Monday 30 April 1.30 pm – 3.00 pm Session 2.1 Disruptive Technologies, Platforms and Services / Connected and Automated Vehicle Technology Location: Room P6

CAV TRIALS – RECENT LEARNINGS AND GAPS IN KNOWLEDGE Rita Excell and Dickson Leow, ADVI,

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Monday 30 April 1.30 pm – 3.00 pm Session 2.1 Disruptive Technologies, Platforms and Services / Connected and Automated Vehicle Technology Location: Room P6

UNDERSTANDING USER PERCEPTIONS AND EXPERIENCES WITH COOPERATIVE AND AUTONOMOUS VEHICLES Clare Murray, Queensland Department of Transport and Main Roads, Australia

The Department of Transport and Main Roads is delivering the Cooperative and Automated Vehicle Initiative (CAVI), with the purpose of preparing the department for the emergence of advanced vehicle technologies with safety, mobility and environmental benefits on Queensland roads. The Initiative incorporates four components, including the largest on-road testing trial in Australia of cooperative vehicles and infrastructure (C-ITS Pilot, around 500 participants), and the testing of a small number of cooperative and automated vehicles on public and private roads (CHAD Pilot). Both pilots will involve members of the public interacting with these new technologies.

Cost-benefit ratio modelling suggests the introduction of cooperative and automated vehicles will reduce road crashes, reduce deaths and serious injuries and enable road users to travel in a safer and more efficient manner. It is also assumed people will take to the new vehicle technologies easily and readily. But do roads users truly understand what each of these technologies mean to themselves, others and the environment? Are they willing to use and pay for the new technologies, and trust vehicles and road users to remain safe.

This paper will provide an overview of the results of a customer experience study, focusing on the perceptions, understanding and acceptability of cooperative and autonomous vehicles of Queensland road users.

Monday 30 April 1.30 pm – 3.00 pm Session 2.1 Disruptive Technologies, Platforms and Services / Connected and Automated Vehicle Technology Location: Room P6

COMMUNITY FEARS ABOUT AUTONOMOUS VEHICLES Professor Simone Pettigrew, Zenobia Talati, Richard Norman and Lin Fritschi, Curtin University, Australia

To facilitate rapid uptake of autonomous vehicles (AVs) across the population, it will be important to overcome the main concerns of those expressing the strongest resistance. The aim of this study was to identify the key concerns among those who report being strongly opposed to vehicle autonomy. An online survey was administered to 2,452 Australian adults to assess receptiveness to AVs. A small minority (n = 135; 5.5%) reported that they felt “very negative” about “fully autonomous vehicles being widely used in the future”. The reasons given for negative feelings fell into the three primary categories of physical, economic, and affective outcomes. Concerns relating to physical outcomes were by far the most commonly mentioned and related to perceptions of increased risk of death or injury resulting from malfunctioning machines. Concerns relating to economic outcomes related to the large-scale job losses that were expected to result from the advent of AVs. The anticipated adverse affective outcome was the loss of the enjoyment obtained from driving. The results (i) highlight the importance of disseminating accurate information about the relative likelihood of crashes under varying vehicle control systems and (ii) suggest a number of avenues for public education to increase acceptance of AVs.

Monday 30 April 1.30 pm – 3.00 pm Session 2.1 Disruptive Technologies, Platforms and Services / Connected and Automated Vehicle Technology Location: Room P6

INTERNATIONAL CAV COLLABORATION Andrew Beecroft, ARRB, Australia

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Monday 30 April 1.30 pm – 3.00 pm Session 2.2 Smart Journeys / Traffic Management and Control Location: Room P7

ROBUST NETWORK PERIMETER CONTROL Dr Reza Mohajerpoor, ARRB, Australia

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Monday 30 April 1.30 pm – 3.00 pm Session 2.2 Smart Journeys / Traffic Management and Control Location: Room P7

COMPARING COMMON CONTROL GROUP TREATMENT AND COORDINATION OF SEPARATE SIGNAL CONTROLLERS. Mark Besley, Sidra Solutions, Australia

Common Control Group is a term used for a group of signalised intersections controlled by a single controller as relevant to closely-spaced intersections including staggered T intersections, freeway interchanges, intersections with controlled median area, fully-signalised roundabouts, and alternative intersection and interchange types such as a diverging diamond interchange and continuous flow intersection. Timing analysis involving critical movement identification, cycle time and green time calculations for a Common Control Group is carried out using a single phase sequence that incorporates all movements at the facility. Facilities such as early cut-off and late start are used for improved efficiency. This contrasts with treating such facilities as a network of separate intersections with signal coordination involving signal offset calculations. In this case, signal timing analysis is carried out for each intersection separately, a network cycle time is applied to all intersections, and signal offsets are calculated for efficient signal coordination between intersections. This paper will discuss the difference in signal timings and traffic performance of these two treatments to explore possible efficiency gains by the use of appropriate control method, and explain the reason for difference in network performances resulting from the two methods of control using a simple example. Monday 30 April 1.30 pm – 3.00 pm Session 2.2 Smart Journeys / Traffic Management and Control Location: Room P7

PRINCIPLES AND FRAMEWORK FOR ROAD TRANSPORT MANAGEMENT Dr Auttapone Karndacharuk, Asif Hassan, Dr Charles Karl, ARRB, Australia

Acknowledging inconsistency that the Australasian transport sector is facing in planning, designing and managing road transport infrastructure and initiatives, a framework was developed to harmonise jurisdictional approaches to road transport management (RTM). With an overarching goal of enabling a safe, efficient, reliable and sustainable road transport system, the framework is underpinned by 15 interrelated principles and five areas of consideration (mobility, safety, assets, technology and triple bottom line).

Based on the Austroads research report (AP-R552-17), this paper presents the framework that provides an insight into the interconnectivities of RTM approaches as well as the underlying principles of managing road transport activities. The relevance of the RTM principles can be considered in the context of integrated system planning within an infrastructure development life cycle (from strategic and solution planning to design, construction, operation and maintenance).

The later part of the paper discusses the outcome of a review of jurisdictional documents and a stakeholder consultation (via survey questionnaire and follow-up interviews) to understand how and the extent to which road transport agencies in Australasian practice each of the RTM principles. Monday 30 April 1.30 pm – 3.00 pm Session 2.2 Smart Journeys / Traffic Management and Control Location: Room P7

MELBOURNE MANAGED MOTORWAYS - TRAFFIC SCIENCE FOR OPTIMISATION Matthew Hall and John Gaffney, VicRoads, Australia

The concept of Capacity needs to be understood for geometric and generalised operational design of motorways. A refined methodology to determine urban motorway capacity was utilised and critical findings have emerged to inform decisions at various stages of a motorway asset’s life cycle. Real-time control requires an understanding of the dynamic nature of traffic at small time intervals. Detailed data demonstrates the dynamic nature of motorways, which should be expected given the uninterrupted flow environment with many degrees of freedom for individual drivers. VicRoads findings indicate that traffic flows around capacity values are inherently unstable – relatively high probability of flow breakdown over extended peak periods. Controlling a motorway to achieve maximum throughput can produce sub-optimal reliability, increased travel times, potentially unsafe operating conditions and may yield sub-optimal vehicles kilometre travelled. Capacity values determined from extended data sets represent historical and statistical outcomes. Therefore the capacity determination process masks the fine grain variations that are inherent in motorway operations that are representative of the true dynamics of traffic flow. A revised approach to optimising urban motorway operations is emerging based on optimisation of productivity. A deep understanding of the fundamental traffic relationships is required to determine the unique tuning points for every site in a controlled motorway network. Monday 30 April 1.30 pm – 3.00 pm Session 2.3 Future of Asset Management/ Various Applications of Bitumen in Pavement Construction Location: Room P8

SAFER FOAMING AGENTS FOR BITUMEN Dr Hossein Jafari, ARRB, Australia Sameera Pitawala, Monash University, Australia

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Monday 30 April 1.30 pm – 3.00 pm Session 2.3 Future of Asset Management/ Various Applications of Bitumen in Pavement Construction Location: Room P8

FOAMED BITUMEN BASE FOR AIRPORT PAVEMENTS Dr Gregory White, University of the Sunshine Coast, Australia

Foamed bitumen base (FBB) is bitumen stabilised base course material that relies on the foaming of a stream of hot bitumen upon contact with water, producing a workable material at ambient temperature. The base course material can be new crushed rock or an existing granular base course material, with the fines content critical to performance. The production of FBB can be performed in-situ (with a pulveriser/stabiliser) or ex-situ (in a specialised pugmil). The rapid trafficability and high modulus of FBB provides significant benefit for expedient airport pavement upgrade works. Since 2010, Australian airports have used FBB to expediently strengthen and expand airport pavements, as well as improve the moisture resistance of marginal base courses, in Western Australia, the Northern Territory, Queensland and . Although generally successful, a range of challenges have arisen. It is expected that increased use of FBB in airport pavement works will result from further research to improve the understanding of FBB characterisation and performance. Therefore, further research is recommended to better align laboratory curing regimes with field curing conditions, compare in-situ and ex-situ production processes, determine the sensitivity of early life trafficability to production moisture content and to investigate the application of FBB to highly plastic base course materials for improved moisture resistance. Monday 30 April 1.30 pm – 3.00 pm Session 2.3 Future of Asset Management/ Various Applications of Bitumen in Pavement Construction Location: Room P8

BITUMEN EXTENDED EPOXY MODIFIED OPEN GRADED ASPHALT (EMOGPA) – A SUPPLIER'S PERSPECTIVE Jeff Waters, Fulton Hogan Ltd, Australia

In 2006 the NZ Transport Agency (NZTA) approached Fulton Hogan in Christchurch to collaborate with manufacturing and laying Epoxy Modified Open Graded Porous Asphalt (EMOGPA) as part of their development of a low maintenance, long life (>30 years), low noise sustainable surfacing material. The idea was developed as part of an OECD project focused on the economic evaluation of long-life pavements. The EMOGPA innovation has the potential to reduce the NZTA annual low noise surfacings maintenance budget to 1/6 of its current estimated value.

In the collaborative environment fostered by NZTA and Fulton Hogan the challenge to manufacture and laydown EMOGPA, which included the use of bitumen extended two pot epoxy binder that no-one had ever used in hot mix asphalt manufacture in a continuous mix asphalt plant, was accepted. The very high risks identified were where the undiluted hot epoxy binder may cure prematurely in the plant causing significant costs in cleaning/replacing: binder tanks, pumps, flowmeters, pipework, hoses, asphalt plants, trucks and pavers.

Fulton Hogan developed a risk management strategy and manufacture methodology that allowed the production of EMOGPA with only minor problems encountered. Further product and process development has reduced the identified risks and the production and laying methodologies were disseminated to the industry to ensure a competitive market was enabled for the client.

Even though Fulton Hogan had demonstrated that with good quality control and the application of best practice that the production and laying of EMOGPA through standard equipment was straight forward and relatively low risk there was some initial resistance because of the perceived risks within the rest of the Roading Industry. One of the reasons for resistance appeared to be because the EMOGPA development was client led which was in contrast to the traditional innovation environment in New Zealand where most innovation ideas are identified and developed by suppliers and delivered to the client as an opportunity in the market.

This paper discusses the risks and risk management used by Fulton Hogan during the initial developments, some development to reduce the risks during mix production and laydown, and the effect on future opportunities for the suppliers.

Monday 30 April 1.30 pm – 3.00 pm Session 2.3 Future of Asset Management/ Various Applications of Bitumen in Pavement Construction Location: Room P8

DEVELOPMENT OF A SPRAYED SEAL BINDER CRACKING TEST Dr Robert Urquhart, ARRB, Australia

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Monday 30 April 1.30 pm – 3.00 pm Session 2.4 Future of Asset Management/ Pavement Materials and Behaviour Location: Room P9

DEVELOPMENT OF A WHEEL-TRACKING TEST FOR FATIGUE TESTING OF LIGHTLY-BOUND GRANULAR MATERIALS James Grenfell, David Firth, Danielle Berry, Didier Bodin, ARRB, Australia

Lightly-bound granular materials are granular materials to which small amounts of stabilising agents have been added. Addition of 1-2% of cementitious binder improves the granular material stiffness and reduces the sensitivity of the material to moisture. However, the mix design of lightly bound materials should prevent shrinkage and fatigue block-cracking which leads to durability issues of the sprayed-sealing or thin asphalt surfacing. It is important to understand the relationship between the material binder content and the type of cracking mechanism in order to manage the cost effectiveness of the technology.

The purpose of this work is to develop an extra-large wheel-tracking (XL-WT) testing regime to investigate the cracking mechanism of lightly-bound materials in the laboratory. The objective is to replicate the field, rolling wheel-load conditions and apply cyclic heavy loading conditions on the slab-specimen until failure. This investigation involves gaining an understanding of the cracking mechanism in these lightly-bound granular materials and how this compares with more heavily cemented materials.

The paper outlines the development of the testing configuration and presents the fatigue test results obtained during the development of the testing procedures. Monday 30 April 1.30 pm – 3.00 pm Session 2.4 Future of Asset Management/ Pavement Materials and Behaviour Location: Room P9

MAXIMISING THE VALUE OF TRAFFIC SPEED DEFLECTOMETER (TSD) MEASUREMENTS USING PHYSICAL MODELLING Dr Christoffer Peder Nielsen, Greenwood Engineering,

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Monday 30 April 1.30 pm – 3.00 pm Session 2.4 Future of Asset Management/ Pavement Materials and Behaviour Location: Room P9

THE INTERFERENCE OF DIFFERENT FACTORS ON PAVEMENT DETERIORATION FOR URBAN LOW VOLUME ROADS Associate Professor Muhammad Mubaraki, Jazan University, Saudi Arabia

In this study, pavement deterioration recognizes two factors in defining distress propagation as namely; pavement age, and existence of a storm water drainage system. The two factor’s data were subjected to descriptive and inductive statistical tests to evaluate their level of significance. The descriptive analysis highlights the numerical summaries and scatter plots. The inductive analysis discusses the significance of the factors affecting pavement distress propagation, including experiment design, and tests of significance for both parametric and nonparametric tests. The numerical summaries of the current study reveal that pavement distress density values for all types of distress considered in this study showed variations in distributions. The data are not normally distributed; the scatter diagrams reveal that most points at different levels for different factors are mixed together randomly and exhibit nonlinearity. In conclusion, inferences from normality, parametric, and nonparametric tests showed that the age of pavement stands out as a major factor in pavement distress propagation, while drainage plays a statistically less significant role in pavement deterioration for urban roads with low traffic volumes.

Monday 30 April 1.30 pm – 3.00 pm Session 2.4 Future of Asset Management/ Pavement Materials and Behaviour Location: Room P9

MOISTURE SENSITIVITY OF PAVEMENT BASECOURSES Dr Sachi Kodippily and Theuns Henning, The University of Auckland, New Zealand Professor John Yeaman, The University of the Sunshine Coast, Australia Professor Susan Tighe, University of Waterloo,

The moisture conditions within the structural layers of a pavement are one of its main performance drivers. The presence of moisture, along with loading due to traffic movement can induce various stress and strain conditions on the basecourse and subgrade layers which can in turn affect the structural integrity and safety of the pavement. The presented study was conducted to determine the mechanical behaviour of basecourse materials in varying moisture conditions. The study utilised analysis of detailed field-collected data as well as laboratory testing of basecourse materials to determine the correlation between moisture presence and the resulting load bearing capacity of basecourses. In-service road pavements were instrumented with moisture, strain and temperature gauges to observe the mechanical performance throughout the day. Traffic volumes as well as climatic data such as rainfall were also collected. Analysis of this data showed that the variation of strain in a day was cyclic and the largest strains occurred during the day when moisture levels were increasing or when temperature was decreasing. The analysis also revealed that strain variations were not necessarily related to traffic variations, hence it confirmed that the climatic conditions and soil suction were the drivers behind pavement strain response. The findings of this study provide a valuable understanding about the complex relationship between pavement performance and moisture effects, which can be used for improving drainage and design of road pavements to prevent unnecessary and premature moisture-related damage.

Monday 30 April 1.30 pm – 3.00 pm Session 2.5 Smart Journeys/ Traffic and Congestion Data Location: Room P10

COMPARISON OF THREE DATA SOURCES FOR THE MEASUREMENT OF EXCESSIVE CONGESTION COSTS: A CASE STUDY Dr Clarissa Han, Kevin Wu, Dr Charles Karl, ARRB, Australia Dr Merle Wood, Frans Dekker, Queensland Department of Transport and Main Roads, Australia

The paper presents key findings from a recent research project which aims to investigate the feasibility of estimating excessive congestion costs by using emerging data sources such as Bluetooth and probe vehicle data. The paper starts with a brief discussion on the methodology of congestion cost estimation for multi-modal travellers; and follows with a case study on using three data sources (inductive loops, probes and Bluetooth data) to measure freeway travel time and excessive congestion cost.

A 24-km long section of Bruce Highway (which connects Brisbane to the north) was selected for the case study. One month of traffic data from inductive loops, Bluetooth and HERE probes were compiled and aggregated to compare the key performance indicators including travel time, excessive delay, buffer time and buffer time index, and excessive congestion costs. The case study results showed that at route level, the average weekday morning peak (5:00 – 10:00 am) travel times derived from both probe and Bluetooth results are consistently higher (about 9% and 11% respectively) than that from inductive loops. During other times (10:00 am – 5:00 am) the difference is generally insignificant. For both peak and other times, the buffer time derived from probe and Bluetooth data are also much higher than that of inductive loops; however the buffer index from three data sources are more aligned during morning peak. The excessive delay cost and travel time reliability cost estimated based on probes are 55% and 37% higher than that from inductive loops. The excessive delay cost and travel time reliability cost estimated based on Bluetooth data are also 54% and 40% higher than that from inductive loops. The differences between these alternative data sources and limitations of using them are also discussed. Monday 30 April 1.30 pm – 3.00 pm Session 2.5 Smart Journeys/ Traffic and Congestion Data Location: Room P10

UNDERSTANDING CONGESTION TO GUIDE CONGESTION RESPONSE STRATEGIES: A PERTH CASE STUDY Kenneth Lewis, Paul Bennett and Dr Ian Espada, ARRB Kamal Weeratunga, MRWA, Australia

As rising traffic demands increase congestion on a road network, congestion management strategies need to be developed as part of an overall congestion management response plan. Development of effective strategies requires a clear understanding of where and when congestion is occurring and the magnitude of congestion at each location. Only then can informed decisions be made on the best strategies to implement. In 2015, ARRB conducted a network performance analysis of the Perth road network. A year later, the same Perth base network was used to reassess the network’s performance. In both studies, probe speed data was combined with traffic volume data at the link level to provide a clear picture of where and when recurrent congestion was occurring. Following the 2015 network performance analysis, Main Roads Western Australia implemented congestion management treatments at a number of the identified congestion hotspots. The 2016 analysis then revealed a network-wide increase in throughput and decrease in congestion cost from 2015 to 2016; evidence of a successful congestion response plan. This paper highlights that a network performance analysis should be undertaken as best practice to enable informed decision making when developing a targeted congestion management response plan. Monday 30 April 1.30 pm – 3.00 pm Session 2.5 Smart Journeys/ Traffic and Congestion Data Location: Room P10

ANALYSIS OF IMPACT OF A DOWNSTREAM BUS STOP ON VARIATION OF SATURATION FLOW RATE AT SIGNALISED INTERSECTIONS Wathsala Ranasinghe, Associate Professor Jonathan Bunker and Dr Ashish Bhaskar, Queensland University of Technology, Australia

As the demand for transit service rises, buses are more prevalent on roadways; hence, it is important to evaluate the impact of transit buses on the local traffic stream. Many bus stops in urban areas are located near signalised intersections. The re-entry process of stopping buses at signalised intersections causes impact on general traffic flow and capacity of the intersection. Saturation flow rate (SFR) is a fundamental factor, which is utilised in signalised intersection operation. The influencing factors of SFR are diverse and vary according to the environment of an intersection. Many researchers have studied these factors and analysed various conditions. However, no empirical studies, which analyse the complexity of entering buses at far – side off line bus stops were found. This study analyses the aforementioned situation using a signalised intersection selected from a high-congested road corridor in inner Brisbane, Australia. Statistical tests on variation of saturation headway were performed using boxplot analysis. Results indicated that re-entering buses increased headway of cars coincident with bus movement, but this increase in headway exhausts by the second car after the re-entering movement of bus. Outcomes of this study can be used in deterministic and microscopic simulation modelling developed for signalised intersection operation. Monday 30 April 1.30 pm – 3.00 pm Session 2.5 Smart Journeys/ Traffic and Congestion Data Location: Room P10

A FEASIBILITY STUDY OF EXCESSIVE DELAY CALCULATION METHODS AND THRESHOLDS FOR ARTERIAL ROAD NETWORKS: A CASE STUDY IN BRISBANE Dr Merle Wood and Frans Dekker, Queensland Department of Transport and Main Roads, Australia Dr Clarissa Han and Dr Reza Mohajerpoor, ARRB, Australia

The paper investigates two different methods of estimating excessive congestion delays along arterial roads. The conventional method uses 55% of the free-flow speed (suggested by the ARRB-Austroads congestion cost model in 2009) as the excessive congestion threshold. With this method, link lengths have a direct impact on the estimation of excessive delay and the associated cost. Due to the arbitrary link length assigned to lower-order side streets, this method could potentially produce erroneous results. The paper considers the reference intersection delay method as an alternative, and determines new excessive delay thresholds based on the level- of-service (LOS) definition in the Highway Capacity Manual 2016. Further consideration is devoted to applying different thresholds reflecting the road hierarchy, allowing the congestion cost on side streets to be accurately determined. A 7 km long section of Gympie Road, which is a major arterial in Brisbane, was selected to evaluate the alternative methods. A sensitivity analysis was also conducted to determine the appropriate LOS thresholds that reflect excessive congestion on urban roads. The paper concludes with recommendations regarding the selection of the most appropriate excessive delay calculation criteria and thresholds for major arterial roads and lower-order side streets. Monday 30 April 1.30 pm – 3.00 pm Session 2.6 Workshop: Outdoor advertising signage and driver distraction Location: Room P11

The workshop Outdoor advertising signage and driver distraction will be facilitated by Adjunct Prof. Michael Regan of ARRB.

This workshop is designed to explore issues associated with outdoor advertising and its the impact on road safety.

Topics to be covered by invited speakers include:

1. Advertising signage and driver distraction– what does the literature tell us? 2. Are current assessment guidelines adequate to ensure a proper management of driver distraction risk? 3. A government perspective on advertising signage and road safety 4. An advertising industry perspective on advertising signage and road safety

Ample time will be allowed for questions and a general discussion around the issues.

This workshop will be taking place on Day One of the conference on Monday April 30 at 1:30pm.

Monday 30 April 3.30 pm – 5.00 pm Session 3.1 Disruptive Technologies, Platforms and Services/ Connected and Automated Vehicles – Operational Framework Location: Room P6

A NETWORK MÉNAGE À TROIS: COMMUNICATIONS, SMART GRID AND TRANSPORTATION Professor Glenn Geers, ARRB, Australia and The University of , Australia Michael Bell, Institute of Transport and Logistics Studies, The University of Sydney, Australia

Cooperative intelligent transport systems (C ITS) enabled electric vehicles (EVs) promise better and more sustainable mobility. In the near future it is likely that EVs will form the main mobile component of the road transport system and it has been widely speculated that the batteries in EVs will form part of the suite of technologies that can be used to address ‘peak load’ in the electricity network, being told to go on or off grid by an electrically powered communications network. This cyclic network interdependency scenario is only one of a number of crucial network relationships that need to be addressed by resilience engineering in order to achieve reliable transport, communications and energy availability. This paper will present an overview of interdependent networks and examine some of the inter-linked and cascading failure modes that must be addressed possibly by policy as well as technology, to ensure viable end-user outcomes.

Monday 30 April 3.30 pm – 5.00 pm Session 3.1 Disruptive Technologies, Platforms and Services/ Connected and Automated Vehicles – Operational Framework Location: Room P6

LEARNINGS FROM THE PLANNING PHASE FOR QUEENSLAND'S COOPERATIVE INTELLIGENT TRANSPORT SYSTEMS PILOT Dr Miranda Blogg, Nicholas Brook, Abraham Lopez, and Geoff McDonald, Department of Transport and Main Roads, Australia Nigel Nielsen and Shivaani Polley, WSP, Australia

In an effort to ready government, industry, and our customers for cooperative intelligent transport systems (C- ITS), the Queensland Department of Transport and Main Roads (the department) has begun planning for a large- scale C-ITS pilot in the City of Ipswich. The department has adopted an early vendor involvement model with four C-ITS station product providers to assess the feasibility of deploying a European standards-compliant and interoperable solution for eight safety use-cases. Early leanings indicate that the products require more development to meet the standards and bespoke pilot needs. Findings include the following: 1. The vendors are inconsistent in their use of the C-ITS message protocol, highlighting many interoperability issues. In a deployed environment, these inconsistencies present a significant barrier to benefits realisation. 2. The vehicle stations do not currently meet the standard for lane-level positioning accuracy or a 10Hz message transmission rate. The department has identified a new chipset that meets the requirements, which will result in development of the station hardware and software. 3. Station vendors do not currently support the hardware or software needed for the transmission of C-ITS messages over 3G/4G. An IoT protocol was shortlisted, and through a proof of concept, vendors successfully integrated their products with the department's platform. For the infrastructure use-cases - signals, hazards, and signage - the department has identified a number of data challenges that could degrade the user experience if unmitigated, for example: 1. The vehicle stations do not use a base map and government will be need to generate geospatial 'breadcrumbs' leading into and along the extent of the event. A vehicle will not know that there is an event ahead if the spatial definition of the event path is inaccurate. 2. At signalised intersection with shared lanes, drivers may receive warnings that are not relevant to their movement. For example, a shared left-through lane where the left-turn movement is allowed on a green left-turn arrow, but the through movement has a red light. To overcome this issue, the vehicles movement would need to be known. Monday 30 April 3.30 pm – 5.00 pm Session 3.1 Disruptive Technologies, Platforms and Services/ Connected and Automated Vehicles – Operational Framework Location: Room P6

OPERATIONAL DEPLOYMENT OF SEMI-AVS & C-ITS ON EASTLINK: PHASE 1 Samantha Taylor and Danielle Berry, ARRB, Australia Ian Oxworth and John Benitez, ConnectEast, Australia Professor Aniruddha Desai, Erik van Vulpen and Dr Shuo Ding, LaTrobe University, Australia

Automated Vehicles (AVs), coupled with Cooperative Intelligent Transport System (C-ITS) connectivity, have the potential to disrupt all aspects of mobility and many aspects of our communities. This project is investigating the capabilities of partially automated vehicles currently available to the public (semi-AVs) on Eastlink (a privately operated tollway in suburban Melbourne), alongside exploring the potential of C-ITS in augmenting AV behaviour. The first phase of this project has involved research and testing of C-ITS and its ability to be used on Eastlink. With initial concerns having been around the potential interference of C-ITS with the Eastlink tolling systems, preliminary tests have shown that the C-ITS (run on a 5.9GHz bandwidth), do not cause interference with the tolling systems (5.8GHz bandwidth). Concurrently, the project has conducted on-road trials of 12 market- available semi-AVs, loaned from 10 different vehicle manufacturers. These trials were performed over a test route along Eastlink, where the interaction of the driver assistance functions (e.g. lane keeping assist and adaptive cruise control) with the surrounding infrastructure was qualitatively assessed. From these, it has been noted that significant variability in the capabilities of driver assistance features exists between manufacturers, and the performance of these features is heavily dependent on the driving environment. This includes limitations on performance when, for example, line markings are unclear or road configurations (marking layout, geometry and lane design) are inconsistent, or it is raining. These findings will be used to help inform VicRoads of driver- vehicle-infrastructure interactions occurring during AV function. In turn this will help inform the development of road certification criteria for the classifying of which roads are appropriate for the use of automated driving functions in AVs. This paper outlines the first phase of the project, highlighting the key considerations for deployment of AVs and C-ITS on Eastlink. Monday 30 April 3.30 pm – 5.00 pm Session 3.1 Disruptive Technologies, Platforms and Services/ Connected and Automated Vehicles – Operational Framework Location: Room P6

WESTERN AUSTRALIA SHARED SPACE INITIATIVE FOR SUSTAINABLE URBAN MOBILITY Dr Auttapone Karndacharuk and Drew Gaynor, Australian Road Research Board, Australia Maryely Rueda, Jerko Ostoic, and Albert Symcox, Main Roads Western Australia, Australia

In recognition of the need for improving transport sustainability and community amenity as documented in the customer-centric strategic direction Keeping WA Moving, Main Roads Western Australia (MRWA) has been exploring the shared space concept as an alternative design approach, particularly to signalisation at intersection. The initiative involved a review of best practice in the planning and design of shared space schemes in Europe, the UK and New Zealand. The review not only drew conclusions of improved movement efficiency and speed reductions from the majority of the schemes, but also highlighted the multi-functions of a public street, especially the place function, and the importance of stakeholder engagement and education in the shared space implementation. In collaboration with the City of Perth, the Hay and Irwin Street intersection in the Perth CBD was selected for a shared space feasibility study. From a policy and regulatory perspective, this paper presents an assessment of the study area against the MRWA design principles and implementation guidelines, which have been informed by the best-practice review. The outcome of this pilot study, including a high-level concept design, has demonstrated the feasibility of applying the principles and guidelines as well as key design elements in the development of a shared space design for the study area, which can also be applicable elsewhere in Western Australia and internationally.

Monday 30 April 3.30 pm – 5.00 pm Session 3.2 Human Factors of Transport/ Human-Vehicle Interactions Location: Room P7

EVALUATION OF WIDE CENTRELINE EFFECTIVENESS Michael Luy and Joseph Affum, ARRB, Australia Sam Atabak, Queensland Department of Transport and Main Roads, Australia

Head-on and cross centreline crashes are among the most severe crash types occurring on the Bruce Highway in Queensland. Wide centrelines increase separation of opposing traffic with painted lines up to 1 metre wide, often accompanied by audio-tactile linemarking. The Queensland Department of Transport and Main Roads implemented this treatment on selected sections of the Bruce Highway in 2011. This paper presents the findings of a before-and-after study investigating the safety benefit and effectiveness of these wide centrelines.

The robust method of Empirical Bayes was employed to assess the treatment’s effectiveness. Safety performance functions were developed using 8 years of control and treatment site data, to estimate the crashes that would have occurred without wide centrelines. These estimates were augmented with accident modification factors (AMFs) derived from an updated Nilsson’s Power Model to account for posted speed limit changes. The approach eliminated regression-to-the-mean bias, and delivered an unbiased estimate of safety-effectiveness.

From the crash reduction estimates it was also possible to determine the benefit cost ratio. Knowledge of both the crash reductions and projected savings gives a more complete picture of wide centreline safety effectiveness. The research findings greatly expand the existing knowledge base about wide centreline treatment. Monday 30 April 3.30 pm – 5.00 pm Session 3.2 Human Factors of Transport/ Human-Vehicle Interactions Location: Room P7

EXPLORING THE EFFECT OF KINETIC ENERGY ON BICYCLE CRASH SEVERITY AT INTERSECTIONS Sareh Bahrololoom, Professor William Young and Dr David Logan, Monash University, Australia

Bicyclists are vulnerable road users and their safety in the road network is a major concern of researchers and transport authorities. With increasing bicycle use it is necessary to understand the factors affecting bicyclists’ serious casualty problem in order to reduce the number of fatalities and serious injuries in bicycle crashes. Kinetic energy management was considered as one main strategy to achieve the objectives of the Safe System approach. Literature review of bicycle crash studies revealed that there is a big gap in knowledge in understanding the relationship of bicycle crash severity and kinetic energy of the crash. This study investigated the trends of bicycle crash severity for the kinetic energy related factors. Victorian road crash information system (RCIS) data was used. Results of previous studies, conducted on vehicle to vehicle crashes, were utilized to identify the crash parameters influencing crash kinetic energy. Speed limit, crash type and vehicle type were considered as the kinetic energy related parameters. Results of this study revealed that, in general, similar trends between vehicle to bicycle and vehicle to vehicle crashes were identified; however, there were a number of inconsistencies. Results showed that rear-end and left turning crash types were associated with higher bicycle crash severity. Furthermore, if the data disaggregated based on intersection types and bicycle movement, results illustrated that bicycle fatal and serious injury crashes were over represented on locations with lower speed limits for some scenarios. Bicyclists’ vulnerability, dynamics of bicycle crashes and the combined effect of the considered variables were the possible contributing factors which should be investigated in future studies. Monday 30 April 3.30 pm – 5.00 pm Session 3.2 Human Factors of Transport/ Human-Vehicle Interactions Location: Room P7

A SURVEY OF PUBLIC OPINION ON AUTOMATED VEHICLES IN AUSTRALIA AND NEW ZEALAND Mitchell L. Cunningham, Selena A. Ledger, Professor Michael A. Regan, ARRB, Australia

This paper reports the findings of a large-scale, international, survey undertaken under the auspices of the Australian and New Zealand Driverless Vehicle Initiative (ADVI), to gauge Australian and New Zealand public awareness, potential acceptance, and opinions towards automated vehicles (AVs), including driverless vehicles. The 90-item survey, developed by ADVI’s Survey Working Group, was administered to 5,102 Australian and 1,049 New Zealand (NZ) respondents through the online survey platform, Qualtrics. Key issues which the survey items sought community feedback on included (but were not limited to) (a) awareness of AV technology, (b) perceived benefits of AVs, (b) perceived concerns associated with AVs, and (c) willingness to pay for AVs and related technology. The findings from the survey reveal that Australians and New Zealanders display different levels of awareness of different AV technologies, and perceive a variety of different benefits and concerns regarding AVs. However, the majority of respondents in both countries are willing to pay more for an automated vehicle than for the same vehicle without automation. The implications of these findings are discussed. Monday 30 April 3.30 pm – 5.00 pm Session 3.2 Human Factors of Transport/ Human-Vehicle Interactions Location: Room P7

DOES GREATER FAMILIARITY WITH AUTONOMOUS VEHICLES INCREASE ADOPTION INTENTIONS? Professor Simone Pettigrew, Curtin University, Australia

Adoption of new technologies is enhanced where usage is publicly visible, thereby allowing social norms relating to the new technology to change more quickly. Autonomous vehicles are one such form of publicly visible technology. Curtin University has recently purchased an autonomous bus that will soon be transporting students around campus. A baseline survey of students’ and staff members’ attitudes to driverless vehicles was undertaken prior to the announcement of the University’s purchase of the bus (n = 680). Respondents were asked to report whether they supported vehicle autonomy and how likely they would be to use driverless cars in the future. These respondents will complete a second survey at the end of 2017 to assess the extent to which they have interacted with the bus and whether this exposure has altered their attitudes to autonomous vehicles. This presentation will outline the differences between the results from the surveys administered before and after the introduction of the bus. The outcomes can provide insight into how longer-term adoption patterns may be influenced by individuals’ exposure to early forms of vehicle autonomy.

Monday 30 April 3.30 pm – 5.00 pm Session 3.3 Intelligent Roads/ Asset Data Measurement Location: Room P8

IPAVE ACROSS AUSTRALIA AND NEW ZEALAND Richard Wix, ARRB, Australia

**Not Supplied** Monday 30 April 3.30 pm – 5.00 pm Session 3.3 Intelligent Roads/ Asset Data Measurement Location: Room P8

PAVEMENT CONDITION DATA COLLECTED BY TRAFFIC SPEED DEFLECTOMETER IN NSW Zahid Hoque, Mahboob Prodhan, Liam Terris and Derek Roux, Roads and Maritime Services, Australia

Roads and Maritime used to collect pavement structural condition data using traditional equipment such as benkelman beam (BB), deflectograph (DFG) and falling weight deflectometer (FWD). Since 2015 Roads and Maritime has contracted ARRB Group to collect structural condition (ie deflection data) using ARRBs Traffic Speed Deflectometer (TSD). The ARRB TSD is now referred to as an intelligent pavement assessment vehicle (iPAVe). To date data collected from the Roads and Maritime network covers a total of over 36,500 km of roads and resulted in more than 3.6 million records. Apart from deflection data, the iPAVe also collected roughness, rutting, cracking, texture as well as video images. This paper discusses how the deflection data is being used in the Roads and Maritime pavement asset management environment. Studies conducted to determine the usefulness of the TSD deflection data indicated that there is potential for the TSD deflection data to be used in both network level and project level analyses. For network level analysis, Roads and Maritime uses TSD deflection data to estimate the remaining structural life which informs budget planning and investment prioritisation decisions. The identification of homogeneous and weak pavement areas is used to identify the need for further geotechnical investigations and possible inclusion in forward works programs. The assessment of the structural integrity of road pavements is a key risk measure that indicates the ability of the pavement structure to carry heavy vehicle axle loads. The highest assessed risk level is a similar concept to the supermarket ‘best before’ date. It is the point where pavement deterioration is no longer predictable, so that even though the road may still be serviceable it is not possible to predict how long it will remain so. Inadequate structural integrity increases the risk that speed limits due to loss of road condition may be needed, particularly following prolonged or repeated soaking rainfall. It is possible to use a risk-based approach to help decide treatment areas on project-specific jobs. For instance greater attention is required to minimise cracking on thin rural roads with high to medium risk levels as they are more susceptible to rapid loss of pavement condition due to water ingress that further weakens these pavements. However, the application of TSD deflection data for project level pavement design was found to be limited due to the fact that current design procedures are based on the traditional equipment and there is no agreed adjustment factor. It was observed from a limited design exercises that using the TSD deflection data resulted in thinner overlays compared to the deflection data from BB. Detailed studies are recommended to explore full potential of the TSD deflection data. These studies should include various pavement types, climatic regions and traffic category and relationship with the traditional equipment. Monday 30 April 3.30 pm – 5.00 pm Session 3.3 Intelligent Roads/ Asset Data Measurement Location: Room P8

DAMAGE DETECTION IN CEMENTED PAVEMENT MATERIALS USING DISTRIBUTED FIBRE OPTIC SENSORS Arooran Sounthararajah and Jayantha Kodikara, Monash University, Australia

This paper aims to examine the viability of damage detection in cement stabilised pavement materials (CSPMs) using surface-bonded distributed fibre optic sensors (DFOSs) as a non-destructive monitoring technique. In this study, an optical frequency domain reflectometry (OFDR)-based distributed fibre optic sensing system was exploited to perform continuous real-time distributed strain measurement on CSPM beam samples subjected to cyclic dynamic flexural loading. The beam samples for flexural tests were manufactured using two different locally-sourced pavement materials stabilised with 3% general purpose (GP) cement. The critical response of the cement-treated base (CTB) under standard axle loading (i.e., single axle with dual tyres carrying an axle load of 80 kN) was evaluated using the computer program CIRCLY, and an appropriate load pulse shape that simulates the critical CTB response was then generated to perform stress-controlled cyclic four-point bending tests in the laboratory. The analysis of recorded strain and midspan deflection data showed a fair agreement between experimentally measured and theoretically computed flexural stains in the CSPM beams. Moreover, the evolution of the strain profiles of CSPM beams recorded by DFOSs during cyclic four-point loading undoubtedly demonstrated the capability of DFOSs to detect the initiation and growth of cracks in CSPMs. The findings of this study indicated that the applied flexural stress level significantly influences the initial shakedown of CSPMs. On the basis of the behaviour of CSPMs under different loading conditions, an approach was proposed for the estimation of the design flexural modulus of CSPMs to apply in practical pavement designs. Monday 30 April 3.30 pm – 5.00 pm Session 3.3 Intelligent Roads/ Asset Data Measurement Location: Room P8

INTEGRATED CULWAY-TIRTL-HARECAM SYSTEM Jonathan Spring and Marc Paglia, CEOS Pty Ltd, Australia

ARRB’s Culway has been used for 20+ years to monitor vehicle masses in Australia. VicRoads has installed Culway and TIRTL vehicle detectors to monitor HVs on an extensive road network. VicRoads has partnered with CEOS and ARRB to integrate Culway with TIRTL and HAREcam for real time monitoring, weighing and image acquisition of HVs. This paper describes the operation of the integrated system: • TIRTL monitors lanes with strain gauges installed in culverts (no piezos) • HAREcam correlates Culway and TIRTL data to resolve concatenated and split vehicles and quality check masses • Real time conversion of axle strains into masses and combined into a single vehicle record with TIRTL data and HAREcam images (number-plate, speed, class, lane, clearance and other) • Terabyte storage with high speed access by multiple users • Real time screening for interception of over-mass HVs for static weighing • TIRTLnet data warehouse and Vehicle of Interest portal for analysis of HV data • Correlation of HVs at consecutive Culway sites to improve WIM accuracy • TIRTL detects vehicle position on road to potentially improve WIM accuracy • Temperature and moisture probes for future compensation of Culway masses in HAREcam Monday 30 April 3.30 pm – 5.00 pm Session 3.4 Future of Asset Management/ Research and Investment Location: Room P9

NATIONAL ASSET CENTRE OF EXCELLENCE Joe Grobler, ARRB, Australia

**Not Supplied** Monday 30 April 3.30 pm – 5.00 pm Session 3.4 Future of Asset Management/ Research and Investment Location: Room P9

WIDE-ANGLE ASSET MANAGEMENT: LOOKING AT THE BIG PICTURE WITHIN VICROADS MAINTENANCE ALLIANCES Bruce Clayton and Simon Barlow, Opus International Consultants, Australia David Paine, Fulton Hogan, Australia

The last decade has seen a broadening of the term road asset management from being purely optimised pavement maintenance, to a more holistic management process to support the achievement of state government objectives. Although the main costs remain in pavement maintenance, it is becoming increasingly important to understand and plan for the interrelatedness of road authority goals when delivering works. In Victoria, VicRoads’s priorities are not just smoother roads, they include efficient movement, smarter journeys, digital engagement and safer travel for all road users. This paper will focus on the initiatives used in VicRoads’ South Western and Eastern Regions to understand the broader implications of the Maintenance Alliances goals and integrate these into the decision-making process. Recent work by the Alliances have included incorporating community economic impacts, maintenance-effort feedback systems and flexible budgeting scenarios into their pavement modelling and forward works programs. This will lead to enhanced transport and economic outcomes that better supports the broader requirements of VicRoads, and the wider Victorian community. Monday 30 April 3.30 pm – 5.00 pm Session 3.4 Future of Asset Management/ Research and Investment Location: Room P9

UNMASKING ROUGHNESS FOR THE FUTURE Derek Roux, Seosamh Costello and Theuns Henning, University of Auckland, New Zealand

The current road transport relies on road surface conditions which has a comfort and cost implication if the surface becomes too uneven.

Smoothness of roads is a significant contributor to road user comfort, and is used as a technical measure of road performance. Roads need to be maintained to minimise the discomfort experienced by road users and minimising their operational costs of traveling, while maximising savings in road maintenance. Roughness, or road bumpiness, remains a primary comfort index for road users, and a strong indicator for vehicle operating costs.

International Roughness Index (IRI), our traditional measure of the bumpiness of roads, is used to express the longitudinal road profile in meters/kilometre. It has been discovered that this single number condition indicator is masking the roughness for different vehicle types and sizes in use. By transforming the longitudinal profile into different wavelengths of roughness through power spectral density and wavelet analyses, the ability now exists to express roughness in terms of different wavelength bands. The study of roughness progression through wavelengths over time, also enhances the understanding of the pavement life cycle.

This paper elaborates on the study into wavelength roughness and its uses. Monday 30 April 3.30 pm – 5.00 pm Session 3.4 Future of Asset Management/ Research and Investment Location: Room P9

POTENTIAL CHANGES TO THE ROAD TRACK COST ALLOCATION PRACTICE FOR DETERMINING AUSTRALIA'S HEAVY ROAD USER CHARGES Tim Martin, ARRB, Australia

A 2006 Productivity Commission report noted that the National Transport Commission’s (NTC’s) approach to the cost allocation process was conservative compared to findings from the literature, and, as a result, the current approach could potentially allocate up to 37% more costs to heavy vehicles. The limitations of the approach included: the highly averaged nature of the heavy vehicle road charges that did not send price signals to users and road agency providers and maintainers, and the lack of connection between charges and future investment expenditure. Research undertaken internationally and by the Australian Road Research Board (ARRB) since the NTC’s cost allocation process was established in 1994 found that the road track costs attributable to heavy vehicles, or load- related costs, vary significantly with the level of heavy vehicle traffic for the provision and maintenance costs of pavements. These costs constitute a majority of the road track costs available for allocation to heavy vehicles. Other non-load related costs, such as the provision and maintenance of non-pavement infrastructure, are usually allocated across all vehicle classes. To improve the heavy vehicle price signals using the variable load-related heavy vehicle costs associated with pavement provision and maintenance, the costs expended on these activities can be disaggregated into a number of definable arterial road categories. These road categories must contain adequate information on heavy and light vehicle class road use and road infrastructure expenditure, allowing the establishment of the stereo- typical pavements that represent each road category separately for both typical new/replacement pavements and typically maintained pavements. This paper documents a possible approach to refining the current NTC cost allocation process to align with the recommendation of the Productivity Commission to reduce the averaged nature of heavy vehicle road user charges.

Monday 30 April 3.30 pm – 5.00 pm Session 3.5 Smart Journeys/ Travel Data Collection Location: Room P10

IN-VEHICLE DATA RECORDING SYSTEMS TO IMPROVE ROAD SAFETY Dr Anna Chevalier, ARRB, Australia

**Not Supplied**

Monday 30 April 3.30 pm – 5.00 pm Session 3.5 Smart Journeys/ Travel Data Collection Location: Room P10

CREATION OF A TIME-DISTANCE MAP FOR EFFICIENT ROUTE NAVIGATION OF LARGE EXPRESSWAY NETWORK Professor Hironori Suzuki and Masato Satoh, Nippon Institute of Technology, Japan,

Travel time is the most important information for travellers to select their routes, departure time and modes of transport when travelling to their destination. If it is updated frequently, they are able to choose them depending on the traffic states and make their trip more efficient and comfortable. In order to show the most cost-saving route to the driver, this paper focuses on a special map in which the distance is represented by the “time distance” not by the “spatial distance”. This so-called time-distance map (TDM) is expected to encourage a driver to recognise the most efficient route at a glance because the route with the shortest travel time is illustrated and drawn as the shortest path in the TDM. This paper demonstrates the creation of the TDM that is intended for a driver to select the most suitable and efficient route intuitively in terms of the minimisation of travel time to the destination. If given the travel time information for all connected links, the Shimizu-Inoue (S-I) method which was developed a decade ago is able to transform the ordinary distance map into the TDM. In this article, some examples for creation of TDM are demonstrated for a part of the Tokyo Metropolitan Expressways in Japan. The numerical analyses showed that the TDM is successfully drawn by the S-I method with high precision and low computational cost even for a larger expressway network with many nodes and links. Monday 30 April 3.30 pm – 5.00 pm Session 3.5 Smart Journeys/ Travel Data Collection Location: Room P10

ESTIMATING THE VALUE OF PRIVATE CAR TRAVEL TIME AND RELIABILITY FOR NSW Neil Douglas, Douglas Economics, Australia Julieta Legaspi, Transport for NSW, Australia

In 2014, TfNSW undertook Stated Preference (SP) surveys of car drivers and passengers to estimate values of travel time and reliability. The principal aim was to test the 40% wage rate assumption that has been used to value private car time in NSW since the late 1990s.

The survey was developed over a year and tested three different designs. The final questionnaire was kept short and was loaded onto computer tablets so that interviews could be undertaken at activity centres. 613 car users were surveyed in 2015 providing 4,904 SP observations on which models were estimated.

The survey was designed so that a ‘threshold’ approach could be used as well as the more conventional ‘attributes’ approach. Of the two approaches, the threshold approach performed the best providing the most accurate estimates and also providing a distribution of the value of time which could be of use in toll road demand forecasting.

The estimated values of time were adjusted for oversampling of commuting trips and non surveying of under 18s. The car values were then combined with public transport values which had been estimated by similar SP surveys. The travel time variability measures were also benchmarked against other studies.

Monday 30 April 3.30 pm – 5.00 pm Session 3.5 Smart Journeys/ Travel Data Collection Location: Room P10

USE OF CONNECTED VEHCILE DATA FOR SPEED MANAGEMENT IN ROAD SAFETY Chris Jurewicz, Dr. Ian Espada, Tariro Makwasha, and Dr Clarissa Han, ARRB, Australia Dr Hafez Alawi, Transport Accident Commission, Australia Dr Jiří Ambros, CDV, Czech Republic

Traffic speed is one of the most important factors influencing road-based mobility and safety outcomes. Collection of accurate speeds at chosen points in the road network has been costly and limited in scope. Increasing proliferation of connected vehicles generates new types of data sampled from mobile and navigation devices, and onboard systems. Internationally, this anonymous sampling technique is referred to as floating-car data (FCD). FCD offers a unique opportunity to measure speeds at any point across the entire road network. The validity of this data and its usefulness in road safety applications has been unknown.

This paper presents findings of validation of FCD speeds against conventionally collected point-speed data for different parts of the road network in Victoria. Analysis showed a clear relationship between the two data types. FCD was shown to be a viable source of speed monitoring information which can influence road safety policy, speed management (e.g. setting of speed limits), and in road safety evaluations. Availability of FCD speeds was much greater than for point-speed data, covering most of the public road network. Several use cases for this data are presented to demonstrate its practical applications. The paper discusses various limitations of the data, and the expected evolution of this important data source. Monday 30 April 3.30 pm – 5.00 pm Session Workshop: Review of Draft National Research Plan

In 2017, the Australian Road Research Board undertook to draft a national research plan as part of our research governance advisory function to our owners. Our owners are the Federal, State and Territory agencies responsible for roads and transport. This plan is an articulation of research needs in transportation to assist agencies in prioritising their investments. The first (2018) edition will be published by the end of June 2018, and we wish to begin the updating for the second (2019) edition immediately thereafter, with the collaboration of academia, the agencies themselves and broader industry wherever possible.

This workshop, on Monday 30 April at 3:30pm will provide an opportunity for industry – government, private sector and academia - to provide input and collaborate on the first edition, as well as future editions, of the National Transport Research Plan.