMRProtocol,countriesinvolved livered beforethedocumentsarrive.Byimplement- with lengthyproceduresandgoodsareoftende- are noresourcesavailableforthistaskatpresent. the ECEregion,ithastobeemphasizedthatthere process ofharmonizationITSstandardsacross principle, SC.2couldplayanactiveroleinthe operations cannotbefullycaptured.Although,in scale inthemanufacturingofrailvehiclesand cost ofbusinessbecausepotentialeconomies fragmentation oftechnicalstandardsincreasesthe are notnecessarilycompatiblewithERTMS.The operations in(EasternEuropeandCentralAsia) whole. Inotherwords,theITSstandardsforrail nomic CommissionforEurope(ECE)regionasa EFTA countriesarenotinteroperableintheEco- efficiency. TheITStoolsadoptedbytheEUand However, thereisatrade-offbetweenspeedand and CentralAsia-inordertoimprovesustainability. sector beyondtheEU-i.e.inwiderEuropearea least forthetimebeing. the paperCMRwaybillwillremaincommon,at tinue toberequired.Itcanthereforesaidthat CMR, soanin-cabinpaperCMRwaybillwillcon- UNECE regulationsandbeconnectedtothedigital sibility thattheconsigneemaynotbeinlinewith day ofdelivery. Thedisadvantagesincludethepos- real-time notificationandfreightinvoicingonthe ernments ofUNECEmember States. Security andmostlikelyrecommended totheGov- ered bytherecentlyestablishedTask ForceonRail stom corporation.Bothapplicationswillbeconsid- for interdependentintegrationdevelopedbytheAlt- by FerrovieDelloStatoinItaly, andtherailITmodel way andenergyinfrastructuredevelopedrecently clude theintegratedsecuritysystemforcriticalrail- Two interestingITSapplications intherailsectorin- as wellprotectedairportsandairplanes. senger transport,railwaystationsandtrainsarenot tected againstsecuritybreaches.Intheareaofpas- outer edgesofthesupplychainareoftenlesspro- nections (rail,roadandinlandwaterways)onthe developed andintegratedinports,hinterlandcon- to thenext.Whilesecuritymeasuresareusuallywell- sized thatsecuritytendstobeunevenfromonemode of containertransport,variousreportshaveempha- stock, trackandinter-modal terminals).Inthearea including railwayinfrastructure(stations,rolling likelihood ofterroristattacksagainst“soft”targets, security ofrailtransport.Thisissignificantgiventhe capabilities canbeusedtoconsiderablyenhancethe Recent researchactivityhasdemonstratedthatITS Improving railsecurity 63

Background document 64 ITS for sustainable mobility

Developing international intermodal Improving accessibility for passengers networks in rail systems Geographic Information System (GIS) technology The Working Party on Rail Transport (SC.2) de- has been used extensively for a number of years in cided to address this topic as it is likely to be im- three projects supported by the UNECE: Trans-Eu- portant for the future of passenger transport by ropean Motorway (TEM) network, Trans-European rail. Demographic projections show that the num- Railways (TER) network and Euro-Asian Transport ber of people over the age of 65 is certain to in- Links (EATL). The TEM/TER and EATL networks crease rapidly in most countries of the ECE region are intermodal and include important inland and in the not too distant future. In parts of the ECE maritime transport links. The great challenge for fur- region, this 65+ population will have a reasonably ther UNECE work in this area is to collect accurate high life expectancy and considerable disposable traffic data to be analysed using GIS technology to income. If rail operators could accommodate for improve the understanding of intra-regional and in- the travel needs of the aged, demand for rail pas- ter-regional container transport flows. This type of senger services (including international services) work is policy-relevant and is included in the draft would almost certainly rise. Intelligent Transport work plan of the UNECE Expert Group on Euro- Systems applications are capable of efficiently ad- Asian Transport Links. Actual implementation is sub- dressing many older passengers’ needs (user- ject to the availability of resources. friendly ticketing, appropriate signage, etc.).

4.3.7 Inland Water Transport RIS framework and specific RIS tools, such as the Inland Electronic Charts Display and Infor- Inland navigation has also put ITS to good use. mation System (Inland ECDIS), electronic ship The latest information technology systems have reporting, electronic data transmission to skip- provided a basis for the development of harmo- pers and inland Automatic Identification (AIS) nized information services such as the so-called systems. To the greatest possible extent, these River Information Services (RIS), which support standards are built in line with maritime naviga- traffic and transport management while also in- tion standards developed by an international terfacing with other transport modes. The goal is group of experts supported by countries and com- to contribute to a safe and efficient transport petent international organizations such as the process and to use the available waterways UNECE and the River Commissions and Interna- (rivers, canals, lakes) and their infrastructure to tional Navigation Association (PIANC). In EU their fullest potential. Member States, directive 2005/44/EC from 7 Sep- River Information Services are in operation in many tember 2005 deals with harmonised RIS on inland countries of the UNECE region, ranging from in- waterways. The multi-annual action programme cipient systems to fully-fledged services and com- on Navigation and Inland Waterway Action and prehensive Vessel Traffic Services (VTS). Development in Europe (NAIADES) includes an Taking into account the variety of available tech- important component on RIS implementation. nological solutions (VHF radio, mobile data com- The UNECE Working Party on Inland Water Trans- munication services, Global Navigation Satellite port (SC.3) has issued several resolutions on RIS- Systems [GNSS], internet, etc.), the emphasis of related issues, including the Recommendation on 41. VMS for RIS is more toward services that facilitate infor- Electronic Chart Display and Information System dynamic use mation exchange between parties in inland navi- for Inland Navigation (resolution No. 48); Guide- of emergency gation and less on technology-dependent solutions. lines and Recommendations for River Information lane River Information Services include a wide range Services (resolution No. 57); Guidelines and Crite- (A22 del of services, such as fairway information services, ria for Vessel Traffic Services on Inland Waterways Brennero) traffic information services, traffic management, (resolution No. 58); International Standards for No- calamity abatement reports, information for trans- tices to Skippers and for Electronic Ship Reporting port logistics and information for law enforce- in Inland Navigation (resolution No. 60) and the ment(69). International Standard for Tracking and Tracing on Given the international and intermodal aspects Inland Waterways (resolution No. 63). Discussion of inland shipping, it is crucial to establish inter- related to RIS implementation regularly appears nationally harmonized standards on the general on the SC.3’s agenda.

(69) http://www.unece.org/trans/doc/finaldocs/sc3/TRANS-SC3-165e.pdf inafter aresomeexamplesofbenefits. (71) (70) ditions. Traffic management(i.e.the moreeffective capacity andsubsequently improvingtrafficcon- congestion, promotingabetteruseofexistingroad stance, travelinformationhelpstravellersavoid and freightinalltransportationmodes.Forin- many methodsforenhancingthemobilityofpeople economy. IntelligentTransport Systemsinclude organisations tocontributethegrowthof ity oflifeandbooststheabilityindividuals live inremoteareas.Bettermobilityimprovesqual- the poor, peoplewithdisabilitiesandwho to peoplewithspecialneeds,includingtheelderly, able andaffordable.Mobilityisofkeyimportance People needtraveloptionstobeconvenient,reli- Asset 2. vere andcanpreventthemaltogether. the useoftechnologythatmakescrasheslessse- head rests,impactabsorbingfrontends,etc.)to sequences ofcrashes(throughtheuseseatbelts, to shiftthesafetyfocusfromminimisingcon- highways. IntelligentTransport Systemsarehelping portant forimprovingenforcementonroadsand and addressrecklessdriving.TheroleofITSisim- ers impairedasaresultofalcohol,drugsorfatigue, ing situations.Othertechnologieswillidentifydriv- ers todetectandavoidpotentiallydangerousdriv- Roadside andon-boardtechnologieswillhelpdriv- Asset 1. C 5.1 Benefits in thepromotionofITS and challenges 5. Countries aforementioned deemed validforemergingeconomies(seealsothe generally deemedvalidforITS,butspecifically To bepragmatic,wecanlookatakeysetofassets, http://siteresources.worldbank.org/INTTRANSPORT/214578-1097078718496/20281380/ITSper cent20Notepercent201.pdf www.benefitcost.its.dot.gov Summary ofbenefits (71) Mobility Fatalities andinjuries base ofcasestudies States haspublishedaverylargedata- ogy Administration(RITA) oftheUnited the ResearchandInnovativeTechnol- oncerning thebenefitsandcostsofITS, ” , publishedbytheWorld Bank). Here- “ITS Technical NoteForDeveloping (70) on theinternet. for carriersbutalsorelatedpublicagencies. helps toimprovesecurityandefficiency, notonly urban areas.Commercialvehiclemanagement cess pricing)canhelprelieveheavilycongested efficiency. Demandmanagement,(i.e.roadandac- timing oftrafficsignals)canhelpincrease environmental impact. ergy savings,lowerpollutionlevelsandreduced misation ofthetransportsystemwillresultinen- of thetransportationsystemasawhole.Theopti- performance andfosteringbetterthemanagement ducing congestion,improvingvehicleanddriver the wastedtimeandenergybyoptimisingtrips,re- Intelligent Transport Systemswillhelptoreduce Asset 3. normal conditionsmorequickly. hospitals, allowingtheflowoftraffictoreturn dent sitemorequicklyandfindthebestrouteto sustained, directemergencyvehiclestotheacci- an accident,helpdeterminetheextentofinjuries telligent Transport Systemswillbeabletopinpoint of roadoperatorsandtheemergencyservices.In- and organisationalmeanswillenhancetheabilities The availabilityofnewcommunicationsystems increased efficiencyofroadoperators Asset 4. 41 Environment Faster emergencyresponseand 65

Background document 66 ITS for sustainable mobility

42. Queuing at Asset 5. Reducing travel uncertainty Asset 8. Public Private Partnership toll gates can be The transportation system will guide travellers in (PPP) and industrial development reduced thanks real-time, helping them on a daily basis to avoid Private companies will team up with public agen- to ETC congestion or react to accidents and other incidents cies to provide products and services to consumers, systems(72) such as strikes, seasonal peaks or adverse weather Governments and other businesses. Governments conditions. Intelligent Transport Systems can help will provide provisions and incentives to con- to reduce travel uncertainty by smoothing traffic sumers that encourage the use of technologies that flow (and therefore reducing fluctuations in travel underpin a public benefit. times). Intelligent Transport Systems can also pro- In many cases, it is more economical for developing vide improved real-time and predictive information countries to import technology from developed that allows travellers to plan trips in a more effec- countries than to develop the technology domesti- tive way. In-vehicle navigation systems can incor- cally. However, there are some cases in which the porate real-time traffic information to dynamically demand for IT-related equipment, including ITS adjust driving routes, optimising trips based on the equipment, can help foster new domestic industries received information. for manufacturing this equipment. This works best in developing countries that already have at least Asset 6. Increasing security some base IT industry in place. Intelligent Transport Systems provide technology In addition, ITS equipment and systems require that permits users to address security concerns maintenance and renovation throughout their life through the use of GPS (or other positioning tech- cycle, some of which can often be provided by do- nology), wired and wireless communications and mestic resources. This can also help build the IT improved sensors and information systems. Intel- base in developing countries. Plans for developing ligent Transport Systems can monitor the contents these industries can be made during the introduc- and locations of containers, monitor the cargo and tion of ITS. routes taken by trucks, track the location and status of public transport vehicles, and generally support, Asset 9. A step towards co-modality simplify, and increase the visibility of transport lo- The availability of efficient information and the gistics. This is an area in which increased security possibility of a smart road transport system allows can facilitate efficiency and productivity by stan- for the promotion of a pro-active exchange of in- dardising and integrating processes for managing formation and services with other modes of trans- the transport of people and cargoes. port, promoting an integration of the capabilities of the different modes. Asset 7. Increasing comfort for road users 42 Intelligent Transport Systems also help travellers to have more comfortable and efficient trips. For example, Electronic Toll Collection (ETC) systems have advantages for individual drivers as well as for the overall road system. The immediate advantage to the individual driver is that with ETC it is no longer necessary to stop at toll barriers - the toll can be paid while vehicles are still in motion. The indirect advantage is an overall decrease in delays at toll barriers for all vehicles, even those that are not using ETC devices. In this way overall pollution is reduced as a result of reducing the level of stop-and-go traffic.

(72) Image from http://www.unece.org/trans/doc/reviews/UNECE-Transport-Review-2.pdf 67

5.2 Challenges

he assets derived from ITS deployment are national nature of the UNECE could be useful more numerous and better defined than the when combined with the actions already under- Tpotential difficulties that could arise. How- taken by the EC and national Governments. Gaps ever, the objectives of administrators and road traf- need to be identified and the UNECE, through fic designers face variables such as human factors its bodies and legal instruments, could be proac- and technological and cultural limits that could tive when it comes to filling in the missing links. hamper the effectiveness of ITS. Technical progress in road transport will produce positive effects as Issue 2. Fraud and violations in the long as stakeholders are aware of the possible back- use of ITS lash. Below is a description of issues that could If ITS require automated charging for a service (i.e. arise with the deployment of ITS. in the case of ETC) several events may prevent the correct functioning of this proceedure. These in- Issue 1. Interoperability is essential clude incidents brought about by the user or those For historical reasons it’s actually quite difficult caused by the simple malfunctioning of the system, to move rail rolling stock across national borders: or parts of it. Depending on the case, the incident the lack of interoperability remains a major ob- can either be classified as an error in the proper stacle to rail network development. However, functioning of the system, or as fraud. Fraud results similar interoperability problems should not hin- from any act that avoids the electronic collection der ITS deployment across Europe and beyond. of due fees through means prohibited by the rules This is an area where the UNECE could make a or laws applicable to the road network concerned, major contribution. By focusing on effective in- and is considered an offence. Systems need to be Background document teroperability, vehicles should be able to easily rendered fraud resistant through technical means travel across borders, despite the fact that infra- and legal instruments and provisions. A sufficient structures are managed locally. In this istance, level of enforcement services should also be put technology can be an asset rather than a hin- in place. If a system is not sufficiently fraud resist- drance, on the condition that their use and oper- ant, cases of inappropriate use may rise, threaten- ability is harmonized. For example consider elec- ing the system’s proper functioning. If an interna- tronic road pricing or toll charges. If you needed tional level of interoperability is required, then a a different device for each country visited you higher level of cooperation is needed from different could very well end up with no room left for the Governments. Enforcement proceedures against driver in the car. By striving to achive full inter- those who violate standard proceedures should operability between intelligent transport devices also be possible at an international level. we avoid the risk of creating barriers to the seamless flow of people and goods. This is a crucial Issue 3. Possible penetration objective, not just for UNECE countries, but for in consumer markets the world as whole. Building a business case for ITS is not always Many efforts were made by the EU and other or- straightforward as it is not an easy task to quantify ganizations to develop interoperable ITS. These potential benefits. Benefits are known from previ- efforts include directive 2004/52/CE on the Inter- ous cases - some of them are summarized in this operability of Electronic Fee Collection Systems report - but the task of promoting ITS benefits be- in Europe and the DATEX standard developed comes even more difficult if the effectiveness of for information exchange between traffic man- an application is not only subject to policy making agement centres. Thanks to increasingly powerful and/or decisions from public bodies and road op- transport systems and new political and legal erators alone, but also to penetration into the con- frameworks, physical barriers are collapsing rap- sumer market (i.e. in the case of cooperative sys- idly along with administrative barriers in certain tems or on-board systems that are not mandatory). geographical and economical spheres. It is necessary to avoid the occurrence of new interoper- Issue 4. Regional differences ability problems. The world of transport is cur- Intelligent Transport Systems are reasonably com- rently not free from problems relating to mon in developed countries but still rare on the interoperability. This is a field where the multi- roads of emerging economies. This represents an 68 ITS for sustainable mobility

unfavourable trend in relation to the smoothing of technology (such as on a high-tech motorway) might regional differences in the development of an in- behave in the same way in a less predictable envi- ternational transport system. The UNECE will play ronment such as on residential streets where chil- a role in trying to adress this imbalance. dren may cross roads (D. Engwicht, “Intrigue and uncertainty”, p.6). Issue 5. Security and privacy New ITS tools need to be mindful of privacy issues Issue 7. Technology factor and require a reasonable minimum level of security There are numerous research initiatives currently in exchanges of data, transactions etc. underway aimed at determining how physical infrastructure improvements with a limited intro- Issue 6. Human factor duction of new technology can also improve Almost all deaths and injuries that result from road safety. Crashes can be reduced through engineer- traffic accidents are preventable and in most cases ing techniques that incorporate better geometric are caused by the reckless conduct and impaired design, more durable road markings, roadside judgment of the driver. If a person drives a vehicle signs with higher visability and road surfaces with at a speed appropriate for current road conditions, increased skid resistance. One of the measures wears a safety-belt and uses properly-fitted child to help prevent road crashes caused by drivers restraints, the number of deaths and injuries re- unintentially departing from the inside and out- sulting from road traffic accidents can be signifi- side lanes is the installation of rumble strips that cantly reduced. create noise and vibration when a driver drifts The introduction of new technologies - and ulti- off the road onto the hard shoulder. A study con- mately the deployment of ITS in road traffic - is ducted by the Federal Highway Administration aimed at reducing the human factor (when negative) (FHWA) of the United States on the installation and accordingly human error. One such human fac- of rumble strips has demonstrated that rumble tor is the “rubber-necking” phenomena, or when strips reduced fixed-object crashes and crashes people who are looking at an accident lose concen- in the opposite direction, both of which are very tration and have an accident themselves. Intelligent severe and likely to result in injuries or death. Transport Systems can help in the avoidance of such The Lane Departure Warning (LDW) systems that accidents. are installed on most recent vehicles do not lead The objective of the design rationales of vehicles to any benefits on roads where the corresponding and roads has been to remove as many unpre- strips are missing. Therefore, the bad mainte- dictable factors as possible. Vehicles and roads are nance of road strips (or the total lack of road therefore becoming highly predictable environ- strips) could be fatal for drivers who rely on this ments in which a driver is unlikely to encounter new device, which is ineffective in these cases. any unexpected events without receiving prior no- Similar concerns are linked to braking devices. tification. As a result, drivers are increasingly oper- ABS, AEBS, ESC or BAS can be more effective if ating on lower states of alert and can be unprepared skid-resistant road surfaces are deployed ubiqui- for dealing with any unexpected situation or dis- tously. Other downsides are linked to the vehicle’s traction that may arise. In any case, even the most environment, namely to those Intelligent Vehicle advanced technological road environment cannot Systems (IVS) that are aimed at protecting vehicle completely rule out unpredictable situations. occupants. The less occupants are informed It is clear that drivers introduce a certain “risk factor” about the proper use of their vehicle’s systems, to the road environment when they perceive a situa- the more they might constitute a threat rather tion to be “safe”. When vehicles or roads are made than a protective measure. The increasing number “safer”, drivers will travel more recklessly. They will of on-board warning signals will eventually clash accept the same amount of risk but change their with drivers’ limited abilities to perceive and pri- driving approach in reaction to the increased safety oritise these warnings. The WP.29 Informal Group level brought about by the new technical and tech- on ITS conducted discussions on the correct stan- nological environment. Technical progress has its dardisation of key aspects of ITS that will allow limits in coping with the risk factors that human them to be effective while avoiding the stifling of error introduces. the development process or creating obstacles Moreover, technology is not harmonized in all traffic to innovation and technical development. So- situations. Users that drive recklessly in a pre- called “out-of-position” drivers and passengers dictable environment because they feel assisted by (those seated in an unconventional manner) are 69

also a major source of potential road injury sta- located, a serious injury, or even death, can result tistics. Frontal or lateral impact protection has from air-bag deployment. Consequently, there is been optimized by the presence of airbags. How- a downside to the strategy of trying to improve ever, these pieces of equipment were tested and safety by making an environment totally pre- developed on the basis of dummies in standard- dictable. Whenever humans are involved, it is im- ized positions. In order to receive the best per- possible to deliver the promise of total pre- formance from these protective devices the oc- dictability. Administrators and politicians should cupants should be seated in an arrangement take this into account when conceptualising and similar to that of the tested dummies. When, for designing the future road environment. A holistic instance, a driver has their forearm across the strategy on ITS deployment should therefore in- centre of the steering wheel or the passenger on volve educational programs directed at acclima- the driver’s side has their head or other body tising road users to the vehicle and road environ- parts too close to the panel where the air-bag is ment of the future. Background document 70 ITS for sustainable mobility

Some examples and best practices

his section contains the index of some examples of best practices, that are available in the CD ROM attached to this document. The editorial team believed that a sufficient Tnumber of best practices is able to give a practical view of ITS, thus providing a suitable base from which the Road Map can grow. It was decided that the collection of best practices should not be limited to those that the editorial team could collect. This section has therefore been specifically opened up to the suggestions of different stakeholders (authorities, road operators, or industry) or from other operators and experts, which are now - after the public consultation - included in the CD ROM.

Index 1. Free flow toll collection in Santiago - Chile 2. Safety Tutor - Italy 3. Deployment of speed control systems in Spain - Spain 4. Dynamic speed control in the conurbation of Barcelona - Spain 5 Hot Lanes in Washington State - USA 6. Lynx Mobile Mapper - Italy 7. Dynamic Lane on the A22 - Italy 8. Dedication of the traffic management centre in Switzerland - Switzerland 9. Geoweb - Italy 10. Topcon-Divitech - Italy 11. Geolocation of service vehicles - France 12. Transportation of hazardous goods in the Alpine area - Germany 13. Intermodality and parking facilities for HGVS along the Brenner Motorway - Italy 14. Travel Time Deployment in Madrid - Spain 15. European Union GNSS projects - Europe 16. ERA GLONASS: emergency call system on the roads - Russia 17. Tunnel Safety and innovation through tunnel simulators - France 18. Sochi 2014: ITS for the Olympic city - Russia 19. ITS for Moscow - Russia 20. Trans-Siberian Railway in 7 days - Russia DG TREN DGSA DG DBC DATEX DAB CSI CMR CMBS CEN CEDR CCTV CCISS CALM CP BCA BAS AVLS AVI ASTM ASECAP APC AIS AID AGTC AGR AETR AEI AEB ADR ADN ADAS ACC ABS List ofacronyms Contracting Parties Benefit-Cost Analysis AssistBrake Systems Automatic Vehicle Locating System AutomaticIdentification Vehicle Autostrada Torino-MilanoSpA Motorways, Bridgesand Tunnels European Association of Tolled Automatic Passenger Counters Automatic IdentificationSystems Automatic IncidentDetection Lines andRelated Installations International Combined Transport European Agreement onImportant International TrafficArteries European Agreement onMain International Road Transport Work ofCrews of Vehicles engagedin European Agreement concerning the Automatic EquipmentIdentification SystemsAutomatic Braking Emergency byGoods Road International Carriage ofDangerous European Agreement concerning the byGoods Inland Waterways International Carriage ofDangerous European Agreement concerning the Advanced Driver Assistance Systems Adaptive CruiseControl SystemAnti-lock Braking Transport EC Directorate for General Energy and Dangerous Safety Adviser Goods General Directorate Control Brake Dynamic between traffic control centres Standard for information exchange Digital Audio Broadcasting InitiativeContainer Security byof Goods Road Contract for theInternational Carriage systems Braking Collision-Mitigation Standardization European Committee for Roads Conference ofEuropean Directors of Closed Circuit Television sulla Sicurezza Stradale Centro Coordinamento Informazioni distance Medium forContinuous Long Airinterface and ES ERTMS EFTA EETS EEC EDI ECLAC ECE ECDIS ECA EC EBD EATL EasyWay DVB DSRC DOT I2V I2I HMI GTRS GSM-R GSM GRSP GRSG GRRF GRPE GRE GPS GPRS GNSS GIS GHG GDP FCWS FCW EVSC EU ETC ESCWA ESCAP ESC European Study EU Rail Traffic System Management European Fair Trade Association European Electronic Toll Service European Economic Community DataInterchangeElectronic America andtheCaribbean Economic Commission for Latin Economic Commission for Europe Information System Display and Charts Electronic Economic Commission for Africa European Commission Brake Distribution Electronic Euro-AsianLinks Transport on TERN European Program for ITS Deployment Broadcasting Digital Video Communications Range Short Dedicated of Department Transportation Infrastructure toInfrastructure Vehicle toInfrastructure Infrastructure Interface Human-Machine Global TechnicalRegulations Global Positioning System-Railway Global System for Mobile Working onPassive Party Safety Provisions Working Safety onGeneral Party Gear Working onBrakes andRunning Party Working onPollution Party andEnergy Signalling Working onLightingandLight- Party Global Positioning System PacketGeneral Service Radio Global Navigation Satellite Systems InformationGeographic System Green HouseGases ProductGross Domestic Forward Collision Warning Systems Forward Collision Warning Electronic Vehicle Control Stability European Union TollElectronic Collection Western Asia Economic andSocialCommission for Asia andthePacific Economic andSocialCommission for Control Stability Electronic 71

Annexes - Background document 72 ITS for sustainable mobility

IATA International Air Transport Association RITA Research and Innovative Technology ICAO International Civil Aviation Administration Organization RSU Road-Side Unit ICT Information and Communication SALT Società Autostrada Ligure Toscana Technologies SC.1 Working Party on Road Transport IEA International Energy Agency SC.2 Working Party on Rail Transport IEEE Institute of Electrical and Electronics SIAS Società Iniziative Autostradali e Servizi Engineers SINA Società Iniziative Nazionali IETF Internet Engineering Task Force Autostradali ILO International Labour Organization SMS Short Message Service IMDG International Maritime Dangerous Goods TC Technical Committee IMO International Maritime Organization TCC Traffic Control Centre IRTAD International Road Traffic and Accident TCCs Traffic Control Centres Database TCS Traction Control System IRU International Road Union TEM Trans-European North-South ISA Intelligent speed adaptation or Motorway intelligent speed advice TEN Trans-European Network ISO International Organization for TER Trans-European Railways Standardization TERN Trans-European Road Network ITF International Transport Forum THE PEP Pan-European Programme on ITS Intelligent Transport Systems Transport, Health and Environment IVS Intelligent Vehicle Systems TIC Traffic Information Centres LDW Lane Departure Warning TIM Tactical Incident Message LDWS Lane Departure Warning Systems TIR Customs Convention on the LED Light Emitting Diode International Transport of Goods LiDAR Light Detection And Ranging under cover of TIR Carnets NAIADES Navigation and Inland Waterway TLC Telecommunications Networks Action and Development in Europe TMC Traffic Message Channel OBU On-Board Unit TVMs Ticket Vending Machines OECD Organisation for Economic Co- UN United Nations operation and Development UNECE United Nations Economic Commission OECD/RTR OECD Road Transport and Intermodal for Europe Linkages Research Programme UNFCCC United Nations Framework Reports Convention on Climate Change OICA International Organization of Motor UNRSC United Nations Global Road Safety Vehicle Manufacturers Collaboration PDO Property Damage Only V2I Vehicle to Infrastructure PIANC Permanent International Association V2V Vehicle to Vehicle of Navigation Congresses VHF Very High Frequency PIARC World Road Association VMS Variable Message Signs PM Particulate matters VMT Vehicle Miles Travelled PPP Public Private Partnership VRS Variable Reluctance Sensor PSAP Public Safety Answering Point VTS Vessel Traffic Service RBDS Radio Broadcast Data System WAP Wireless Application Protocol RD&D Research, Development and WAVE Wireless Access in Vehicular Deployment Environments RDS Radio Data System WG Working Group RE Resolution WHO World Health Organization RFID Radio Frequency Identification WIM Weigh in Motion RID Regulations Concerning the International WLAN Wireless Local Area Network Carriage of Dangerous Goods by Rail WP Working Party RIS River Information Services YSWS Yellow Signal Warning System 1]ISO/TC 204, [15] [2] 1]ISO15623, [14] 3 Carsten Oliver, LaiFrank, Chorlton Kahryn, Paul, Goodman Carslaw David, HessStephane, [3] 1]Federtrasporto, Centro Studi, [11] 1]GianottiEdoardo, [13] GianottiEdoardo, [12] EliassonJonas, Lundberg (Vägverket), Mattias [8] -Development BankofJapan, Economic andIndustrialResearch Department [7] DallaChiara Bruno, [5] [4] Moshe, Ben-Akiva Hilde, Meersman Van de Voorde Eddy, [1] References 1]European Commission, [10] 6 EasyWay PROGRAMME, [6] 9 ESCAP, [9] ling: Lessons fortheFreight Sector Benefit-Cost Analyses of Onboard Safety SystemsBenefit-Cost AnalysesofOnboard Safety friendly systems formance requirements andtestprocedures ology” Systems (ITS): Current StateandFuture Prospects Conference onIntelligent Transport systems, Taormina, 2008 14-16October ropa.eu/transport/publications/doc/2009_future_of_transport_en.pdf http://www.federtrasporto.it/attachments/035_Rapporto-2007.pdf 2008see October Limit Adherence andClimateChange-Final onRoadsafety anditseffect Report Safety-Systems-508.pdf http://www.fmcsa.dot.gov/facts-research/research-technology/tech/09-023-TB-Onboard- Weekly” Chairs oftheEuro Regions, version 10July2007 Operationtelligent Network and Traveller ontheEuropean RoadNetwork Services gramme fortheMultiAnnualIndicative Programme 2007-2009: by In- andMobility Improving Safety 1994 in European conference of ofMinisters Transport, Annecy, [CEMT/CM(94)19/FINAL], 26-27May Consolidated resolution no. 94/7ontheuseofnewInformationtechnologyinfieldtransport and logistics service providers and logisticsservice in Tecnologie merci, etrasporto 2007, Rapporto Federtrasporto, Roma, 2007, pp. 39-80, see 2008, pp. 28-33 curezza dellemerci” neltrasporto , March 2009 Report oftheUNESCAPregional forumoffreight forwarders,Report operators multimodaltransport , Issue288, 2008 29September -3October Transport informationandcontrol systemsForward vehicle collision warning systemsPer- Intelligent transport systems-SystemsIntelligent transport architecture -Useof “Process OrientatedMethod- , Publications Office of the European European the of Office , Publications The stakeholder viewpoint: opportunities, boundariesandneedsofITS Intelligent transport systemsand theirimplementationinroadIntelligent transport transport http://cfit.independent.gov.uk/pubs/2008/isa/pdf/isa-report.pdf La sicurezza terrestri: neisistemiditrasporto ilruolodellatelematica A sustainablefuture -towards fortransport anintegrated, technology-led anduser- EasyWay Improving theEuropean RoadSystem, The EasyWay ITS Work Pro- , 30November 2009 I sistemitelematiciperitrasporti: basitecnologiche, architetture edapplicazioni , Bangkok, 22June2007 , U&C-Unificazioneecertificazione, n. 9, LIII, UNI, Milan, October , Emerald, UK, 2008 , Ied. 2002-10-01, Ref. n. ISO15623:2002(E) Road pricinginurbanareas , n. Research Report 52, May 2005 , Federal Motor Carrier Safety Administration, see Union, Luxembourg, 2009, see Recent Developments in Transport Model- , Transek AB, 2003 . , University ofLeeds, Intelligent Transport , in1 , submitted by , indossier http://ec.eu- st , in European “UNECE Speed 73 “Si- ,

Annexes - Background document 74 ITS for sustainable mobility

[16] Maes Willy, The Technological Challenge for the Deployment of European Road Transport Policy: Galileo applications and the ITS Action Plan, in Lectio magistralis - University of Messina-SINA, 15 October 2008

[17] Marasco Luciano (Ministry of Infrastructures and Transports), Dalla Chiara Bruno (Politecnico di Torino- Dipartimento DITIC-Trasporti), ITS E-learning, Ministry of Infrastructures and Transports, Italy, 2006, see http://www.trasporti.gov.it/page/NuovoSito/mop_all.php?p_id=00248, 30 November 2009

[18] McDonald Mike, Keller Hartmut, Klijnhout Job, Mauro Vito, Hall Richard, Spence Angela, Hecht Christoph, Fakler Olivier, Intelligent Transport Systems in Europe: opportunities for future research, World Scientific Ed., London, UK, 2006, ISBN 981-270-082-X, 2006

[19] MEET, Ministerial Declaration on Global Environment and Energy in Transport, MEET Conference, Tokyo 15 - 16 January 2009, see http://www.mlit.go.jp/kokusai/MEET/documents/Ministerial_Decla- ration.pdf

[20] Ministry of Industry, Employment and Communications Stockholm, Sweden, Point programme for improving road traffic safety, 1999

[21] Molnar Eva, Alexopoulos Constantinos, ITS in urban transport: the challenges for the UNECE Transport Division, in “Eurotransport”, Issue 5, 2008, pp. 26-29

[22] Molnar Eva, Becoming wise about ITS, in “Intelligent Transport”, Issue 1, s.d., ISSN 1757-3440, pp. 20-21

[23] OECD, Delivering the Goods - 21st century challenges to urban goods transport, ISBN 9264102809, OECD Publications, Paris Cedex 16, 2003

[24] OCDE, Sécurité routière - L’impact des nouvelles tecnologies, ISBN 926410323-6, OECD Publications, Paris Cedex 16, 2003

[25] PIARC, Technical Committee C3.3 Road tunnel operation, Integrated approach to road tunnel safety, ISBN: 2-84060-195-8, Paris, 2007

[26] Resolution 2003/1 on assessment and decision making for integrated transport and environment policy, in European Conference of Ministers of Transport, Council of Ministers - Brussels 23 - 24 April 2003 - CEMT/CM(2003)4/FINAL, 7 May 2003

[27] UNECE, UNECE Transport Review - Road Safety, First edition - New York and Geneva, November 2008, see http://www.unece.org/trans/doc/2008/UNECE-Transport-Review-1-2008.pdf.

[28] UNI CEI, Telematica per il traffico ed il trasporto su strada - Norma quadro - Prospetto generale delle applicazioni, riferimenti ed indirizzi normativi, in UNI CEI 70031, Allegato alla UNI CEI 70031 Norma Quadro, Milan, July 1999; eng. transl. Telematics for traffic and road transport - Framework standard - General prospect of the applications, references and regulatory addresses, in UNI CEI 70031 and Annex to UNI CEI 70031 Framework Standard, Milan, July 1999 [36] [43] [42] [41] [40] [39] [38] [34] From theweb: World Bank, [33] United Nations, [32] United Nations, [31] United Nations, Economic Commission for Europe, [30] United Nations, Economic andSocialCouncil, [29] [37] From theUNECEwebsite: [35] Geneva, 24-27June2008, see for Europe, Inland Transport Committee, World Forum for Harmonizationof Vehicle Regulations, systems -Submittedby the Working onBrakes Party (GRRF) andRunningGear new draft globaltechnical regulations -Draft globaltechnical control regulation stability onelectronic 2007 -ECE/TRANS/WP.15/AC.1/108/Add.3, 2007, 24October see andthe experts Working ofdangerous onthetransport goods Party http://www.unece.org/trans/doc/2007/wp29/ITS-15-05e.pdf http://www.unece.org/trans/doc/2008/wp29grrf/ECE-TRANS-WP29-GRRF-S08-inf09e.ppt http://www.unece.org/trans/doc/2008/wp29/ECE-TRANS-WP29-2008-69e.doc http://www.unece.org/trans/doc/2006/sc1aetr/Pres3Kelly.pdf http://www.un.org/apps/news/infocus/sgspeeches/statments_full.asp?statID=557 http://ec.europa.eu/transport/road_safety/index_en.htm http://www.euro.who.int/violenceinjury/injuries/20030911_1 cent20Noteper cent201.pdf http://siteresources.worldbank.org/INTTRANSPORT/214578-1097078718496/20281380/ITSper http://unfccc.int/resource/docs/publications/08_unfccc_kp_ref_manual.pdf 2008-69e.doc http://www.unece.org/trans/doc/2007/wp15ac1/ECE-TRANS-WP15-AC1-108a3e.pdf http://www.unece.org/trans/doc/reviews/UNECE-Transport-Review-2.pdf http://www.unece.org/trans/doc/2008/sc1/ECE-TRANS-SC1-103-pres02e.pdf http://www.unece.org/trans/doc/2009/wp29/ITS-17-02e.ppt 1997, s.l., 1998, see ConferenceMinisterial onGlobalEnvironment andEnergy in Transport, Tokyo, Japan, December UNFCCC United NationsFramework Convention onClimate Change, s.l. 2008, see vember 2009 ITS forDeveloping CountriesITS - Technical Note1 Kyoto Protocol to The UnitedNationsFramework Convention onClimateChange Kyoto Protocol -Reference Manual-onaccounting ofemissionsandassignedamount http://unfccc.int/resource/docs/convkp/kpeng.pdf http://www.unece.org/trans/doc/2008/wp29/ECE-TRANS-WP29- Report oftheJointMeetingRIDCommittee of Report 1998 AGREEMENT (GLOBAL) -Consideration of , Toshiyuki Yokota, 22July2004, see , 30November 2009 August 2009, 30.11.2009 , - Geneva 11-21September , Economic Commission , 30No- in The 75 ,

Annexes - Background document 76 ITS for sustainable mobility

Pictures

1 Millennium Development Goal No. 7 ...... 23 2 United Nations Secretary General Ban Ki-moon...... 27 3 Reference manual of the Kyoto Protocol...... 27 4 Evolution of the operation with the involvement of ITS ...... 35 5 Examples of Traffic Control Centres (Autostrada dei Fiori and SATAP - Italy) ...... 36 6 Examples of Traffic Information Centres (DGT - Spain, ASPI - Italy) ...... 36 7 Video camera for traffic monitoring with images transmitted onto TCC’s video wall ...... 37 8 VMS for lane management (left - ring road of Venice) and for traffic information (right - near Imperia) ...... 38 9 Equipment for the broadcasting of isofrequency traffic channel and bulletins from the National Italian Traffic Information Centre (CCISS) ...... 39 10 Road accident ...... 39 11 Equipment for speed enforcement on Italian motorways (ASPI) ...... 40 12 Winter maintenance operation in snow (SALT)...... 40 13 Application of a traffic management plan (flow-chart) ...... 40 14 Contingency communication process adopted by Italian authorities and road operators of ASTM-SIAS group ...... 41 15 Web-based pre-trip information services (Top, left: weather information; Right: traffic webcams)...... 41 16 Car accident ...... 43 17 Digital Tachograph ...... 44 18 Stability control interventions for understeer and oversteer...... 45 19 Concept of warning thresholds and warning threshold placement zones...... 45 20 Example of warning systems for blind spot detection...... 45 21 Example of road sign repetition on vehicle instrument panel through visual recognition of the sign at the edge of the road...... 46 22 VMS for traffic control and communicating information to road users (A22 del Brennero)...... 47 23 On-board instrument panel, displaying maximum allowed speed, alert messages and information relayed by cooperative systems ...... 47 24 Lanes dedicated to vehicles with On-Board Units for ETC on Torino-Milan Motorway ...... 48 25 Penetration of ETC on-board units in national markets...... 49 26 Traffic Message Channel ...... 50 27 Classification of the communication process ...... 50 28 Future communication systems ...... 50 UNECE UNECE website (hyperlink mentionedinthetext) SINA SIEMENS SATAP SALT Politecnico di Torino atCRF(Fiat Group) Politecnico di Torino andElsagDatamat-Finmeccanica Group Politecnico di Torino atAudi and ofInfrastructures Ministry Transports -CCISS -Italy DGT -Spain Development BankofJapan S.A.Costanera Norte -Chile Autovie Venete -Italy Autostrade -Italy perl’Italia Autostrada deiFiori -Italy Autostrada delBrennero -Italy Credits for images ...... 6 Queuingattoll gates canbereduced thanksto ETC systems ...... 65 42 VMSfor lane(A22delBrennero) dynamicuseofemergency ...... 41 DigitalCMR-anexample 40 Evolution ofroad signharmonisationinEurope (1909-2009)...... 6 ...... 39 ofon-board Effect ITS onhumanbehaviour ...... 38 UNconference room, Geneva 37 ...... 56 UNECE Working Parties onvehicle regulations within WP.29 36 ...... UNmeetingroom, Geneva 35 ...... Transport ontheUNECEwebsite 34 The “Palais desNations” inGeneva...... 33 Fire dangerous goods onavehicle carrying 32 areas: ofbothgoodsandvehicles Operational inport checksandinspection examples 31 areas: identificationsystems for inport Visual security reading andautomatic processing 30 ITS inurbantransport...... 29 hs ytm r loue o utm laac upss ...... 53 These systems are alsousedfor customs clearance purposes. of X/gammaray systems smuggledmaterials, usedto detect explosives etc...... 52 of container codes (basedonfibre-optic technology, RFIDetc.) ...... 51 ...... 62 ...... 56 ...... 57 ...... 54 ...... 55 ...... 53 ...... 58 77 77 6 0

Annexes - Background document United Nations Economic Commission for Europe

Ministero delle Infrastrutture e dei Trasporti Strategic note UNECE’s roleinthepromotionof Intelligent Transport Systems

Strategic note 80 ITS for sustainable mobility 1. Introduction

he main objective of the United Nations tions (UNECE WP.29) hosts a group of experts that Economic Commission for Europe (UN- provides general guidance on how to incorporate ECE) is to promote economic integra- provisions on intelligent vehicle systems into the tion. It brings together 56 countries, UN Vehicle Regulations. Tmembers of the European Union (EU), The second UNECE Round Table on ITS held in as well as non-EU Western and Eastern European 2010 was organised on the occasion of the Interna- countries, and member countries in South-East tional Transport Forum in Leipzig. This Round Table Europe, Central and Western Asia and North Amer- shifted the focus from technology to policy issues ica. The Inland Transport Committee was created and discussed the legal, institutional and policy ob- in 1946 to facilitate the international movement of stacles blocking faster deployment of ITS solutions. persons and goods by inland transport modes and In 2010, the Inland Transport Committee emphasized improve safety, environmental protection, energy the need to take actions in support of ITS applica- efficiency and security in the transport sector to tions in a harmonized way and supported the launch levels that contribute effectively to sustainable de- of a strategic review on how Intelligent Trans- velopment. Furthermore, UNECE administers the port Systems can contribute to sustainable United Nations inland transport and vehicle agree- transport and what role UNECE should play in ments that have a global outreach. promoting the use of ITS solutions. The review Intelligent Transport Systems (ITS) have been on benefited from the support of many, but in particular the agenda of the Inland Transport Committee and of the government of Italy and the government of its subsidiary bodies for many years. Already in 2003, the Federal Republic of Germany. The result is the the UNECE Inland Transport Committee recognized ITS review package that consists of: ITS as both a major challenge for future transport •A background paper with primary objective development and an opportunity to ensure mobility to share information (including best practices) in a safe, efficient and environmentally friendly way. and raise awareness about the values ITS so- The first UNECE Round Table on ITS in 2004 fo- lutions can deliver. cused on technological issues and called for more • This strategic note that attempts to identify technical harmonization. Within their mandates, UN- the main gaps in and impediments to the ECE Working Parties have been working on a num- broader use and faster dissemination of ITS ap- ber of ITS-related matters: for example, the Working plications irrespective of which organizations, Party on Road Safety (WP.1) is engaged in debates institutions or bodies can or will fill the gap. on liability concerns and is charged with maintain- •A Road Map that outlines the areas and lists ing, as well as modernizing the UN Convention on the activities UNECE can embark upon either Road Signs and Signals and the UN Convention on as a continuation of on-going tasks or as new Road Traffic (Vienna Conventions)1. Furthermore, initiatives. it pursues the harmonization of variable message The draft strategic note was subject to a broad- signs. The Working Party on the Transport of Dan- based consultation during which we received valu- gerous Goods (WP.15) is examining how Telematics able comments from Governments, businesses, can be used to enhance safety and security. Mean- international organizations, non-governmental or- while, the Working Party on Inland Water Transport ganizations, the academia as well as from individ- (SC.3) works on River Information Systems and the uals (the web-based public consultation was com- Working Party on Road Transport (SC.1) deals with bined with bilateral discussions). These comments the Digital tachograph and e-CMR2. In addition, the are now incorporated both in the strategic note World Forum for Harmonization of Vehicle Regula- and in the Road Map.

(1) The Vienna Conventions are designed to facilitate international road traffic and to increase road safety (2) e-CMR Protocol: a Protocol which will ease international road freight and further improve good governance in road transport by allowing the use of electronic consignment notes. This Protocol relates to the United Nations CMR Convention (Convention on the Contract for the International Carriage of Goods by Road) signed in Geneva on 19 May 1956. It refers to various legal issues concerning transportation of cargo by road H 2. harmonizing innovations,technologicaldevelop- international platformforbringingtogetherand will giveUNECEtheopportunitytobecome Master PlanforglobaldeploymentofITSandit formed inthefuture.ItwillrepresentUNECE and RoadMapforITS Division’s vision,commitment UNECEencourages anopenandtransparent • UNECE’s willhave ITS activities anaddedvalue • UNECEistheforum thatunites transport • for addressing inland UNECEisapartner • Our commitment topromote ITS contribute to fillingthegapsandelimination • agenda; makers ITS bring to thepolicy and • linkages,transport will as thecentre to promote pan-European andEuro-Asian tal bodiesondangerous goodstransport, more further Forum (WP.1), to theglobalandregional intergovernmen- Vehicle Regulations(WP.29), to theUNECERoadSafety the secretariat to the World Forum for Harmonizationof legalinstruments,UNECE asthecentre ofinlandtransport makers. and primarilyby thepolicy stems shouldbe shapednotjustby technologies, butalso Transport Systems. However, sy- future inlandtransport munication technologies, by Intelligent andparticularly isdrivensectors by innovations ininformation andcom- The convergence andcommunications ofthetransport Our vision that bestsafety and andthegeneral public,experts inorder to ensure dialogue between Government regulators, technical as aplatform for findinginnovative solutions. in communicating andwillserve bestpractices from alloverpartners theworld. harmonized way. issuesfrom varioustransport fieldsina of obstaclesto abroader useofITS solutions. The UNECETransport lays downconcreteactionstobeper- from researchtoimplementation.It Map, whichmarksthecriticalchange ments onITSisdiscussedintheRoad ow UNECEcanmeetitscommit- lated UNECEactivities. its use.Foreasyreferenceitalsoreviewsthere- ITS, aswelltheobstaclesandimpedimentsto to thedevelopmentoftransport,benefits gic note.Thenotebrieflyassessesthechallenges considerations thatareelaboratedoninthisstrate- port andoverallitsstrategyhavebeenshapedby mote theuseofinformationtechnologiesintrans- The UNECEvisiononITS,itscommitmenttopro- ments andregulatoryframework. 0 Organizing theUnited NationsAnnualRound 20. Contributing building, to capacity educationand 19. Launchinganalytical work. 18. Contributing to climate changemitigation. 17. Developing Cost-benefit assessmentmethodologies. 16. Enhancingthemodalintegrator’s role ofITS. 15. Integrating withInland Water Transport. 14. Integrating withRail Transport. 13. Making Transport ofDangerous lessdangerous. Goods 12. Harmonizing Variable Signs. Message 11. Addressing concerns. theliability 10. Fighting theroad safety crisis. 9. Promoting vehicle-to-vehicle communication. 8. Promoting vehicle-to-infrastructure 7. Scalingupthework onITS inall Working Parties 6. Ensuringdatasecurity. 5. Facilitating inter-operability andtheITS architecture. 4. Forging International cooperation. 3. Harmonizingpolicies. 2. Reachingacommon definition onITS. 1. promote theuseofITS for20 GlobalActions UNECEto in thedevelopment ofregulations. economic into implicationsare account taken environmental are practices adopted and Table onIntelligent Transport Systems. emerging economies. awareness raising, withspecialattention to communication. of theUNECEInland Transport Committee (ITC). 81

Strategic note 82 ITS for sustainable mobility 3. Transport growth reaches its limits...

ransport cannot grow without limits, extensively. However, even this growth is not ade- and definitely not in the old traditional quate to meet the demand. In addition, it is not en- way. Adding a new lane in densely pop- vironmentally, economically or socially sustainable. ulated areas is already a problem. Fur- Tthermore, the political pressure on the Urbanisation. The geographical distribution of sector to become “green” questions the justification the population, trade and transport growth will go of extensive growth and calls for more public trans- under major changes, as well. Looking at the UN- port instead of individual motor vehicles on the DESA graph, consider the fact that 95 per cent of road. If we take a longer term perspective, the lim- the world’s population will be living on only 10 per its to transport growth become even more obvious. cent of the land (World Bank) and predominantly Nonetheless, in many parts of the world transport in cities. From a transportation perspective, moving infrastructure is under-developed and large and billions of people in mega-cities and meeting their small-scale investments are warranted to ensure needs in terms of supplies and public services will that the entire population is connected to public call for exceptional efficiency improvements in services and to the rest of the world. transport and logistics. This will not be possible without fundamental transport policy changes and Population and trade growth create huge de- ultra-modern traffic management. Traffic conges- mands for personal and cargo mobility. With tion is not only a formidable problem in mega- around 7 billion people today and predictions of up cities, but also elsewhere. Congestion has become to 9 billion people by 2050, the enormous growth in a daily concern resulting in loss of time, and nu- population has created an unprecedented demand merous other negative externalities (pollution, de- for personal mobility. Similarly, the 540 fold increase terioration of safety etc.). Congestion pricing has in the value of merchandise trade since the start of proved to be an effective means for demand man- the steamship (representing about $13,000 billion agement - especially when combined with other USD today, three times more than in the early measures and investments in favor of public trans- 1990’s) created a formidable demand for cargo mo- port - and this transport policy and management bility and freight transportation. Consequently, tool is the result of modern information and com- transport infrastructure and services have grown munication technologies.

1. World 1 Affordability. A country’s and its businesses’ ca- Population pacity to participate in the global supply chains is Prospects, partly determined by the available transport infra- the 2010 structure and the border crossing conditions. Land- Revision: locked least developed countries are particularly estimated vulnerable and can be destined to remain margin- and projected alized as they usually suffer not only of low-quality population infrastructure at home, but also in their transit by major area, neighbors. Investments in transport infrastructure medium have been a high priority not only for them, but variant, also in all other countries. However, only a fraction 1950-2100 of the required investments have been accom- (billions) plished worldwide due to a lack of of available funds. The extended global financial and economic Source: United Nations, Department of Economic and Social Af- crisis coupled with “weak sovereign and banking fairs (UNDESA), Population Division (2011): World Population sector balance sheets” (International Monetary Prospects: The 2010 Revision. New York Fund, IMF) further reduces the investment capacity 83

of countries and regions. In regions with high den- cars manufactured worldwide is estimated to have sities, land availability is a further limit to the ex- dropped by up to 30 per cent. This resulted in the pansion of transport infrastructure. Better traffic further decline of the GDP of many countries with management assisted with Variable Message Signs an automotive industry, suppliers and vehicle man- and other ITS solutions can improve the through- ufacturers alike (IMF, World Economic Outlook: put capacity of the existing infrastructure. In such Slowing Growth, Rising Risks). The vulnerability of cases, ITS can be an alternative to capital expendi- the transport portions of the global supply chains ture. In addition, the effective implementation of can be reduced by improving not just the traffic “the user pays principle” through electronic toll flow, but also the real-time information flow and the collection can be both a demand management tool infrastructure and services resilience across the bor- and a way to recover part of the investment and ders. Still, ITS solutions face even more hurdles in maintenance costs. cross-border operations than in local applications.

Notwithstanding the relevance and availability of Strategic note The vulnerability of global supply chains is a ITS solutions, this issue is not yet a top priority on concern all over the world. Natural disasters, ter- policy maker’s agendas. Therefore, it is high time rorist attacks or other disruptions could severely to bring ITS to the agenda of the international trans- affect the global supply chain at any time. After the port policy fora, as well as to the broader agenda Japanese earthquake and tsunami, the number of of the economic debate. 4. ...but ITS can expand the transport sector’s limits

TS can bring solutions to many of the above highly advanced IT capabilities based on the needs mentioned transport issues. ITS can make of tomorrow. In other words, less developed coun- transport safer, cleaner, more secure, and tries are not “stuck” with yesterday’s solutions. more reliable. ITS can improve traffic fluidity, This represents a huge opportunity for installing Itraffic management, as well as demand man- electronic infrastructure at the same time physical agement. It can be a tool to commercialize road infrastructure is being constructed. This is far less management and bring a very different institutional expensive than retrofitting existing infrastructure. structure to the transport sector. It can help coun- In addition, developing countries usually do not tries to leap-frog in development and reduce the have appropriate IT infrastructure. Consequently vulnerability of transport infrastructure and serv- they are not trapped in outdated technology. They ices. ITS can offer new solutions, new opportunities can also benefit from continuing and rapid cost de- and expand capabilities. crease in IT technologies. Building a new IT infrastructure from scratch is often less expensive than Leapfrogging. ITS is quite often seen as a privi- updating an existing system. Developing countries lege of the wealthy and a feasible investment only can make immediate use of other systems like cel- in high or middle income countries. Developing lular telephones and the Internet, which are spread- countries are often considered to be at a disadvan- ing rapidly in parallel. Finally, developing countries tage compared to more developed countries in re- can take advantage of IT and ITS products and ap- gards to building basic infrastructure that provides plications which have already been tested and de- the foundation for economies and societies. This ployed in developed countries, and which are now is largely due to the limited financial, technical and mature, stable, well understood, and starting to be- engineering resources that developing countries come less expensive to acquire and operate. have access to. On the other hand, developing coun- As a result, developing countries have the oppor- tries do have certain advantages, including that of tunity to leapfrog directly to an ITS-enabled trans- being the “newcomer”. Nowadays, when new in- portation infrastructure far more rapidly and far frastructure is constructed it can be combined with less costly than developed countries3.

(3) World Bank, ITS Technical Note For Developing Countries 84 ITS for sustainable mobility

Reaching equity. Do we all have access to mobility to work, education, health, culture, in sum, it offers in the same way? Definitely, not. In many countries, access to opportunities. However, little attention transport systems are still under-developed. Once goes to the 3 per cent of the world’s population that they start to be built, the primary goal is usually to is severely disabled in their mobility. This means that serve motorists, while little or no space is left for unless the special mobility needs are addressed, their pedestrians. At the same time, public transport serv- access to work, and to a better life is limited. ITS ices are limited due to severe under-investment. In could offer solutions leading to more equity among addition, in most places of the world, access-free individuals. Furthermore, in most cases, the intro- public transport and infrastructure remains a dream. duction of these technological changes could be vi- We know transport or personal mobility offers access able even without subsidies. 5. What is ITS?

TS is not only an innovative transport tech- rather how to make the most use of the existing nology. It is a new way of living, a new busi- infrastructure to better serve more people. ness approach, and overall, a new culture Vehicle-to-vehicle (V2V) and vehicle-to-infrastruc- for all players. Every portion of the transport ture (V2I) applications will help prevent crashes, Isector of the future will be a receiver and a enabling vehicles to act like nodes on a network sender of information. Information can save lives, and to communicate with the surrounding environ- reduce congestion, emissions, and save energy. In- ment. V2V and V2I will be the tool for enhanced formation exchange will make life easier, safer and connectivity, information, entertainment and safety more predictable for everybody. Information shar- for all inland transport modes. ing will reduce the need for more investments in The Figure 2 illustrates the myriad of ITS applica- infrastructure, because infrastructure will become tions in our daily life. Obviously, there are far more an “interactive object” that will transmit and receive ITS applications than a figure on paper can capture. information. Therefore, the debate in a growing Here we have included only some of the most em- 2. What ITS number of places, starting in mega-cities, will no blematic appearances to show that (i) they are nu- can do for longer be about how much to expand infrastructure merous, (ii) they are various, and (iii) they are not you? to serve the continuous increase in population, but aligned along only one specific theme. Intelligent Transport Systems can be a solution for 2 limits to transport growth - it expands these limits, optimizes efficiency and increases the effectiveness

e-Tolls of existing transport infrastructure. ITS, therefore, Traffic Management can make the following possible: • Create a secure system that relies on gathering and sharing real-time information to improve Weather Congestion Management Advanced drivers Lane departure Information E-call Assistance system detection and response to emergencies of any Warning systems in road crash kind. • Reduce the number and severity of accidents, saving thousands of lives. Advanced Intersection ERTMS safety • Contribute to safer vehicles and roads, with

Variable Message fewer and less severe crashes. Cargo Info Signs • Reduce congestion, which will save energy resources each year, and realize proportionate Digital Tachograph gains in reducing emissions. Advance emergency Breaking system • Achieve “managed” transport networks and more sustainable mobility. • Facilitate remote access to reservation systems and electronic payments. Source: UNECE • Facilitate the mobility of people and goods 85

that are crossing borders or can improve door • “Make” vehicles alert their drivers about pos- to door services. sible dangerous driving situations using in-ve- • Enhance personal and cargo security on roads hicle technologies. or railway lines and at ports, and identify the • Create access to mobility for those who find exact location of freight as it moves from ship it hard today to move around. to rail or to truck on its way from manufac- • Accelerate economic development and can turer to retailer. even help leapfrogging, etc. 6. ITS can contribute to the solution of global issues Strategic note 6.1 ITS and Environment protection

ocal pollution. Despite success in arresting Tokyo (Japan) in January 2009, as well as MEET the negative trends of air pollution, the chal- 2010, held in Rome (Italy) in November 2010, Llenge remains huge, especially with regard shared the long-term vision of the World Harmo- to noise pollution. In Europe, for example, a quarter nization Forum of Vehicle Regulations (UNECE of the population lives less than 500 meters from a WP.29) in achieving low-carbon and low-pollution road carrying more than 3 million vehicles per year. transport systems, which also ensure sustainable Consequently, nearly 4 million life-years are lost development. The ministerial declaration encour- each year due to pollution4. aged countries to broaden the diffusion and trans- Climate change mitigation. Although transport is fer of existing technologies and encourage re- not the primary global polluter, it is a considerable search, development and the deployment of source of Green House Gases (GHG) and within innovative technologies and measures such as this of CO2 emissions. With the current rates of ITS. emissions, CO2 concentrations will likely double More broadly, the draft decision of the Copenhagen their pre-industrial level by the end of the 21st cen- Accord 2009, as well as the Cancun Agreement tury. Clearly, any transport policy considerations 2010 within the framework of the United Nations should address climate change. Furthermore, trans- Climate Change Conference (UNFCCC), recom- port decision makers need to be able to measure mend various approaches to climate change, in- traffic-induced Green House Gases. ITS solutions cluding opportunities to use markets, enhance the can be instrumental in this regard, as well. For this cost-effectiveness, and promote mitigation actions. to happen, a lead agency or cooperation among Imagine that the transportation sector succeeds in the key stakeholders is warranted. renewing its technological base and managing its The Ministerial Conference on Global Environ- growth in a climate-neutral way, while meeting the ment and Energy in Transport (MEET), held in mobility demand.

6.2 ITS and public transport

aking public transport available, afford- pacity to bring real-time information to travelers, able and attractive is among the key can be an important player in achieving this goal. Mtransport policy goals. ITS, with its ca-

(4) UNECE publication: Transport for sustainable development in the UNECE region 86 ITS for sustainable mobility

6.3 ITS and the Global road safety crisis

ollowing the declaration of the First Global economic costs of road crashes alone, the costs Ministerial Conference on Road Safety held are estimated to be around US$ 518 billion globally Fin Moscow in November 2009, the United every year. At the same time, we should be realistic: Nations General Assembly declared 2011-2020 as with every day there are more people on the planet the “Decade of Action for Road Safety”, with the and they travel more. goal to stabilize and then reduce the forecast level To address the global road traffic safety crisis, of global road deaths by 2020. many more Governments are committed to take Since the first motor vehicle was put into operation, actions than ever before in history. They will - around 30 million lives have been lost in road traffic hopefully - take a system approach and imple- accidents. Globally, 1.3 million people are killed ment the most appropriate policies and measures. on roads and 50 million more injured every year. To successfully combat the road safety crisis, it Traffic accidents are often seen as personal and is imperative to put all resources to their maxi- family tragedies, but in fact they are also tragic for mum use, including the mainstreaming of ITS so- society as a whole. Taking into account the direct lutions. 7. Why is ITS not adequately addressed on the policy agenda?

uelled by the rapid advancement of It is clear that innovative solutions are warranted computer and information technology to solve many of the biggest problems of the trans- and consumers’ demand for innovation port sector and that ITS can be a solution or a cat- and efficiency, ITS technologies will alyst for solutions. However, we also see that ITS Fcontinue to improve and evolve at a has not attracted the interest of policy makers. The phenomenal rate, providing more services to the question is why. In general, the main reasons why transport industry. This new information and ITS is still not on the policy makers’ agenda can be knowledge-driven economy is a reality and not just summarized by the following: a fad. The benefits of deploying ITS technologies • ITS is still considered an innovative technol- 3. Gaps and could be significant, if a focused, systematic and ogy, rather than an economic development stumbling incremental approach is taken. tool. blocks in ITS Governments have started turning to emerging and • Few studies and analysis are available that deployment evolving technologies for solutions to help them demonstrate the return on ITS investment. meet the many challenges and demands placed on Such studies and analysis are difficult to pro- transportation systems. duce, since the benefits of ITS differ from case There are several (although still not a sufficient to case. number of) examples where Governments started • The most well-known ITS applications tend to large scale investments in ITS systems. In addition, be ones that are expensive and produce largely even in this information age, these examples are qualitative results e.g. real time information often isolated. A good example, although relatively that benefits a group of travellers. Given the unknown internationally, is the project of the local fact that the results are predominantly quali- Welsh Government (UK), which has awarded a four tative in nature often makes it difficult to jus- year contract for the management of 'intelligent tify investments. Indirect benefits, such as sav- transport systems’, including telecommunications ings from non-expansion of infrastructure, and tunnel systems for the entire motorway and decreased demand for hospital services and trunk road network in Wales. (30 June 2011, The energy savings with fewer emissions, should Guardian). also be taken into account when calculating 87

the overall benefits of ITS applications. pacity of the public sector compared to the private • Lack of funding, especially in low-income sector or businesses. For all the above mentioned countries where ITS applications are consid- reasons, ITS, despite all its values, is still un- ered a luxurious investment creates formida- der-utilized. ble barriers. Convincing studies and analyses will make it pos- • The lack of qualified staff with relevant skills sible to show evidence of the worthiness of ITS and knowledge creates constraints because and will help include ITS on the policy maker’s more funds are needed to hire specialized staff. agenda. • The lack of national and regional strategies Facilitation work is needed to harmonize the sys- means no detailed path forward can be refer- tems, analyse the benefits and the return on invest- enced. ment and help Governments create their own na- Further on, we will explore the institutional divide, tional or even regional strategies for ITS application particularly the slow reaction and adaptation ca- and transport development. Strategic note 8. Gaps and stumbling blocks in ITS deployment

ll ITS applications have one thing in 3 Lukewarm common - they change our way of political will and limited Lack of or work. They have an impact on organi- Different public understanding limited ITS speed of the training sational and institutional responsibili- public and private ties and operations. Achieving appro- sectors A Lack of priate governance of ITS is therefore a major factor infrastructure No commonly for its wide-scale deployment and is vital for securing agreed the full benefits of ITS and maximising returns on definition Gaps and investment. While good governance is essential and stumbling Question blocks in ITS of liability its shortcomings create an overarching web of im- Inter-operability deployment Fragmentation pediments, there are also several distinctive and very of technical specific obstacles. ITS does not only fail to attract standards the attention of politicians and transport policy Protection of Private Lack of data makers in general, but it faces a number of obsta- harmonized policies cles to penetrate the transportation system. As a Unresolved whole, we have attempted to collect and briefly VMS not frequency harmonized allocation analyze the different gaps and stumbling blocks in ITS deployment, summarized in the Fig 3. Source: UNECE

8.1 Lukewarm political will and limited public understanding of ITS benefits

o meet the mobility demands of citizens and aspects must be considered and demands met in a of businesses in a sustainable way is no longer balanced way, even as they continuously evolve Tpossible through traditional means, particu- over time and distance. This also requires a com- larly in the context of a one dimensional transport prehensive view of transport policies, as well as po- approach. All economic, social and environmental litical will and leadership. By focusing exclusively 88 ITS for sustainable mobility

on one aspect of sustainability, other dimensions returns. Effective prioritization requires sound may be worsened. Taking all effects into account knowledge about the impact of projects. and realizing the importance of transport for all di- The benefits and challenges of Intelligent mensions of sustainable development can induce Transport Systems must also be understood by properly designed policies5. It is critical to under- the broader public in order to achieve a bal- stand the benefits ITS can produce. Countries with anced culture of innovation. This must be ac- high scores in the Global Innovation Index6 are usu- companied by an enabling legal environment, com- ally the high-income countries where ITS application bined with far-reaching strategies that could is wide-spread. On the other hand, low income coun- support solutions on a political level. tries struggling with basic infrastructure delivery Cost-benefit assessment methodologies. Referring are delayed and further handicapped by lack of in- to cost-benefit analyses, much information is avail- novations, as well as the limited or sporadic use of able through the International Benefits, Evaluation ITS. Therefore, it is important that ITS is no longer and Costs (IBEC) Working Group7 of the UK and treated as a topic for “technical experts” only. Both the National Highway Traffic Safety Administration politicians and senior policy makers committed to (NHTSA) of North America. It is evident that more the sustainable development of their transport sec- knowledge in this area is needed and that cost- tor and determined to assist their country to leapfrog benefit analyses will have a major impact on the in development, need to become familiar with strate- future of sustainable transport planning. Appraisal gic values of ITS solutions. methodologies for projects with ITS components, In regards to transport, infrastructure development however, are relatively limited, despite being es- gets the most political attention. The reality, how- sential tools both for prioritization and for con- ever, is that transport funds are scarce and priori- vincing policy options. Such methodologies would tization is needed, as well as quick win solutions be of special interest for Governments and policy- that cost the least and ideally produce the largest makers.

8.2 Protection of private data

n many countries, privacy and security concerns is of major importance. It could be a potential show are real or latent barriers to ITS deployment. stopper because of potential high profile losses of IAll participants must have confidence that data supposedly secure data. The risk of identity theft about their travel is kept safe from corruption, ac- from personal data loss has the potential for re- cess to that data is suitably controlled, and in case stricting the implementation of ITS. This is an area of abuse - e.g. in the form of “over-charging” for the already under consideration by the European Com- use of infrastructure - there is a reliable system to mission as part of the ITS Directive and ITS Action remedy the situation. Data security can be achieved Plan. However, not much has happened at a pan- through new, targeted legislation. New institutions European level and even less at a global level. may even be warranted. But above all, it is confi- Regulations are required to also improve the human dence that is required. The public’s confidence in interaction with many in-vehicle information sys- both society and the country’s general political systems. The rise in the use of smart phones as the tem are pre-conditions for overall confidence in delivery and communications platform of choice data security of ITS applications. The transport promotes even more unsafe driving practices, since community has the responsibility to share informa- nomadic navigation devices are widely used with- tion about best practices in data security within the out regulation or restriction. Given the fact that sector. However, political support and the role of smart phones are also outside the attention of au- the politicians are far from negligible. tomotive ergonomic experts, we can see new safety The protection of private data and securing the challenges, e.g. through driver distraction, which highest security and reliability of ITS applications could lead to road traffic crashes.

(5) UNECE Study: Transport for sustainable development in the UNECE region, 2011 (6) See the Global Innovation Index INSEAD, as well as the Global Innovation Index by the Boston Consulting Group (7) See: http://www.ibec-its.co.uk 89

8.3 Different speeds of the public and private sectors

ne of the biggest challenges is the difference ECall has been heralded as an innovative way to between the speed of innovation and dramatically improve road traffic safety. While the Ochanges in the public and private sectors. overall aim is to prevent road traffic crashes, it is While it is natural that the private sector leads the also important to mitigate their impact, once they way in technological innovations, particularly in happen. How quickly an ambulance can be de- ITS, the growing divide between the public and pri- ployed and the effectiveness of the emergency med- vate sectors is becoming a serious stumbling block ical service’s response is critical following a serious for future ITS deployment. accident. The in-vehicle system can already be in- Strategic note The first issue is that roads and highways are usu- stalled. However, it is not enough to have vehicles ally managed as part of the public sector. Virtually with this automatic calling device. The calls must all countries suffer from under-investment to vari- be received, processed and the emergency services ous degrees and in most middle-income countries must be mobilized. In other words, a whole set of and in almost all low-income countries there is a institutional and legislative steps have to be taken. huge maintenance backlog. Given these burdens, In this regard, we could commend the bell-raising it is understandable that ITS is not the top issue on initiative of the European Commission with its rec- their priority list. Further handicaps, such as non- ommendation for ECall in September 2011. In this competitive salaries and remuneration for staff can recommendation, it urges its member States to en- add to de-motivation, bureaucratic delays and aver- sure that the in-vehicle system is in place and de- sion to risk, which further impedes innovation. signed to dial Europe’s single emergency number Luckily, even against this institutional backdrop, 112 in case of a serious road traffic crash and com- we have seen a growing number of best practices, municate the vehicle’s location to the emergency especially in urban areas where public adminis- services. trations have demonstrated support for ITS appli- The Commission’s aim is for a fully functional ECall cations. We also see that one such best practice service to be in place all over the European Union dovetails many more new experiments in intro- (as well as Croatia, Iceland, Norway and Switzer- ducing ITS solutions. Nonetheless, the infrastruc- land) by 2015. Once achieved, it will definitely mark ture sector at large continues to lag behind what a huge step forward in mitigating the impact of is actually feasible through ITS, due to its very na- road crashes. At the same time, it will not be an ture. At the same time, many ITS solutions require easy task to launch the ECall system and ensure communication not only between the vehicles, but its smooth functioning. For this, many nitty-gritty also between the infrastructure and the vehicles. technical, institutional and financial details will Therefore, it is time to revisit the institutional de- have to be worked out. To address privacy con- velopment scenarios for road and highway man- cerns, the ECall system does not allow the tracking agement and consider ways to improve their adap- of vehicles, so it ‘sleeps’ and does not send any tive and innovation capacity. signals until it is activated by a crash. Currently, Secondly, there are several concrete examples only 0.7 per cent of all passenger vehicles in the demonstrating that, at times, the automotive tech- EU are equipped with automatic emergency call nology offers more than what consumers can use systems, with numbers barely rising. These propri- due to the lack of supporting services from the pub- etary systems do not offer EU-wide interoperability lic sector. For example, consider the case of ECall. or continuity. 90 ITS for sustainable mobility

8.4 Lack of a commonly agreed definition for ITS

ntelligent Transport Systems integrate informa- Information and Communication Technologies tion and communication technology between (ICT), which are often internationally referred to Ivehicles, transport infrastructure and the user. as ITS with regard to road transport, represent a But ITS is more than just technology. ITS is the wide range of organizational and technology-based “heartbeat” of future enhanced mobility, bringing systems that are designed to facilitate the process in a new culture for doing business and new tools of evolution toward more efficient and seamless that will enable Governments to accomplish ob- transport systems with fewer bottlenecks, random jectives to build more sustainable, efficient and queuing and optimized pathways. Some examples higher quality transport services. of efficient ITS applications are road pricing, eco- Today, a clear, globally-shared definition of ITS is driving or variable message signs. However, what missing. One of the latest opinions that emerged does ITS actually mean? among experts is that devices such as electronic Although it is widely shared among transport policy stability control systems, anti-braking-systems, thinkers that the future is inter-modal transport and airbags and even lane departure warning systems that ICT application is a general integrator of modes, cannot be considered ITS technologies but rather what we see is that the different modes of transport Intelligent Vehicle Systems (IVS), because they are develop their own ICT applications embedded in confined to vehicles. ITS should be seen at the top different technological and technical bases, name of the technological hierarchy in an integrated ar- them differently (e.g. river information systems, rail chitecture, able to channel the performances of traffic management systems, ITS etc) and leave their IVS and achieve the best results in terms of safety intermodal connections totally out of their horizon. and pollution reduction. See more definitions in This creates compatibility and inter-operability prob- the following Box. lems not only within, but also across the modes.

Different definitions for ITS • Includes telematics and all types of communications in vehicles, between vehicles, and between vehicles • Applying ICT to transport (EU). and fixed locations / Not restricted to Road Transport • To add ITC technology to transport infrastructure (The European Telecommunications Standards and vehicles (Wikipedia). Institute - ETSI). • A system that integrates information and • A system that capitalizes on leading-edge IT to communication technology with transport support the comfortable and efficient transportation infrastructure, vehicles and the user (ERTICO). of people and goods. Its aim is to achieve a quantum • A combination of Information Technology and leap (safety, efficiency, comfort) (ITS Japan). telecommunications, allowing the provision of on-line • The application of advanced and emerging information in all areas of public and private technologies (computers, sensors, control, administration (ITS United Kingdom). communications, and electronic devices) • Utilizes synergistic technologies and systems in transportation to save lives, time, money, energy engineering concepts to develop and improve and the environment (ITS Canada). transportation systems (Intelligent Transportation Systems Society). 91

8.5 Inter-operability continues to be an issue

ranted, ITS usage is very low compared to framework at the EU-level is under discussion. its potentials, there are already many dif- Looking at the UNECE region, which includes Gferent applications around the world like countries in North America, Europe and Central adaptive traffic management systems, traffic con- Asia, harmonization of ITS requirements is war- trol centers, variable message signs, radio commu- ranted across the borders, particularly in the con- nication, the digital tachograph, advanced driver text of the Euro-Asian transport linkages. Failing assist systems, toll charging and so on. However, to do so would result in the promotion of ITS ap- systems in use across different parts of the world plications without internationally agreed-upon stan- remain incompatible and fragmented. This be- dards. This in fact could prove to be an obstacle comes problematic since vehicles travel across re- to further development. It could also become a tool Strategic note gions and national borders and therefore interop- for neo-protectionism. Therefore, perhaps the erability becomes essential not only within national biggest challenge today is to avoid the myriad of frontiers, but also across regional trade blocks and incompatible applications. Many of us may recall internationally, at large. that in the early nineties the road transport industry Road infrastructure is predominantly in the hands cried out for improving the conditions at border of public administrations, therefore, this part of crossings. At that time, long waiting times at the the sector is largely not exposed to market con- borders and the desperate attempt to raise political ditions. As demonstrated ealier, it is not obligatory awareness gave birth to the slogan that the iron- to innovate and to apply ITS solutions to offer a curtain had been replaced by a paper-curtain. Sim- better service for road users. However, the trend ilarly, unless there are standards and/or appropriate to commercialize road management, especially ITS architecture, we are soon going to enter the with electronic pricing, is changing the game to age of the “electronic curtain”. The threat posed de-monopolization. While this could lead to better by a lack of inter-operability and compatibility in information, services and seamless transport, a ITS may be several times greater than the problems parallel running and disconnected road manage- we can see today in the railways where hundreds ment landscape would undermine the desired ben- of technical issues have yet to be harmonized. efits of ITS. In the United States of America, the The development of standards and agreements be- ITS architecture was designed before beginning tween neighbouring countries on common archi- ITS deployment. The US Federal Highway Admin- tecture are both difficult and time-consuming ex- istration introduced a principle requiring any new ercises. While waiting for them, there is still ample services developed and marketed to be compati- time for harmonizing ITS policies and for the ex- ble with the architecture. A different approach change of experiences and best practices, since was pursued by the European Union, which fo- we know that harmonization and regulation are cused on the facilitation of the ITS business as a key to enabling interoperability in order to unleash whole. It is only recently that an architectural the potentials of ITS. 92 ITS for sustainable mobility

8.6 Fragmentation of technical standards

n the field of railways, the fragmentation of costs. Looking ahead, technical changes in the auto- technical standards increases the cost of doing motive industry will occur at a dizzying pace as a re- Ibusiness because potential economies of scale sult of consumer preferences for new vehicles (en- in the manufacturing of rail vehicles and rail oper- ergy efficient and safer) and stricter environmental ations cannot be fully captured. At this point we standards, among other things (e.g. climate change have not yet seen the intermodal connections. mitigation). Manufacturers want to sell common plat- Similarly, most nations still have their own unique form vehicles globally, and will expect to do so effi- automotive safety and environmental regulations. As ciently (e.g. avoiding having to achieve compliance a result of this regulatory diversity, a hot-selling car with different standards or regulations market by in one market simply cannot be sold in other markets; market). A workable, inclusive process for estab- and a car certified as having met all regulations in lishing standards must keep pace with the new tech- the United States cannot obtain approval for sale in nologies that the industry’s emphasis on differenti- other nations without incurring substantial additional ating technology will most likely create.

8.7 Lack of harmonized policies

growing number of the UNECE member vative solutions having the highest benefits for a States are intensively developing and imple- broad community. Ultimately this results in addi- Amenting innovative technologies in various tional costs for customers. transport fields. Given that the design and industrial The use of ITS architecture, like in North America development cycle of innovative technologies is and Canada, is a strategic way to integrate ITS shorter than the policy cycle for such innovation, technologies and bring key stakeholders together. regulatory authorities should speed-up their efforts It serves as a critical framework or tool to address to maximise the potential offered by implementa- many of the complex transportation challenges, in- tion. Some of these efforts remain in the domain cluding congestion and road fatalities. The use of of national legislations thereby missing institutional ITS architecture should be seen as a planning tool coordination among other countries. Accordingly, and its benefits must be better understood. The this implies a lack of coordinated cost benefit analy- European Union is taking its first steps in this di- sis, which hampers the deployment of those inno- rection through its ITS Directive8.

8.8 Frequency allocation

n spite of the significant work that has been band should used as a global platform, including done so far to accommodate ITS related appli- especially a dedicated channel for safety-related Ications in a common frequency band in several applications once these become available. Coun- regions around the world. Further discussions are tries/regions that have not yet agreed on which fre- needed to reach global agreement under the aegis quency band should be used for ITS applications of the International Telecommunications Union. In are encouraged to harmonize towards 5.9 GHz. order for ITS applications to have the widest pos- This seems to be the most feasible solution for sible coverage, experts suggest a special frequency most of the stakeholders.

(8) Directive 2010/40/EU of the European Parliament and of the Council of 7 July 2010 on the framework for the deployment of intelligent Transport Systems in the field of road transport and for interfaces with other modes of transport (OJ L 207, 6.8.2010) 93

8.9 Question of Liability

hile driver assistance systems contribute future driver assistance systems advance, more im- to intelligent and efficient transport, as well plications for liability will emerge with the more Was cleaner and safer mobility, they also in- widespread implementation of intelligent systems. troduce new questions. For example, if an assistance This aspect strongly demonstrates the connection system fails and a crash occurs, who is legally liable? between technology and society. With innovative In many countries, the law clearly states that the li- transport technologies we can achieve major break- ability of driving remains exclusively with the driver. throughs in road safety which will have a direct ef- Does the existence of such laws indicate we are al- fect on society. Therefore, the policy level - com- ready operating on thin ice with driver assistance bining all relevant sectors and disciplines in a systems that handle parts of the driver’s responsi- government - must find answers to many emerging Strategic note bilities? Further research and clarification also needs issues, like for example the liability questions. Just to be made with respect to international law. imagine future driver assistance systems that au- It appears there is the need to reflect technological tomatically stop the vehicle when approaching a changes in legal instruments, such as the 1968 Vi- stop sign and their amazing impact on road safety. enna Convention9. For the time being it may be But also imagine the many implications that are premature to change the Vienna Convention, be- conveyed with this intelligent system. cause at this stage technology is not replacing the Technology can increase safety, but who is liable if driver, but rather assisting the driver. However, as it fails.

8.10 Lack of infrastructure

nvestment in infrastructure can introduce un- friendly substitute to more traditional rail traffic usually high returns because it increases peo- and provided the added incentive of relieving road Iple’s choices: of where to live and work, what traffic. Yet railways are still highly concentrated to consume, what sort of economic activities to on only a few networks and many of them need to carry out, and which other people to communicate be electrified. Most railway traffic (freight and pas- with. Some parts of a country’s infrastructure may senger) can be found on only six networks: North be a natural monopoly, such as water pipes. Others, America (freight oriented), China, India, Russia, such as traffic lights, may be public goods. Some Japan (passengers) and the European Union. may have a network effect, such as telephone ca- Road operators have many decades of experience bles. Each of these factors has encouraged Gov- in road management, so they definitely represent ernment provision of infrastructure. a body that is to be on the front line when safety As an example, despite the increasing capabilities is the issue at stake. Moreover, in the last 10-15 of electric vehicles, the lack of a cohesive recharg- years of ITS expansion, road operators have im- ing network has continued to impede their accept- plemented a wide variety of technological ele- ance into the mass consumer market, creating a ments, contributing to the creation of “intelligent “chicken and egg” scenario. Electric vehicles at the infrastructures”. This allows road operators to moment do not have a long 'range' and a major have constant real-time data on traffic and road overhaul of power supply infrastructure will be re- conditions. This data, processed and analysed in quired to make electric cars convenient for con- various manners, proves to be fundamental for sumers. The effective implementation of unified determining specific improvements for road recharging networks and global harmonized initia- safety from the infrastructural point of view. In tives, coupled with the latest developments in addition, roads are constantly monitored through charging technology, will make the transition to ITS tools that enhance the data and provide low-carbon vehicles a reality. Likewise allocation timely support in case of an incident. of funding for fueling hydrogen powered-vehicles To improve the existing intelligent infrastructures, and fuel cell technology should be provided. road operators are also looking at cooperative sys- High-speed rail networks could provide a carbon- tems to create communication capabilities that

(9) The Vienna Convention on Road Traffic is an international treaty designed to facilitate international road traffic and to increase road safety by standardising the uniform traffic rules among the contracting parties. The Vienna Convention on Road Signs and Signals is an international treaty designed to increase road safety and aid international road traffic by standardising the signing system for road traffic (road signs, traffic lights and road markings) in use internationally 94 ITS for sustainable mobility

would not only be from the infrastructure to the parking places, inter-modal connections, as well drivers (e.g. VMS), but also from the drivers within as real-time information about potential delays etc. the vehicle (vehicle/driver to infrastructure). Fur- This would further enhance the way ITS con- ther communication capabilities will be needed tributes to safety, allowing seamless communica- concerning refuelling/recharging facilities, secure tion between vehicles and the road operators.

8.11 Lack of or limited ITS training

here is a lack of skills and training of labour speed, and universities, science and Governments in the transport sector. Limited cooperation need to provide the basis for education in innova- Tand communication between science, uni- tion. At the same time, the public should be better versities, Governments and industry leads to un- involved, for example, through campaigns such as necessary blockages and stagnation. These gaps the eco-driving initiative. need to be overcome through holistic approaches There is a need to inform the public on what the and more engaged cooperation. future of transport will look like in order to foster Education is the key to innovation. Today’s world this new culture - to keep the public abreast, to has demonstrated an extremely fast innovation plant understanding and to gain acceptance.

8.12 Non-harmonised Variable Message Signs decrease safety on the roads

oad signs and signals are important elements weather conditions and potential alternative routes. of traffic management, regulation, informa- Therefore, the delivered message must be clear, Rtion and warning. Their harmonised use is universal and easily understood in an international based on the 1968 UN Convention on Road Signs context. and Signals and the UN Convention on Traffic Signs Drivers receive information via variable message and Signals. With new technologies, and particularly signs in cities and on motorways. Since technology with the development of ITS, advanced traffic man- advances much faster than public services and reg- agement systems increasingly use variable message ulations, it often happens today that the same mes- signs (VMS), both to provide information and to sage is communicated in different forms; or even adapt traffic management to actual demand. worse, conflicting messages could be communi- Similarly to conventional road signs and signals, cated (such as one message instructing drivers to VMS need to be understood by all road users who proceed ahead, while another message urges the may be locals and foreigners. In addition, there driver to exercise caution). These inconsistencies needs to be continuity and consistency in road op- could create distractions, raising the level of risk erations from one country to another. Mobility im- associated with driving, resulting in more traffic plies timely and reliable communication of unex- accidents. What can prevent these occurrences is pected hindrances, information about adverse an increased effort on international harmonization.

(10) UN Regulation No. 83, Emission of pollutants according to engine fuel requirements, for passenger cars (vehicle category M1) and light duty vehicles (vehicle category N1) UN Regulation No. 49, Emission of pollutants, for all other vehicle categories UN GTR No. 2, Measurement procedure for two-wheeled motorcycles equipped with a positive or compression ignition engine with regard to the emission of gaseous pollutants, CO2 emissions and fuel consumption UN GTR No. 4, Test procedure for compression-ignition (C.I.) engines and positive-ignition (P.I.) engines fuelled with natural gas (NG) or 95 9. UNECE’s support for ITS

he main objective of the UNECE Trans- national Transport Forum, ITS Europe (ERTICO) port Division is to facilitate the interna- and others with whom it shares a common goal to tional movement of persons and goods improve transport efficiency and road safety. by inland transport modes. It aims to im- Already in 2003, the ITC felt that the use of ITS might Tprove competitiveness, safety, energy ef- become an issue that could pose a major challenge ficiency and security in the transport sector. At the in the future, or possibly change the direction of its same time, it focuses on measures to reduce the ad- work. This led to the organization of the first Round verse effects of transport activities on the environ- Table on ITS under the aegis of the World Forum for ment and contributes effectively to sustainable de- Harmonization of Vehicle Regulations (WP.29) in 2004. Strategic note velopment. For more than six decades, the UNECE This event represented the first step in the develop- Inland Transport Committee (ITC) has provided a ment of the UNECE strategy on legislative aspects major intergovernmental platform for cooperation and practical implementation of ITS. While ITS is not to facilitate and develop international transport explicitly part of the Forum’s remit, ITS technologies and improve its safety and environmental perform- are increasingly considered in relevant areas. Exam- ance. The main result of this critical work is re- ples include on-board diagnostics, anti-lock braking flected in more than 50 international agreements systems, adaptive lighting and electronic control sys- and conventions, which provide a legal framework tems among others. A number of other subsidiary for the development of road, rail, inland water and bodies of the UNECE Inland Transport Committee intermodal transport, as well as dangerous goods (Working Parties, Expert Groups, etc.) have been transport and vehicle construction. working on different aspects of ITS implementation. UNECE collaborates closely with other stakehold- A brief summary is given below just to highlight past ers, such as the European Commission, the Inter- achievements and on-going activities.

9.1 In-vehicle

he World Forum for Harmonization of Vehi- for the vehicle during its whole life cycle. Timely up- cle Regulations (WP. 29) is a key player and dates of the relevant UNECE Regulations10 have re- Thas a unique role in the development and sulted in 95-97 per cent lowering of the emission lim- updating of worldwide harmonized regulations for its for CO, HC and NOx for new private passenger the construction of road vehicles and brings them cars, as compared to the limits established in the to the level of technical progress. These regulations 1970s. This means that the latest UNECE emission are aimed at: limits for these pollutants are more than 20 times (a) Protecting the environment. lower today than those established 40 years ago. (b) Promoting energy efficiency. UNECE promotes other intelligent technologies, (c) Improving the safety of new vehicles. such as tyre pressure monitoring systems and cruise (d) Providing uniform conditions for the periodi- control, is involved in Regulations on “zero emission cal technical inspections of vehicles in use. vehicles” and in 2010 adopted the first international By developing performance requirements for in- regulation on safety for fully electric and hybrid novative vehicle technologies and conditions for cars. This landmark decision facilitates the early their mutual recognition, the World Forum con- introduction of safe and clean electric cars on roads tributes to a rapid introduction of innovative vehi- worldwide. UNECE has also made considerable cle technologies into the global market. contributions to safer vehicles. Current research The World Forum has adopted a number of Regula- shows that electronic stability control systems11 tions to limit the emission of harmful pollutants (CO, that have been incorporated in UNECE legal instru- HC, NOx and particulates). Thanks to on-board di- ments since 2008 are a mature technology that could agnostic systems (OBD) in vehicles, real time data have the most significant life-saving potential since help in the rapid identification and remedial actions the advent of the seat belt.

liquefied petroleum gas (LPG) with regard to the emission of pollutants UN GTR No. 5, Technical requirements for on-board diagnostic systems (OBD) for road vehicles (11) UN GTR No. 8, Electronic stability control UN Regulation No. 13, Heavy vehicle breaking UN Regulation No. 13 H, Brakes of M1 and N1 vehicles 96 ITS for sustainable mobility

9.2 Vehicle to vehicle

dvanced Driver Assistance Systems (ADAS) change of data between vehicles through wireless represent important improvements in vehicle technology, vehicles with the “brake in case of emer- Asafety. To optimize their potential, the World gency” feature, advanced cruise control systems, Forum established an ITS Informal Group in 2002 etc. These important new features aim to improve to consider the necessity of the regulatory frame- road safety, mobility and efficiency of traffic. The work of ADAS, which are becoming more common new regulation on Advanced Emergency Braking in vehicles. Among those improvements is an ex- System is also expected to be adopted.

9.3 Vehicle to infrastructure

he development of provisions for ADAS, such and prevent 35,000 serious injuries per year across as lane departure warning systems, are ex- its 27 member States. Furthermore, many other ITS Tpected to be finalized in the form of new UN- systems for vehicles, such as cruise-control, on-board ECE Regulation. Impact assessments made by the diagnostics, adaptive front-lighting system and cor- European Union show that the mandatory introduc- nering lamps have already been introduced in vehicle tion of these devices could save around 5,000 lives regulations developed by the World Forum.

9.4 Road Safety and Road Transport

NECE is also promoting the use of ITS VMS have paved the way for potentially updating through its Working Party on Road Traffic the relevant legal instruments, the Vienna Conven- USafety (WP.1), which develops and harmo- tions or alternatively, making amendments to the nizes traffic regulations and rules for road signs Consolidated Resolution on Road Signs and Signals and signals. (RE.2). The Expert Group works on the definition, UNECE is determined to be a frontrunner for in- use and operative criteria to harmonize and set novative policies to ensure road safety and sus- common standards to keep cohesion between the tainability in all aspects. In the context of offering posted (non-variable) and electronic (variable) best practices and solutions for a safe and seamless signs. mobility, the UNECE Working Parties are mandated The Working Party is also following and guiding to seek multiple synergies to maximize the benefits the introduction of the digital tachograph12 device of legal instruments. The UNECE Road Safety Fo- that became mandatory for non-EU AETR13 Con- rum (WP.1) has established an informal group of tracting Parties, i.e. at the pan-European level, in experts on Variable Message Signs to ensure the 2010. The sole aim of the tachograph is to improve harmonization process is accelerated. It works with the working conditions of the driver and enhance the expert group of the pan–European project Easy- road safety through better enforcement of driving way, whose studies and operative deployment of and rest periods.

(12) The Digital Tachograph monitors the driving and rest periods of professional drivers engaged in international transport under the Contracting Parties to the European Agreement Concerning the Work of Crews of Vehicles Engaged in International Road Transport (AETR) and relevant EU Regulations (13) AETR = European Agreement Concerning the Work of Crews of Vehicles Engaged in International Road Transport 97

9.5 Transport of Dangerous Goods

n the area of transport of dangerous goods, UN- regulate the use of telematics and to require nec- ECE has started to consider how ITS applica- essary equipment in transport units used for the Itions such as telematics could be used to facil- carriage of dangerous goods. itate transport of dangerous goods and improve A final document indicating how telematics could safety and security by using monitoring and track- be used for the purpose of the implementation of ing systems linking consignors, transport operators, the various requirements contained in the inland emergency responders, enforcement and control transport of dangerous goods was adopted in 2010. authorities and regulators. In further steps, experts will debate how informa- The objective is to determine which systems could tion can be provided by telematics, decide on nec- be standardized for multimodal applications in the essary parameters, procedures, responsibilities, Strategic note transport of dangerous goods and to propose control of access to data and interfaces; and carry amendments to the relevant legal instruments to out a cost/safety benefit analysis.

9.6 Intermodal Transport

he Working Party on Intermodal Transport pan-European level since 1951. ITS is supposed to and Logistics (WP.24 and its predecessors) be the general integrator of modes in addition to Thas provided a forum for the exchange of the many other benefits it brings. Therefore, WP.24 technical, legal and policy information, best prac- has dedicated the year of 2012 to ITS and to identi- tices in combined and intermodal transport at the fying areas of actions in its support.

9.7 Inland Water Transport

nland water transport often offers superior tional Warehousing and Transport operations. safety, good reliability, low costs, energy effi- To ensure the introduction of RIS services in a har- Iciency, a smaller carbon footprint, low noise monized way at the pan-European level, UNECE levels, and low infrastructure costs. It also offers Resolution on “Guidelines and Recommendations increasingly more efficient opportunities for su- for River Information Services” sets up the princi- pervision through tracking and tracing systems ples and general requirements for planning, imple- made possible by the use of River Information Serv- menting and operating RIS and related systems. The ices (RIS) - an intelligent transport system for in- Guidelines are revised regularly to take into account land water transport14. the progress in developing and implementing RIS River Information Services represent a harmo- and information technologies in general. River In- nized information service aimed at facilitating information Services Guidelines are used in conjunc- formation exchange between parties in inland tion with other, more specialized UNECE resolutions navigation (boatmasters, lock/bridge operators, on the different components of RIS, such as Elec- waterway authorities, terminal operators, opera- tronic Chart Display and Information System for In- tors in emergency centres, fleet managers, cargo land Navigation, Standard for Notices to Skippers shippers, consignors, consignees, freight brokers and for Electronic Ship Reporting in Inland Naviga- and supply forwarders) using a variety of avail- tion, Guidelines and Criteria for Vessel Traffic Serv- able technological solutions (VHF radio, mobile ices on Inland Waterways and International Standard data communication services, Global navigation for Tracking and Tracing on Inland Waterways using satellite system, internet, etc.). This facilitated the Automatic Identification System. exchange of traffic-related information con- The UNECE “White Paper on efficient and sus- tributes to the safety and efficiency of Interna- tainable inland water transport in Europe” calls

(14) UNECE White Paper on efficient and sustainable inland water transport in Europe (ECE/TRANS/SC.3/189), paras. , New York and Geneva 2011, page 55-56 98 ITS for sustainable mobility

on Governments, river navigation commissions, in- technologies (ICT)”, proposes a series of UNECE ternational organisations and the inland navigation actions in this area, and encourages other uses of industry to “promote the use of River Information ICT for facilitating IWT operations and inspections Service and other information communication of inland navigation vessels.

9.8 Rail Transport

nteroperability of telecommunications in rail- However, the intelligent transport systems adopted way operations is important for all countries in by the EU and EFTA countries are not interoperable Ithe pan-European region. In fact, it aims to im- in the entire UNECE region. In other words, the ITS prove rail infrastructure and the efficiency of rail- standards for rail operations in non-EU sub-regions way operations, thus ensuring that the railway sec- (mainly Eastern Europe and Central Asia) are not tor contributes to sustainable transport. The directly compatible with the EU Rail Traffic Man- necessary harmonization efforts have taken place agement System (ERTMS). The role of the UNECE mainly in the countries of the European Union and is to further assist and promote full harmonization the European Free Trade Association. of this system at a Pan-European level and beyond.

9.9 Trans-European Railway and Trans-European Motorway projects

he UNECE Trans-European North-South Mo- The new Revised TEM and TER Master Plan pub- torway (TEM) and Trans-European Railway lished in 2011 summarizes the present level reached T(TER) Projects have been addressing differ- in ITS applications in rail and road transport, expe- ent aspects of information technologies in road rience gained by the individual countries, as well as and rail sector for many years. The TEM Project in their expected future developments. Both Projects particular targeted mostly the relevant aspects re- intend to address the ITS-related matters in a cross- lated to motorway infrastructure, namely at elec- sectoral way and link their work “on the ground” tronic toll collection and variable message signs. with activities of the relevant Working Parties.

9.10 The ForFITs Project

The recently launched project on climate ferent scenarios and will propose transport policy change and transport15 is a joint project of all directions and strategies to achieve more sustainable Tfive UN Regional Commissions, with the UN- transport systems. It remains to be seen how ITS ECE as the lead agency. The goal is to develop and will be addressed in this global project, however it implement a monitoring and assessment tool for is already clear that it may be featured as ITS to CO2 emissions in inland transport to facilitate cli- help measure the traffic induced CO2, and as ITS mate change mitigation. The outcome of the project that improves the fluidity and efficiency of transport will provide a robust framework for analyzing dif- and as such contributes to CO2 reduction.

(15) United Nations Development Account (UNDA) project on the Development and implementation of a monitoring and assessment tool for CO2 emissions in inland transport to facilitate climate change mitigation, see: http://unece.org/trans/theme_forfits.html 99 10. What’s next?

Innovative solutions could bring us Embedded in the United Nations Millennium De- closer to achieving road safety and en- velopment Goals and the Ministerial Declaration vironmental policy objectives in the on global environment and energy in transport, coming years. This makes ITS solutions technological innovation will be one instrument Tan integral part of the range of possible within UNECE for reaching the common objective measures. In the future, innovative vehicle tech- of clean and safe roads. nology will play an increasingly major role, prima- Future challenges for innovation in transport should rily because the need for mobility will continue to be solved on a global scale and in a harmonized increase. Aside from the possible effects and public way. A strong commitment from Governments, ex- Strategic note support, the cost-benefit ratio has to be taken into tensive collaboration between the public and private account. In this context, due attention has to be sectors, and increased financing for ITS is crucial paid to the fact that technical solutions sometimes for developing smart solutions in this area. It is im- have unwelcomed side effects, like distracting the portant to reach a consolidated approach and avoid driver, or encouraging inappropriate behaviour. fragmented efforts of different parties. Some techniques also have the potential to be In the future, the transport sector will continue to abused. face challenges such as a high number of road There are major benefits from using integrated crashes and continuous increases in the consump- strategies in transport policies to address, for ex- tion of fossil fuels with related CO2 emissions, ample, air pollutions, climate change, and sustain- which will result in increased air pollution. Con- able energy consumption. Air pollution and Green gestion levels might also increase due to a contin- House Gas emissions are often emitted from the uing rise in demand for road transport. Inadequate same source. More scientific and technical efforts and sub-standard infrastructure, particularly in low- need to be directed to this area of work, and Gov- income countries will continue to be additional ernment policies need to take into account the ben- concern. efits of integration. Countries have to think more Applied intelligently, innovative technologies can: globally in their approaches to air pollution and (a) Save lives. climate change. There is more recognition of the (b) Save time and money. global movement of air pollution and the need to (c) Reduce threats to our environment. improve interregional collaboration. Sharing infor- (d) Create new business opportunities. mation and knowledge between regions will be the Innovative technologies are widely accepted as the key to future success and could achieve a great way forward for achieving the goal of sustainable deal in cutting Green House Gas and air pollution mobility, while at the same time improving the qual- emissions globally. ity of life. 100 ITS for sustainable mobility

References

[1] Arutz Sheva. Israel National News. Israel’s Green Machine gears up for 2010. 21st January 2010.

[2] Austrian Federal Ministry for Transport, Innovation and Technology (BMVIT). I2V - Intermodality and In- teroperability of Transport Systems, 2009.

[3] BBC News, Bolivia holds key to electric car future, 9th November 2008.

[4] Practice and deployment of variable message signs (VMS) in Viking countries - potential for harmonisation, Finnish Road Administration, Pirkko Rämä, Anna Schirokoff, Juha Luoma

[5] Conference of European Directors of Road, CEDR, Task Group O9, VMS Harmonisation in Europe, 2009

[6] DPA, Sarkozy wants La Reunion to be “laboratory” for electric cars, 19th January2010.

[7] D. Engwicht, Intrigue and uncertainty, p. 6.

[8] Die Zeit, Intelligenz ans Steuer, 14th June 2007.

[9] European Association of Automotive Suppliers (CLEPA), Facts and Figures, 2010.

[10] European Commission, Keep Europe moving - sustainable mobility for our continent, COM/2006/0314 final, 2006.

[11] European Commission, A sustainable future for transport - Towards an integrated, technology-led and user-friendly system, COM 2009/279, 2009.

[12] European Commission, ITS Action Plan, COM 2008/886, 2008.

[13] European Environment Agency (EEA), www.eea.europa.eu/publications/transport-at-crossroads, 2009.

[14] Eva Molnar, The knowing-doing gap, UNECE report, 2009.

[15] Eva Molnar, Becoming wise about ITS, in: Intelligent Transport 2008.

[16] International Monetary Fund, World Economic Outlook: Slowing Growth, Rising Risks, September 2011.

[17] Jack Short, Policy-Led Technological Developments, ERTICO-ITS Europe General Assembly, June 2009.

[18] Marc Green & John Senders PHD, Human Error in Road Accidents.

[19] New York Times, In Bolivia untapped bounty meets nationalism, article published 3rd February 2009.

[20] Transport & Environment, Bulletin No. 182, October 2009.

[21] Umweltbundesamt, Various Articles, studies and report, www.umweltbundesamt.de/verkehr-e/index.

[22] UNECE, ECE/TRANS/WP.29/2010/45, 2009.

[23] UNECE, Transport of dangerous Goods, www.unece.org/trans/danger, 2009.

[24] UNECE, Transport and Energy - the Challenge of Climate Change, International Transport Forum, 2008.

[25] UNECE, Project: Improving Global Road Safety - Setting regional and national road traffic casualty reduction targets, 2008.

[26] World Bank, ITS Technical Note For Developing Countries. 101 Strategic note United Nations Economic Commission for Europe

Ministero delle Infrastrutture e dei Trasporti UNECE’s role in the promotion of Intelligent Transport Systems Road Map for promoting ITS 20 global actions 2012 - 2020 104 ITS for sustainable mobility The reasons for the UNECE Road Map on Intelligent Transport Systems (ITS)

ntelligent Transport Systems are increas- ciency, traffic management etc.). However, it is also ingly considered as a part of the solution more than technology since it calls for new insti- to current and future transport challenges. tutions, new ways for mobility and transport serv- They are becoming widely accepted as an ices. In addition, as an industrial product if is part Iinstrument towards achieving efficient, and target of international trade; and at the same safe and overall sustainable mobility while at the time - when harmonised - it is the means for smooth same time contributing to a better quality of life. logistics and supply chain management. Already in 2003, the United Nations Economic ITS is often seen as the new mode of transport or Commission for Europe (UNECE) Inland Trans- at least the modal integrator that can improve tra- port Committee (ITC) identified the use of telem- ditional transport performance and can strengthen atics and Intelligent Transport Systems (vehicles, its position in sustainable development. infrastructure) as an issue that could become a Notwithstanding its benefits, the use of various ITS major challenge for the future, or possibly change solutions still continues to face different obstacles. direction of its work. This conclusion led to the It was felt that to overcome these barriers the for- organization of a Round Table on Intelligent mulation of a common strategy for the future im- Transport Systems under the auspices of the plementation of ITS solutions was the necessary World Forum for Harmonization of Vehicle Reg- next step. ulations in 2004, another building block in devel- The main objective of UNECE is to promote eco- oping the UNECE strategy on development of leg- nomic integration. It brings together 56 countries, islative and practical implementation of ITS. members of the European Union (EU), as well as 1. Process Figure 1 shows in a simplified way the interactions non-EU Western and Eastern European countries, of evolution between ITS applications and the real world. It and member countries in South-East Europe, Cen- of ITS - the also shows a wide range of applications of ITS to tral and Western Asia and North America. The In- integration solutions and benefits for different aspects of trans- land Transport Committee was created in 1946 to with other port services (safety, efficiency, traffic manage- facilitate the international movement of persons transport ment). It also illustrates that ITS is a technology and goods by inland transport modes and improve services that brings around transport policy solutions (effi- safety, environmental protection, energy efficiency and security in the transport sector to levels that 1 contribute effectively to sustainable development. Furthermore, the UNECE administers the UN inland transport and vehicle agreements that have a global outreach. In achieving its mission, the ITC and the UNECE secretariat launched a strategic review on how Intelligent Transport Systems can contribute to this goal and how UNECE can promote the use of ITS solutions. The review package consists of: • a background paper that has the primary objective to share information (including best practices) and raise awareness about the values ITS solutions can deliver; • a strategic note that attempts to identify the main gaps in and impediments to the broader use and faster dissemination of ITS applica- thisRoadMapthatoutlinestheareas andlists • be moreeffectivelyplanned and,coordinated,and framework, ITSinfrastructure andservicescould as harmonizationanddeployment.Within sucha and collaborateinshapingkeyITSstrategies,such hicle RegulationsandotherWorking Parties)tolead (such astheWorld ForumforHarmonization ofVe- platform throughitsintergovernmentalstructures In thiscontext,theUNECEoffersanadvantageous isting solutions. level hamperstheimplementationofalreadyex- at global,andinparticularthePan-European The lackofharmonizedpoliciesforITSdeployment Harmonising policies Action 2 designed inaholisticway. used byallstakeholders.Thisdefinitionshouldbe which shouldleadtoacommondefinitionthatis ours tofacilitatethedialogueaboutITSdeployment, tions areused.Asaglobalpartner, UNECEendeav- A myriadofvariationsexistsanddifferentdefini- tion ofITSiswarranted. derstanding, thusacommonlyagreedupondefini- directions. Accordingly, thisleads toalackofun- and institutionsdriveITSdeploymentindifferent nomic anddevelopmentprioritiesofGovernments systems hasdifferentboundaries.Differingeco- use andshareinformationabouttransportation provides theabilitytogather, organize, analyze, Systems” (ITS).However, theITSframework which port isgenericallynamed“IntelligentTransport Applying informationtechnologiesininlandtrans- Reaching acommondefinitionforITS Action 1 the useofITS 20 globalactionstopromote The RoadMap: initiatives. as acontinuationofon-goingtasksornew the activitiesUNECEcanembarkuponeither tutions orbodiescanwillfillthegap;and tions irrespectivewhichorganizations,insti- Road Map. incorporated inthefinalnote,aswellthis Governments, businessesandacademia,arenow consultation andthecommentsreceivedfrom The draftstrategicnotewassubjecttoapublic for freightandpassengersatagloballevel. in offeringareliable,safeandseamlessjourneyboth ITS deploymentstrategywouldbemoreeffective through harmonizednationalpolicies,acommon regulations andlegalinstruments.Whendeveloped efficiently implementedbothintermsoftechnical and eventualinteroperability issueswithinand tional level.Thisleadstotechnical fragmentation hind, butthisisparticularlyevidentattheinterna- cycle, nationalregulatoryauthoritiesoftenlagbe- of innovativetechnologiesisshorterthanthepolicy that thedesignandindustrialdevelopmentcycle are rapidlydevelopingandmadeavailable.Given Innovative technologiesinvarioustransportfields and theITSarchitecture Facilitating interoperability Action 4 and otherrelevantstakeholders. the EuropeanUnion,internationalOrganizations aged tocontinueworkinginclosecooperationwith wards futureneedsformobility. UNECEisencour- is consideredessentialforasuccessfulchangeto- seen asanaddedvalue.Internationalcooperation transport, inparticularwithnon-EUcountriesis as theplatformforinternationalcooperationin regulatory work.Inaddition,itsbridgingfunction port theworkofUNECEinthisfield,especiallyits showed thatGovernmentsandstakeholderssup- from theUNECEpublicconsultationonITSclearly The evaluationandassessmentofresultsobtained Forging Internationalcooperation Action 3 105

Road Map 106 ITS for sustainable mobility

2. UNECE across the countries. Therefore, efforts to speed veloped. These will harmonize and ensure full cov- as an up development and implementation of regulations erage and implementation of the commonly adopted Institutional and agreements on technical and technological strategy throughout its 56 member countries. World Forum compatibility are warranted. for ITS Some countries, like Japan and the United States Action 5 of America have opted for an ITS architecture to Ensuring data security avoid the problem of lack of interoperability and Security and privacy concerns could become po- compatibility, and at the same time to ensure the tential barriers to ITS deployment. Data losses and necessary freedom for innovations and entrepre- the danger of identity theft could reduce the po- neurial initiatives. The ITS architecture offers a tential performance and benefits of ITS. ITS have technology neutral map of services incorporating to be implemented by way of viable business cases current systems into future strategies. With a prop- that require consistent standards and regulations erly developed and implemented architecture, Gov- on liability and highest levels of security for per- ernments and stakeholders can identify both the sonal data. Future UNECE ITS legislation will en- services required by users and the sources of data sure protection of privacy and data security. for those services. Such architecture can also de- scribe how to optimize, coordinate, structure and Action 6 share data sources and information services for Scaling up the work on ITS in all the common benefit of the users. Working Parties of the UNECE Additionally, through the sharing of data, services Inland Transport Committee (ITC) and information, the overall cost and the cost of pro- In the transport sector the area of work Intelligent viding each component of the system are reduced. Transport Systems needs strengthening. The The ability for the private sector to operate effectively Transport Division’s responsibility will be improv- is enhanced because already available data from ex- ing access to high-quality information on available isting systems could be shared at a lower cost. ITS and their meaningful integration into the The European Union (EU) has launched major ini- work of the intergovernmental bodies, e.g. tiatives to overcome the slow and fragmented up- through best practices. All Inland Transport Com- take and deployment of ITS in road transport. The mittee (ITC) Working Parties are encouraged to European Commission’s ITS Action Plan and - in incorporate ITS related topics into their agendas. the form of the ITS Directive - dedicated EU legis- All UNECE Working Parties should continue: lation on ITS together constitute a concerted policy • to align their work with sustainable mobility framework to boost ITS across Europe. principles that include safe, efficient, environ- With these two complementary elements in place, mentally friendly and affordable transport the EU Road Map is now clearly set and the tools services, and are available to bring ITS deployment into a new • to determine how relevant ITS solutions could era where integrated, interoperable systems and assist in bringing this about. seamless transport services become the norm for Figure 2 indicates the core values of UNECE one Europe’s road transport system. EU Directive can build on in promoting the use of ITS (convening 2010/40 of the European Parliament and of the power, legal instruments, harmonisation activities Council on the framework for the deployment of etc). It also positions UNECE as one among the Intelligent Transport Systems in the field of road key stakeholders with whom close cooperation is transport and for interfaces with other modes of envisaged to avoid duplication and to leverage the transport was adopted in 2010 and entered into activities and results of the players, governments, force later that year. The deadline for transposition governmental bodies, industries and academia. In by member States was set to February 2012. fact, UNECE can become a gateway or an institu- This development is an encouraging step towards tional world forum for ITS. the systematic and comprehensive implementation of ITS in the EU member countries. However, the Action 7 full effect and the benefits of the ITS implementa- Promoting vehicle to infrastructure tion could only be achieved and multiplied if a com- communication plementary strategy is developed for all other non- The World Forum for Harmonization of Vehicle EU UNECE member countries at the pan-European Regulations (WP.29) is introducing technological level. It is with this objective that the UNECE Road innovations in vehicles by regulations that are ap- Map and Strategy for promoting ITS are being de- plicable on worldwide scale. 107

2 defined as the cooperative exchange of data between vehicles through wireless technology, with the objective of improving road safety, mobility, efficiency and improving the use of road capacity. Cooperative systems are expected to make use of state - of - the - art communication facilities allowing the driver access to all road and traffic information.

Imagine using one single device onboard of your Road Map vehicle allowing you to plug-in and synchronise your mobile phone, iPad or laptop and access all relevant information via one application. Close cooperation between UNECE, the International As a basic innovation, cooperative systems bring Telecommunication Union (ITU) and the Interna- infrastructure and vehicle related intelligent trans- tional Organization for Standardization (ISO) is es- port devices that are active and ‘cooperate’ in order sential and will be further broadened on frequen- to perform a common service. Consequently, in co- cies and international standards. operative systems, communication could be vehi- The competent UNECE body that will interact with cle-to-vehicle or vehicle-to-infrastructure. Governments and global players, dealing with co- Advanced Driver Assistance Systems (ADAS) tech- operative systems in information technologies has nologies are important advances in vehicle safety yet to be identified. and the optimization of their potential benefits is crucial. In 2002, WP.29 established an ITS Informal Action 9 Group to consider the necessity for a regulatory Fighting the road safety crisis framework on ADAS, which are becoming more UNECE is actively involved in the regional and common in vehicles. global implementation of the UN General Assembly The development of provisions for ADAS - such as Resolution 64/255 improving global Road Safety Lane Departure Warning Systems (LDWS) and Ad- and has ambitious plans for a series of road safety vanced Emergency Braking Systems (AEBS), the activities to educate, raise awareness, to induce actions of which are restricted to emergency situ- action and to create dynamic and effective re- ations - are expected to bring about draft regulatory sponses to the road safety crisis. text proposals that will take the form of new stand- Those actions will be performed primarily by - but alone UNECE Regulations under the 1958 Agree- not limited to - the Road Safety Forum (Working ment. According to an impact assessment made by Party on Road Traffic Safety-WP.1) and the World the European Commission, the mandatory meas- Forum for Harmonization of Vehicle Regulations ures of these systems can prevent the loss of (WP.29), including promoting accession to and, around 5,000 lives and avoid 35,000 serious injuries where necessary, more effective worldwide imple- a year across the EU27. mentation of UNECE legal instruments. Additionally, the World Forum invited the UNECE Road Safety Forum (Working Party on Road Traffic Action 10 Safety - WP.1) and the Working Party on Road Addressing the liability concerns Transport (SC.1) to devote special attention to and The 1968 Convention on Road Traffic states that accelerate their work on: “Every driver of a vehicle shall in all circum- • raising awareness on the safety issues and stances have his vehicle under control...”. How missed opportunities with non-communicating are ITS solutions linked to the issue of liability? infrastructure; Devices that assist the driver to drive safely al- • infrastructure standards to promote vehicle ready exist. UNECE has played a crucial role in to infrastructure and vehicle to vehicle com- that development. Technologies such as naviga- munication (AGR, Convention on Road Signs tion systems, cruise control and systems optimiz- and Signals). ing the braking of vehicles are already widely used and have contributed to fewer accidents and Action 8 better fuel consumption. Promoting vehicle - to - vehicle Other vehicle-based systems are at various stages communication of development and will be incorporated into UN- Vehicle - to - vehicle (V2V) communication can be ECE Vehicle Regulations later. ITS devices are also 108 ITS for sustainable mobility

widely applied in traffic management and control Consensus is sought for all types of road signs as a through, for example, variable message signs, speed new platform for current and future work. At a cameras, electronic vehicle detection and toll charg- later stage, an implementation programme will be ing systems, and vehicle positioning and tracking. warranted. This means: The current critical debate concerns devices that • reform following a step by step approach; act on behalf of the driver, or even override the • consider the main issues, the main pictograms, driver’s decisions. While driver assistance systems creating proposals, etc. contribute to intelligent and efficient mobility as well as to efficient and safe roads, they also intro- Action 12 duce new challenges. For example, in a system fail- Making Transport of Dangerous ure and accident situation: who is legally liable? In Goods less dangerous some European countries, for example, the law in The Working Party on the Transport of Dangerous this respect clearly states that the liability of driving Goods (WP.15) will continue to further consider remains exclusively with the driver. how ITS applications such as telematics could be WP.1 and WP.29 already closely cooperate on this used to improve safety, security and facilitate the matter and will present a solution in the near future, transport of dangerous goods by standardization particularly in the case of ADAS systems. and by using monitoring and tracking systems link- To bridge the gap, an agreement over the following ing consignors, transport operators, emergency re- overarching principle is emerging: ITS assisted driv- sponders, enforcement and control authorities and ing is in harmony with the current legal instru- regulators. ments, while most of the governments are not ready to accept ITS that replace driver’s decisions. Action 13 Integrating with Rail Transport Action 11 Interoperability is a key for improving rail infra- Harmonizing Variable Message Signs structure and thus the efficiency of railway opera- The Working Party on Road Traffic Safety (WP.1) tions. This would ensure that the railway sector established an ad hoc group of experts on Variable could contribute to sustainable transport in a com- Message Signs (VMS). Its wider mandate is to ana- petitive environment with a level playing field for lyze new technological developments that increase all modes. road safety and to draw up proposals for including The revised Master Plans of the UNECE TEM these developments in the relevant United Nations (Trans-European North-South Motorway) and TER legal instruments. (Trans-European Railway) Projects published in The VMS expert group proposes that WP.1 consid- autumn 2011, devote a whole chapter to both road ers restructuring the 1968 Convention on Road and rail ITS, summarizing the present status of im- Traffic according to the following groupings: plementation as well as their expected future de- • road markings; velopment. It also presents the experience gained • posted signs; by the individual member countries of TEM and • electronic signs. TER Projects in these fields. It is expected that The idea behind this proposal is that “we need con- work in this field will continue. trolled change in order to keep cohesion” of road displays, whatever the signing domain, particularly Action 14 between posted and electronic signs (shapes, de- Integrating with Inland Water sign principles, contents). As it turned out in the Transport case of VMS and their heterogeneous use through The UNECE “White Paper on Efficient and Sus- different European administrations, there is the tainable Inland Water Transport in Europe” identi- real danger today that competing industries driven fies River Information Systems (RIS) as one of the by marketing interests could take road signing for seven strategic areas of inland waterway transport promotion purposes of particular brands (more developments. Under Policy Recommendation No. fashionable, aesthetics, etc.). 3 the White paper calls on Governments, river nav- Electronic signing, in principle, concerns the fol- igation commissions, international organizations lowing devices: and the inland navigation industry to “promote the • traffic lights; use of River Information Service and other infor- • traffic signals; mation communication technologies (ICT)”. It pro- • VMS. poses a series of UNECE actions in this area, in- 109

cluding supporting a pan-European dialogue on the velop and implement a monitoring and assessment implementation and further development of RIS tool for CO2 emissions in inland transport to facil- and encouraging other uses of ICT for facilitating itate climate change mitigation. IWT operations and inspections of inland naviga- The tool will be freely available to all United Nations tion vessels. The UNECE Working Party on Inland Member States. It will provide a robust framework Water Transport (SC.3) will carry out this work. for analysing different scenarios of sustainable transport, proposing transport-policy strategies, among Action 15 them the further development of ITS. Road Map Enhancing the modal integrator’s The project is designed to assist Governments de- role of ITS veloping mitigation strategies. The Working Party on Intermodal Transport and Logistics (WP.24) as well as the Working Party on Action 18 Road Transport (SC.1) will take actions to simplify Launching analytical work the rules and requirements on international road Every ITS service depends on the availability of an and intermodal transport and the relevant admin- Information and Communication Technology (ICT) istrative procedures and documentation. backbone and enabling systems that constitute the Integration of different transport modes and their core of ICT infrastructure. information systems will allow inclusion of elec- The success rate of ITS implementation is closely tronic information on road freight traffic operations related to the availability of ICT infrastructure. The in the intermodal transport operations and supply capability to deliver ITS services does not grow in chains, making logistics and security more inte- a linear direction with the augmentation of avail- grated and automated, thus increasing the effi- able technology, but for most ITS services a mini- ciency and security of administrative procedures. mum critical mass is needed in order to perform a wide number of tasks. Action 16 More research and analysis in this field should be Developing Cost-benefit assessment carried out by UNECE - obviously through lever- methodologies aging the benefits of inter-agency cooperation - to A lack of harmonized methodology for cost-benefit assist governments and to provide advice. analysis of ITS hampers the deployment of the innovative solutions with greatest overall community Action 19 benefits and may encourage the use of other less Contributing to capacity building, beneficial solutions adding further costs to cus- education and awareness raising, tomers. More information in this area is needed with special attention to emerging since it is commonly accepted that cost-benefit economies analyses have major effects on future sustainable transport planning. It is a tool of special interest to Assisting Governments Governments and policy-makers. The major aim of the UNECE is to promote eco- It is an area where UNECE and in particular WP.5 nomic integration. To this end, it provides analysis, are also tasked to work more and to provide guid- policy advice and assistance to Governments; it ance, building on earlier achievements and techni- supports the United Nations global mandates in cal assistance in investment assessment method- the economic field, in cooperation with other global ologies. Transport Canada and the United States players and key stakeholders. In light of this man- Department of Transportation might be of assis- date, the Transport Division has the necessary ex- tance since they have advanced knowledge and experience and is prepared to assist Governments perience in this area. and stakeholders in the deployment of ITS. This could be done through capacity building work- Action 17 shops and in cooperation with the other regional Contributing to climate change commissions (the Economic and Social Commis- mitigation and adaption sion for Asia and the Pacific (ESCAP), the Eco- The potential contribution of ITS to reduced pol- nomic Commission for Latin America and the lution and congestion is crucial. In January 2011 Caribbean (ECLAC), the Economic Commission the UNECE Transport Division launched the United for Africa (ECA) and the Economic and Social Nations Development Account funded project on Commission for Western Asia (ESCWA)). climate change and transport. The goal is to de- The growth of road transport continues to be sig- 110 ITS for sustainable mobility

3. Steps of the nificant, especially in emerging economies. Simul- to an ITS-enabled infrastructure and far less expen- UNECE ITS taneously with the economic and financial crisis, sively than developed countries. The important role Road Map the growth has been accompanied by rapid urban- of UNECE in fostering the integration of landlocked ization that is expected to continue unabated in regions (such as central Asia) would be reinforced, the future. The rising concentration of population providing new opportunities to a broader range of in cities is accompanied by growing social prob- emerging economies to become better integrated, lems such as worsening traffic congestion, increas- promoting economies of scale and a greater ability ing air pollution and an escalating number of road to cooperate and exchange information. accidents. However, not only urban areas are affected by these developments. Road transport Action 20 growth exceeds the capacity of existing infrastruc- Organising the United Nations tures and reform requirements in modern transport Annual Round Table on Intelligent management are needed. These are all areas where Transport Systems ITS offers practicable solutions. Under the aegis of the UNECE, all countries will Education and awareness-raising is the key to in- have the opportunity for dialogue and develop co- novation in transport. There is a need to inform operation on ITS issues through round table dis- the public how the future mobility will look like in cussions convened annually. order to foster this new culture, to keep the public The outcome of these round tables would provide abreast of what is going on, to plant understanding guidance for and direct the work of the relevant and gain acceptance and support. UNECE bodies where actions would be initiated by Governments, other key stakeholders and global Leapfrogging players, including the business community. The UNECE platform could be used as a bridge to The UNECE Transport Division will provide the plat- disseminate knowledge and best practices and be- form for exchange of views, provide analytical income the umbrella for coordinated policy action in puts, policy advice and assistance to Governments, the field of Intelligent Transport Systems worldwide. and will ensure that the United Nations global man- Developing countries can leapfrog far more rapidly date in this field of transport is maintained. 111 How will the Road Map and its actions be implemented?

The planned actions can be grouped as follows: parties, as well as the administrative committees Road Map (a) those of global nature (like common agreement of the different legal instruments will likely in- on the definition) that encompass a whole range crease and /or sharpen their activities to promote of areas of work and relevant institutions (like the use of ITS. Further on, it is most probable, forging international cooperation); that modification of existing multilateral trans- (b) those that are direct or in-direct continuation port conventions, agreements and other legal in- of ongoing activities of Working Parties and struments will be warranted. Today it is pre-ma- of the UNECE secretariat (like vehicle - to - ture to think about a UN legal instrument on ITS, vehicle communication) and as such they can though this cannot be excluded either. An impor- be manifested either in modification of legal tant part of the implementation of the actions is instruments or through guidelines or recom- to make sure that results are known to govern- mendations for governments; ments and to all other stakeholders. Finally, im- (c) those that help common thinking through plementation and its impact will be regularly theme related analytical work to push the en- monitored and the secretariat will report to its velop for the follow-up decision making; governing bodies, first of all to the Inland Trans- (d) and finally those that serve knowledge sharing port Committee. For implementation monitoring and capacity building. indicators will be developed and agreed on based The annual round table on ITS issues will be on the adoption of this Road Map. dedicated to the most critical specific topic of the year so that the outcome of the round table 3 contributes to a commonly acceptable solution. As illustrated in figure 3 the already ongoing actions aim at harmonisation within the UNECE bodies using existing legal instruments. This will not only continue, but will be scaled up to all relevant topics and to all working parties. More intergovernmental and inter-agency coordination will be embarked on for efficient resource uti- lization. As some of the actions bear fruits the effectiveness of harmonisation will be increased and the work programs of the Inland Transport Committee and its subsidiary bodies, the working 112 ITS for sustainable mobility 113 Intelligent Transport Systems Intelligent Transport

The publication “Intelligent Transport Systems for sustainable mobility” funded and supported by the Società Iniziative Nazionali Autostradali - SINA was initiated and prepared by the UNECE Transport Division. It was produced in cooperation with the secretaries of the Division. The Transport Division wishes to express its sincere thanks to all those who contributed to this publication, either with articles or administrative services. 114

Colophon

This paper was drafted under the supervision of

Dr. Éva Molnár, UNECE Transport Division (Director)

Since September, 2007, she has been the Director of Transport Division at the United Nations Economic Commission (UNECE) for Europe. She has spent more than twenty years of her career in transportation, and from time to time also in other infrastructure sectors, like telecommunications. She has gained experience in governmental, private sector and inter-governmental organizations, as well as in the academic life. “ITS is not just an innovative technological solution, it is a new culture and we must learn how to benefit from it!”

by the following team

Mr. Konstantinos Alexopoulous

Is the Secretary of the UNECE Working Parties for Rail (SC.2) and Transport Trends and Economics (WP.5). He worked as an International Intermodal Transport and Logistics Consultant and held top level management positions in various transport and logistics companies. He is the author of the Freight Transport and Logistics Master Plan of Greece. “Many years have passed since Plato invented the word “information”- morph>form - . But even the great philosopher could never have imagined that the world would be safer and better when its various forms i.e. infrastructure, vehicles, equipment, etc. become senders and receivers of information. The ultimate objective of ITS.”

Mr. Roberto Arditi

Degree in Electronic Engineering. Now he serves as Director of Scientific Affairs for SINA, part of ASTM-SIAS, an industrial group of motorway operators. He has 25 years of experience in the fields of infrastructure design, construction and operation related issues. His expertise in the fields of road safety, ITS, environmental impact contributed to the work of a number of Governmental and Intergovernmental Commissions. He has a wide international experience as independent expert of the European Commission, partner of European programs and member of international Associations such as ASECAP and PIARC. He developed a number of technical papers, books and publications. He was member of the technical or scientific committee for international and national symposiums. He held more than 100 lectures in universities or other fora. “Communication facilities are the vital sap of our Society: the social development is suffocated where transport is lacking. On the other hand, we all are struggling to reduce the unavoidable impacts of the transport process. The efficiency and safety of the existing roads/vehicles, through ITS, is a worthy part of the solution.” 115

Mr. Antonio Erario

Research Doctorate and Transport Engineering Degree. National expert detached at the European Commission, DG ENTR (1997); International officer of UNECE, Transport Division, Geneva (1997-2000); Head of Division on International Regulatory Affairs of the Italian Ministry of Infrastructure and Transport; responsible for EU and UN/ECE legislative actions and policies on vehicles and road safety. Chairman of the General Safety Working Group - WP.29/GRSG of UNECE (Geneva). Member of the EC, ITS Committee. “ITS deployment allows for an optimised use of the existing transport network increasing its capacity, safety and security with a reduced environmental impact.”

Mr. Edoardo Gianotti

Mr. Edoardo Gianotti holds an advanced degree in Political Science. He is staff member of the World Forum for Harmonization of Vehicle Regulations (UNECE/WP.29) since 2006, focal point on Intelligent Transport Systems of UNECE and leader of the project. “ITS is a core concept of what is possible when a transport system is interconnected and responsive to everybody’s needs”. Intelligent Transport Systems Intelligent Transport

Ms. Luciana Iorio

Law degree, Diplomatic and International law specialization studies. MBA, Awarded diploma on European Union legislation and Politics. Senior legal adviser for the Italian Ministry of Infrastructure and Transport in the field of EU and UN/ECE legislative actions and policies for Road Safety. She acted as Chairperson for over-national programs concerning the development and the implementation of Intelligent Transport Systems on the Trans-European Road Network (TEN-T). “In a world where daily life and the economy are demanding faster and reliable connections and communications, the only solution is to apply intelligent technologies to transport networks so that our journeys can be safe, sustainable and energy-efficient.” 116 ITS for sustainable mobility

Mr. Miodrag Pesut

Mr. M. Pesut previous working experience includes work in Academia and with the Government. Since 1989 with the United Nations including posting in Baghdad, Amman and Geneva. Worked mostly in the area of economic development, transport infrastructure development and transport and economic policies. Special interest in transport economics, environmental aspects of transport, and railways. Holds a Ph.D in International economics and economic development. “Intelligent Transportation Systems (ITS) is the application of technology to the management of inland transport systems in order to increase their efficiency and safety, while providing users with mobility options based on real-time information.”

Mr. Juan Ramos-Garcia

Juan RAMOS-GARCIA, Mechanical Engineer, UNECE Transport Division, Chief of the Vehicle Regulations and Transport Innovations Section & Secretary of the World Forum for Harmonization of Vehicle Regulations (WP.29). “ITS makes me feel safer and more comfortable when driving.”

Ms. Dörte Schramm

Ms. Schramm holds a Master degree in Political Science, Sociology and English. She worked as policy officer in the Transport Committee of the European Parliament. Since 2010 she is staff member of the World Forum for Harmonization of Vehicle Regulations (UNECE/WP.29) where she works as Associated Expert on Intelligent Transport Systems and assistant to the project leader, sponsored by the German government. “For me, ITS is the tool to realize real sustainable mobility now and for future generations, to protect our children and health, to preserve our planet and to find mobility solutions that are unthinkable. It might sound a bit overblown, but it can be true.” 117

Credits

Scientific support to the drafting of the book Maria Teresa Bocchetti SINA ASTM-SIAS group

Alessandro Javicoli SINA ASTM-SIAS group

Paola Mainardi SINA ASTM-SIAS group

The final editing was performed by Fabio Ricci SINA ASTM-SIAS group

Charles Toby Pearce UNECE Transport Division

Veronica Reeves Public Information Specialist, UNECE Transport Division

Violet Yee Editor UNECE Transport Division

Technical/scientific support to SINA for preliminary draft of the background note Bruno Dalla Chiara Systems Intelligent Transport Politecnico di Torino

Line Konstad UNECE Transport Division

Assunta De Pascalis SINA ASTM-SIAS group ITS for sustainable mobility

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Geneva, February 2012 Ministero delle Infrastrutture e dei Trasporti