Road Network Management For Improve Mobility

www.piarc.
org
2016R11EN
ROAD NETWORK
MANAGEMENT FOR
IMPROVED MOBILITY
Technical Committee 2.1 Road Network Operations
World Road Association
STATEMENTS
The World Road Association (PIARC) is a nonprofit organisation established in 1909 to improve international
co-operation and to foster progress in the field of roads and road transport.
The study that is the subject of this report was defined in the PIARC Strategic Plan 2012 2015 and approved
by the Council of the World Road Association, whose members are representatives of the member national
governments. The members of the Technical Committee responsible for this report were nominated by the
member national governments for their special competences.
Any opinions, findings, conclusions and recommendations expressed in this publication are those of the authors
and do not necessarily reflect the views of their parent organisations or agencies.
This report is available from the internet site of the World Road Association (PIARC): http://www.piarc.org
Copyright by the World Road Association. All rights reserved.

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ROAD NETWORK
MANAGEMENT FOR
IMPROVED MOBILITY
Technical Committee 2.1 Road Network Operations
World Road Association
2016R11EN
ROAD NETWORK MANAGEMENT FOR IMPROVED MOBILITY
AUTHORS/ACKNOWLEDGMENTS
This report is prepared by Work Group 2.1.1 of Technical Committee 2.1 Road Network Operations
and covers the subject of Road Network Management for Improved Mobility.
The contributors to the writing of the content of this report are:
Michele Adiletta (Italy);
Pierluigi De Marinis (Italy);
Odile Beland (Quebec-Canada);
Lise Fillion (Quebec-Canada);
Emmanuelle Freneat (France);
Valentina Galasso (Italy);
Daniel Gerardo Russomanno (Argentina);
Heinz Sutter (Switzerland);
Mary Traor (Mali);
Lucy Wickham (UK).
The main reviews of this report are Kian Keong Chin (Singapore) for the English version, and
Sylvain Belloche (France) for the French version.
The translation into French of the original version was produced by the following francophone
members: Sylvain Belloche (France), Odile Beland (Quebec-Canada), Alain Broes (Belgium),
Emmanuelle Freneat (France), Valentina Galasso (Italy) and Mary Traor (Mali).
The Work Group 2.1.1 was chaired by Michele Adiletta (Italy) and Valentina Galasso (Italy).
EXECUTIVE SUMMARY
2016R11EN
ROAD NETWORK MANAGEMENT

FOR IMPROVED MOBILITY
It is useful to review the term Intelligent Transport Systems (ITS) in this report. According to
the PIARC ITS Handbook, ITS is a generic term to mean integrated communications, control
technologies and information processing systems for transport applications.
However, in this report, we consider the need to define ITS as Intelligent Systems for improving
mobility using integrated communications, control and processing technologies of information
to meet smart objectives and goals (specific, measurable, ambitious but achievable and within a
predetermined time frame), through key performance indicators (KPI) which are articulated in
public policies.
We must define not only the What? but also the How? and the Why? of ITS projects, along
with measuring the effectiveness and degree of success of these projects.
In this report, a good number of interesting case studies have been analysed and compared. Each
of them represents a successful approach, based on certain conditions.
The key element is the establishment of a roadmap, which provides guidelines to achieve
improvements in mobility of people and goods. The first and starting point is the adoption of a
comprehensive approach to RNO, which must involve stakeholders first because when there is a
lack of commitment on their part, there will be uncertainties in scope and difficulties in
developing a global strategy. The standardization of processes related to operations has the
advantage of creating a common base to take decisions affecting travellers mobility. There is
also the need for reliable information to improve services in terms of mobility, customer service
and performance level. The efficiency and effectiveness of the implemented systems need to be
measured and evaluated by suitable KPIs.
Illustration 1 TC 2.1 Road map to improve mobility (1/3)

I
II
The exchange of information with other Road Operators is a very critical point. First of all, it
helps to have an integrated and well connected system to enable inter-modality and
inter-operability, which are the most important characteristics of a system for a regular road user.
Issues on regulatory environment should not be underestimated because in most of the cases,
they hinder the delivery of information to travellers. A good solution, implemented lately also in
developing countries (for example in the Philippines), is the road tolling system that not only
allowed close monitoring of traffic in the road network, but also achievable within budget
constraints. The environmental risk assessment and scenarios analysis are part of ITS systems
development, as well as the procedures and instructions for the management, quality assurance,
design, building, commissioning, maintenance, and operations and dismantling of their
components.
The collaboration amongst Road Operators allows delivery of a more complete set of information
to road users. In order to focus the attention on road users needs, which is a specific step in the
roadmap; it is necessary to evaluate the means of communications that fit best. In particular,
social network and ITS solutions can change the scenario that Road Agencies has been familiar
with. With this amount of information going public, legal and privacy issues relating to their use
can be overwhelming.
But how can we meet road users expectations knowing first what they are actually thinking. To
this purpose, ITSs can help especially with mobile and collaborative solutions being effective
channels to exchange information. These not only deliver information but also collect them,
directly from travellers moving in the road network.
III
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CONTENTS
INTRODUCTION................................................................................................................................................................3
1
MAIN DRIVERS OF ANALYSIS.......................................................................................................................5

1.1
ORGANIZATION AND PROCESSES.......................................................................................................6
1.2
INFORMATION AND COMMUNICATION TECHNOLOGIES...........................................................8
1.3 DATA............................................................................................................................................................10
2
BEST PRACTICES...............................................................................................................................................12
LESSONS LEARNED..........................................................................................................................................12
3.1
OVERALL MOBILITY OF PEOPLE AND GOODS.............................................................................13
3.2
INFORMATION EXCHANGE BETWEEN OPERATORS...................................................................14
3.3
INFORMATION EXCHANGE WITH USERS.......................................................................................14
FURTHER STUDY AREAS...............................................................................................................................15
ROAD NETWORK MANAGEMENT IN DEVELOPPING COUNTRIES.............................................. 16
5.1
BACKGROUND: A DIFFERENT SCENARIO......................................................................................16
5.2
CASE STUDY: DATA COLLECTION TO IMPROVE ROAD OPERATIONS IN MALI.................17
BREAKDOWN OF MAIN FINDINGS............................................................................................................19

6.1
OVERALL MOBILITY OF PEOPLE AND GOODS.............................................................................19
6.2
INFORMATION EXCHANGE BETWEEN OPERATORS...................................................................25
6.3
INFORMATION EXCHANGE WITH USERS.......................................................................................34
MAIN REFERENCES.........................................................................................................................................53
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INTRODUCTION
Starting from case studies analysis and from the examination of existing manuals (RNO and ITS
Handbooks) and documentation, the main aspects related to the subject were as follows:
According to the terms of reference of Strategic Plan 2012-2015, issue 2.1.1 comprises:
overall mobility of people and goods;
information exchange between operators on road availability, expected journey times, incidents/
accidents, mode connection;
take into account user needs bearing in mind, new communication channels: how do they use
information to make decision, and the impact of information on users behaviours;

impacts of different approaches, services and their quality on flow, efficiency, safety, and
environment.
Furthermore, the investigation of successful approaches on road network management and the
drawing of guidelines and best practices were conducted, in order to:
support developing countries who are still implementing road network monitoring and control
systems;
underline possible areas of improvements for road authorities and service providers of road
management systems already in use and delivering effective results.
The key findings from WG 2.1.1 are the following ones
Topic 2.1.1.1: Overall Mobility of People and Goods
I
TS technologies are evolving rapidly and their integration in many systems has resulted
in significant improvements in mobility. The potential of ITS systems can be enhanced
further with the availability of relevant data and information.
There are also multiple ways for data gathering and comprehensive use of them can

improve service in terms of mobility, customer service and performance levels.
Best results in road network management can be obtained with use of a core database

and tight integration between the system and data. In fact, data and system integration
is a key to improve mobility since it leads to system cooperation and thus synergy,
resulting in better understanding of road network performance.
A proper implementation of a road network management system has positive impacts

on the infrastructure performances. It can lead to optimum use of road space and
improvements in the mobility of people and goods in the network.
Road administrators need to evaluate the trade-off between increasing systems

performances and the need to meet road users needs and expectations, which include
social and environmental impacts.
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Topic 2.1.1.2: Information Exchange Between Operators

W hen it comes to data sharing and common platforms implementation, both private and
public road operators usually encounter difficulties.

Open data seems to be the best solution to share data between road operators. It allows
improvement in system performances and guarantees interoperability and inter-modality
for road network management systems.

Road Administrators are in charge of information security and reliability. They have
also the role of guaranteeing free and real time access to data. The best communication
channel for data and information exchange between operators is a web service solution.

Stakeholders commitment is an essential requirement for the development of a global
exchange platform of information sharing. Case Studies revealed that if main
stakeholders are not involved in the overall process, even the best efforts of
implementations can be useless.

Funding can also represent a constraint to the implementation. A good solution to
provide the appropriate financial resources is a revenue-generating tolled road network
system.
Topic 2.1.1.3: Information Exchange with Users
owadays, technology allows more opportunities to provide road users with all sorts of
N
information or actively support key aspects of the driving task.
The growing availability of Information and Communication Technologies has also

increased the interest of infrastructure managers and manufacturers in applying such
technologies in road network management.
The need of meeting road users expectations saw the development of various mobile

and smart applications.
Road users need for information is most critical when problems occur in the road

network. They expect to be informed and advised as soon as possible for both pre-trip
and en-route trip planning.
Contents provided to road users need to be filtered and remain relevant. This is the main

issue related to exchanging information with users, together with other issues such as
reliability, privacy and legality. One of the best solutions highlight during WG activities
for information management is the Content Management Systems developed by ANAS
(Italy) for its application VAI+.
Looking ahead, we can already see what the transportation world might look like. Mobile
applications and social networks are expanding their reach in both the number of users and their
capabilities while new providers are continuously creating new possibilities.
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1. MAIN DRIVERS OF ANALYSIS

Analysis of the results can be summarised under three main pillars:
organization and processes: the set of procedures and organizational measures road authorities
put in place in order to achieve common goals;
information and Communication Technologies: the large suite of tools, technologies and
applications aimed at providing better road network management;

data: addressed the huge amount of data road operators are collecting and processing in order
to provide road users the services they need.
Illustration 4 - Main pillars for issue 2.1.1 Analysis
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1.1 ORGANIZATION AND PROCESSES

1.1.1
Stakeholders and their role
Typically, stakeholders are identified as the persons or group of people who have a vested interest
in the success of the initiatives and their sustainable implementation within the environment
they operate.
Direct stakeholders are the people and the organisation who are directly involved in the
management, maintenance and improvements of the road network. There are also a number of
other stakeholders, called indirect stakeholders, who have a close involvement in the road
network but no direct access in influencing the management and implementation. Governments
and road administrations belong to the first category, while road users are usually part of the
second category.
Road users can be also divided into two categories. The first includes direct road users such as
vehicle drivers and operators. The second category includes indirect road users, whose economic
activity depends on road performance and access, although they do not necessarily have their
own vehicles. Both types of road users suffer when the road network is in disrepair because they
have to bear the financial and non-financial burden of this situation.
The following table indicates the main parties involved into the development, improvement and
optimisation of a road network management system. A brief description of their role and main
responsibilities are also given.
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NAME / ROLE
Governments at
national and
international level
Public Road
Administration
Private Road
Administration
Road Users
DESCRIPTION OF ROLE AND RESPONSIBILITIES
In most of the cases, the government is the main shareholder, which means it is the main
owner of the road network.
Both in private and public case studies, the Government need to be the primary sponsor
for any kind of development on the infrastructure.
Establish Public Policies on the use of ITS.
Improve the quality of life, well-being and inclusiveness of the people.
Establish rules, normative, standards and administrate the investments to improve the
road infrastructure.
Manage road infrastructure
Study the changes to the road system.
Prepare the draft annual budget and resources.
Contract acquisition and leasing of equipment or materials and execution of works.
Appoint, transfer, promote or remove in case of needs of service personnel.
Perform general inventory of securities and assets.
Improve Transportation System
Improve Infrastructure (design and implementation)
Improve quality of service (operation and maintenance)
Improve intermodal.
Improve interoperability
Strengthen urban and interurban Roads to plan globally the routes, construction and
operations in the road network; assign, monitor and audit the use of resources, research
and promote new technological developments in materials, equipment, construction and
operations on routes jurisdictions coordinating with transport, road safety, safety, public
works of various kinds, and others who need it.
Implement public policies for road works and services, rising term plans structured
criteria and broker network system and the annual budget planning.
Execute full jurisdiction over property and the road network, preserving and improving
the road system. Analysing and redesigning and accesses into major cities and detours
and connections to other towns and urban transit.
Promote the initiative and participation / coordination with national and municipal
governments and private companies through concessions toll, property owned programs
and other proposals.
Propose to unify and simplify the road management techniques and legal standards.
Plan and schedule work for improvements in roads, express routes and highways, for
social and economic links, with corresponding estimates of environmental protection
Plan and schedule work for improvements in roads, express routes and highways, for
social and economic links, with corresponding estimates of environmental protection.
Promote agricultural projects for roads, mining, forestry, industrial and tourism
promotion.
Conduct an intensive program of training and transfer of technology involving Intelligent
Transportation Systems (ITS).
Implement regulatory framework for action, construction and operations to ensure user
safety, economy and comfort.
Operate the road infrastructure, in accordance to specifications of the Government with
Enterprise Social Responsibility
Improve relevant KPI
Improve road safety
Improve the environment
Improve mobility
Reduce costs.
Rational use of energy
Respect existing rules.
Considerer unacceptable the risks to health and be active in ensuring the outcomes
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1.1.2 Processes
In the following are summarized the main processes related to road network operations:
road Network Monitoring and safety - This process involves measures, resources and procedures
aimed at guaranteeing the comprehensive management of the overall road network. It is also
focuses on road conditions and data collections in order to promptly react to event occurring
anywhere in the network. In fact, ITS services can make transport safer and more secure,
maximizing capability to contain and reduce impacts;
road Network Management - In case of any incident or event occurring in the network,
each road network provider put in place a series of procedures related to road network
management, in order to conduct all operations needed to re-establish normal conditions. This
category includes emergency management, winter services management and management of
maintenance activities;
traffic Management - Road administrations are to constantly monitor and control their road
network. Management of traffic flows is a critical factor that strongly influences the management
of the overall network and road users expectations too. Besides taking action when traffic
appears to be very congested, road network operators need also to plan and forecast traffic
flows, considering different analysis scenario and solutions in order to provide road users
tangible improvements on their journey;
mobility Management and Road users support - The publishing and distribution of information
related to road network conditions and traffic flows to road users represent the interface between
road operators / road administration and public users. Information available to users tend to
influence their behaviour in the network and this need to be considered as an important for road
users. This information can be both real time or forecasted.
1.2 INFORMATION AND COMMUNICATION TECHNOLOGIES
Transportation Systems and the most advanced Intelligent Transportation Systems. They include
a wide and growing suite of technologies and applications, which are grouped within the
following summarised categories:
traveller Information Systems provide drivers with real-time information, such as transit
routes and schedules; navigation directions; and information about delays due to congestion,
accidents, weather conditions, or road repair work or parking availability and locations;
transportation Management Systems include traffic control devices, such as traffic signals,
ramp meters, and variable message signs. Traffic operations centres are a centralised facility
which coordinates and controls the Transport Management Systems;
public Transportation Systems, for example, allow trains and buses to report their position so
passengers can be informed of their real-time status (arrival and departure information);
fully integrated intelligent transportation systems, such as vehicle-to-infrastructure (V2I) and
vehicle-to-vehicle (V2V) integration, enable communication among assets in the transportation
system, for example, from vehicles to roadside sensors, traffic lights, and other vehicles.
ITS systems deliver five key classes of benefits by:
increasing safety;
improving operational performance, particularly by reducing congestion;
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enhancing mobility and convenience;

delivering environmental benefits;
boosting productivity and expanding economic and employment growth.
Looking at the ITS systems from a different point of view, they provide the following services:
traveller information;
traffic management;
public transportation operations;
electronic payment;
commercial vehicle operations;
advance vehicle control and safety systems;
emergency management;
information management;
maintenance and construction management.
Most of the case studies covered travel and traffic management while others are, if at all, not so
comprehensively covered.
An example of logical architecture of a Transport System is shown in the following picture.
Illustration 5: example of a transport system logical architecture
Several different architectures have been developed around the world. At a general level they are
all very similar.
The Qubec-Ontario Smart Corridor Concept of Operations Case Study is about the
application of the Canadian ITS Architecture to the Smart Corridor for Ontario and Quebec.
This Case Study demonstrates that Intelligent Transportation Systems (ITS)are crucial for the
coordination that is required as they enable the administrators to acquire the information they
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need to make effective decisions. Examples of ITS as part of a corridor are smart, easy access
during the journey, current conditions and expected travel, electronic filing of credentials and
reports of commercial vehicles, automation means inspection or authentication and electronic
payments and reservations.
The Road Management Tool case study shows that even though ITS requires a lot of different
information and communications technologies, they can be efficiently designed, developed and
rolled out covering almost the basic and advanced functions depicted in the shown architecture.
System integration is not as easy as it can be in other spheres of technologies since ITS technology
has quite recently evolved from electrotechnics to information technology and has a niche market
that promotes proprietary data structures and interfaces. The result is that most administrations
have various devices that cant be easily connected and since those devices are expensive to buy
and to install, it is relevant to build interfaces that can handle those differences and ensure
integration.
Having drawn architecture and integrated systems, there is still important work to develop procedures
that make them consistent with upgraded features and to train all people on the new procedures.
Since the integration of different aspect of road network management often leads to integrating
systems or data from various sources, work cant be done without good inter-institutional
agreements and proper processes set up by Road Administrations.
1.3 DATA
Primary data on the road network is usually expressed in technical terms and it is sometimes
difficult for stakeholders to understand or process.
Properly collected and processed, primary data provides information not only about the present
road condition, but also about its likely future performance. Information can be combined and
processed in many ways, some quite simple and others extremely complex, according to the
objective pursued.
Information is generated on the basis of data obtained on the roads. Essential data includes the
particular specifications and characteristics of a road, its condition, its speed and volume of
traffic and the climatic conditions in the area where it is located. The quality of the information
gathered will largely depend on how much is spent on its collection.
Information road administrations can share with one another or with road users can be on the
following:
the physical state of the roads;
proportion of road traffic circulating on good, regular or bad roads;
cost of constructing, maintaining, rehabilitating or reconstructing of the network;
traffic flows;
travel times;
accidents and interventions;
planned works such as roadworks.
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Data usage differs according to users they are addressed to. Also the levels of precision and
reliability required can vary considerably between different applications.
Different applications therefore can lead to conflicting requirements of the sampling and precision
of the data to be collected for a particular item, so different levels of quality must be recognized.
The volume of data and the frequency of updating them are major determinants of the costs of
operating the information system. They need to be carefully matched to the needs and resources
of the parties involved into the process.
The frequency with which data is updated and made current is closely related to the issues of
data volume. Data which is out of date is irrelevant, particularly if the value changes rapidly.
Again, trade-offs have be made between occasional, precise or reliable information and the
frequency of updates. In order to improve road network management and enhance the mobility
of people and goods in the network, reliability of data and their easy access among different
parties and road users affect positively the implementation of ITS and road management strategies
and correlated systems.
1.3.1
Data relevance
Data needs to be collected and stored according to stakeholders requirements and expectations.
Data relevance can be defined in terms of bearing a discernible, material influence on the
positive results coming from the application of such items into the development of a road network
management system.
1.3.2
Data reliability
Reliability is important to ensure consistency of the database over time and between locations.
For any particular data item or set of items, the reliability should be at least appropriate to the
analytical model used to process the data and to the purposes the data was collected for. The high
precision, intensive sampling and full coverage of data which can be achieved from the use of
automatic systems such as sensors and monitoring equipment can lead to cost optimisation and
the accomplishment of users requirements.
The reliability of data is determined by its accuracy, its spatial coverage, its completeness, and
its regular update, where:
the accuracy of data is defined by a combination of precision (the error associated with
repeated measurements made at separate times or places), or by separate operators and/or

instruments) and bias (the degree to which the mean measurement approaches a standardized
or referenced value). All data items should be measured in accordance with a designated
national or international standard where available, or else in accordance with agency-specific
standard guidelines - this ensures consistency between measures made at different times and
places;
the influence of the spatial coverage on data reliability depends on the scale of analysis;
completeness of data is important because missing items degrade the reliability of the outcome.
If an item is important enough to be considered essential, it should not remain missing nor be
substituted by an estimate;
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regular update. Data which change rapidly from year-to-year, or which has very sensitive
parameters in a decision-application, needs to be kept up-to-date more often than data which
does not change so rapidly nor has highly sensitive parameters. The frequency with which a data
item needs to be updated is thus part of the construction of an efficient road management system.
2. BEST PRACTICES
During this cycle, a good number of very interesting case studies have been discussed and
analysed. Each of them represents a best practice, according to external and internal factors.
The implementation and development of ITS strategy to improve and enhance road network
operations in these case studies were strongly influenced by many background issues.
Most of the countries in the world are taking a lot of effort to improve and make progress but just
as many face some constraints, like:
political environment not suitable for data sharing and exchange;
privacy issues related to data publication and distribution;
lack of policy and governance to control and regulate information exchange within different
operators, above all when the information exchange includes at least one public operator.
For what concerns organizational issues, Europe seems to be faring a little better, with the
development of the European transport policy information system (ETIS), which is intended to
support decisions on transport policy and the trans-European networks. Another positive aspect
is the development and deployment of the EasyWay Program, a common platform for ITS,
fostering the consensus on building long-term relationship between countries in order to achieve
the same common goal: improving the network for road users in terms of safety, reliability and
accessibility, among others.
3. LESSONS LEARNED
Nowadays improving the mobility of people and goods in the road network is one of the
responsibilities of road administrations, governments and road institutions. The increasing
importance of mobility to local, regional and global economies and to everyday life is reflected
in a major awareness of the value of an efficient and effective road network operations
management.
Only recently have they started to really consider the road network as a whole, a complex and
heterogeneous system where several dimensions, parties and parameters need to be evaluated.
Since the number of people and goods moving across countries and continents has increased
significantly, the need for communications between different networks has become more urgent.
Mobility across borders has grown even more central to the sustainability of human activities at
the national level.
The introduction of new technologies has substantially improved road network management integrated communications, control technologies, data processing systems and information
technology in general have now a fundamental role in the development and implementation of
Intelligent Transport Systems.
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There has been increased focus over the last few years on the understanding of all these issues
and on how and why ITS can enable more effective road network management, better
communication within different operators and improvement of information exchange with road
users.
A more effective approach lies in increasing road performance, taking into account the role of
road users needs and expectations, and how the new media, i.e. social network and mobile
applications can contribute towards a more efficient and effective road network management
system.
3.1 OVERALL MOBILITY OF PEOPLE AND GOODS
ITS technologies are evolving very rapidly and their integration into consistent systems has
resulted in significant improvements in mobility. The types of data gathering devices are
increasing significantly and now provide excellent choices to gather data to fulfil the mobility
objectives, which in turn will eventually lead to better customer service for better mobility.
Several experiences have been conducted all over the world integrating existing and new
technologies to provide services in two main categories:
safety and traffic, including:
video surveillance;
remote equipment monitoring;
event management;
road space allocation and management;
road network monitoring;
customer services
tolling;
travellers information;
shipment tracking.
The best results are obtained with use of a core database with overall coordination of system and
data transmission.
Data and system integration is a key to improve mobility since it leads to system cooperation and
thus synergy. It is well known that event management data can be used for road user information
and thus mitigate congestion. Furthermore, data collected from road users can be used for road
usage optimisation and network maintenance. Well planned and organised system integration
can lead to significant optimisation of network usage and operation.
Electronic tolling had demonstrated in several countries that it can be used to significantly manage
congestion, and can also increase user information efficiency by providing relevant data on
registered users that can be used to communicate in a selective manner to meet specific needs.
All those benefits cannot be obtained without a robust system and data architecture based on various
aspects of road management, various administration entities (levels), and devices specifications.
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This development and implementation of architecture provides benefits by itself since it induces
standardised practices, a better understanding of cooperation with other entities and data
standardisation.
3.2 INFORMATION EXCHANGE BETWEEN OPERATORS
National Road Administrations (NRA) from several countries are developing processes for
traffic management. One main objective is the creation of an integrated management system for
the road network that combines different road categories. The requirements for interfaces to
other countries systems and the cross border traffic management are part of this objective.
The main focus of the national road administrations towards information exchange between
Operators must be the creation of an integrated data platform that connects the Traffic
Management (TM)-stakeholders, TM-systems and thee communication structures. A common
database with traffic and management information of high quality can lead to an information
exchange that satisfies the demand of the road users.
3.3 INFORMATION EXCHANGE WITH USERS
Nowadays, technology allows more and more opportunities to provide road users with all sorts
of information and even actively support aspects of the driving task.
The growing availability of Information and Communication Technologies has also increased
the interest of infrastructure managers and manufacturers in applying such technologies in road
network management.
Amongst the variety of applications of ICT developed for road network management to meet
road users expectations are a series of mobile and smart applications that allow sharing of
information related to the road network with road users.
When developing a road network management system to improve network monitoring and
control, a better understanding of road users expectations and needs is fundamental. Main
information that users want to be in the know are, for example:
travel times;
traffic flows;
problems along the journey, as accidents and emergency issues.
On the last item, providing a safe journey is one of the main missions of road network operations.
Organising adequate systems for incident detection, quick response and professional support in
the event of incidents is a necessity.
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The role of emergency services and their responses to these incidents are also important, as these
will mitigate delays and congestion experienced by road users. Their needs will centre on:
being informed as soon as possible about the problem, and its impact;
being informed and advised in time about alternative options for completing their journey, or
for avoiding the congested area;
the expected duration of the disturbance(s).
All this information has to be preferably shared almost in real time. This involves a series of
issues, and could also include legal and privacy issues.
Traffic Control Centres and Information Centres have the task to mobilise both the rescue
and repair operations, and also to keep continually informed all affected travellers as
promptly as possible.
4. FURTHER STUDY AREAS

While considerable editorial effort has been provided for this subject of Road Networks
Operations, additional analyses can be done to consolidate and better understand the issue.
Some open issues still remain:
how can we measure these performances globally in order to compare results and identify
successful approaches?
Is open data the real solution to enhance the information exchange between different road
operators?
What are the protocols that are needed to be implemented to facilitate communications between
different road operators?
How will the application of mobile technologies improve road network performances?
What are the criteria to implement successfully a road network management system based on
ITS in developing countries?
Which are the risks related to the use of social network to exchange information with road users?
Can the use of social networks be the single and only solution? Or do they need to coexist with
more official communication means?
Can road users be trusted? Is their opinion always reliable?
Hence, further areas of study are proposed as follows:
developing solutions to provide user driven services to deliver reliable, safe and sustainable
road access to community;

implementing more integrated solutions for road network monitoring, in order to improve the
difficult task of communication exchange between operators;
role of mobile devices in road network operations management in order to analyse the smart
road paradigm;
definition of common performance indicators to evaluate, compare and benchmark different
approaches.
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5. ROAD NETWORK MANAGEMENT IN DEVELOPPING COUNTRIES

5.1 BACKGROUND: A DIFFERENT SCENARIO
Developing countries have significant challenges in introducing Intelligent Transportation
Systems. In fact, they have usually had to withstand significant levels of economic instability
and political unrest, translating into difficult conditions even for constructing basic infrastructure,
which is the foundation for building their economies and societies. Limited financial, technical,
and engineering resources are serious issues.
In spite of these difficulties in developing countries, they possess great potential for progress
when the infrastructure to be constructed has high IT content. Developing countries are more
able than developed countries to install IT infrastructure at the same time that the physical
infrastructure is being constructed, which is less expensive than retrofitting existing physical
infrastructure.
Finally, developing countries can take advantage of IT and ITS products and applications that
have already been tested and deployed in developed countries and which are now mature, stable,
well understood, and starting to become less expensive to acquire and operate. As a result,
developing countries can frequently leapfrog directly to an ITS-enabled transportation
infrastructure far more rapidly and far less expensively than developed countries.
Illustration 6: leapfrogging with its
By strengthening and modernising their transport networks, Governments can secure a wide
variety of economic benefits including heightened efficiency, resilience and interconnectivity.
Deploying ITS in developing countries can have, in fact, many direct and indirect benefits for
travellers, shippers, transportation system operators, and the country as a whole.
However, introducing ITS is a complex undertaking, and decision makers have to understand the
prerequisites for deploying ITS before decisions are made. These prerequisites are both
institutional and technological ones. Planners and developers must have the adequate ITS culture
and awareness, the skills and knowledge to leapfrog to an ITS-enabled transportation
infrastructure, the correct understanding of the interaction between traditional and ITS-enabled
transportation and the competence to develop them methodically and systematically.
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5.2 CASE STUDY: DATA COLLECTION TO IMPROVE ROAD OPERATIONS

IN MALI
Road data has an important role in Road Network Management, because they allow a more
conscious approach on road activities and let awareness of the road network permeate at several
levels within Road Agencies. Moreover they are fundamental for planning of maintenance
activities and for the strategic planning of the overall investment related to road infrastructure.
In Mali, the Road Agency is in charge of drawing up a well extended report with all data related
to road infrastructure, so that decision makers, government and main stakeholders can understand
how data are collected, analysed and elaborated.
The definition of a comprehensive architecture for the data management system, the optimization
of the process of data collection and the ease of exchange of information between various parties
is one of the primary scope of the Mali Road Agency.
The following illustration shows schematically the collection and management of data:
Illustration 7: mali data management scheme
The procedure for data collection and data management can be summarized as follows:
phase 1 Data collection and data update;
step 1: Data collection: The SDR develops a detailed annual program of data collection sessions
(route patterns, surveys and surveys of pavement deterioration of structures). The program defines
also the collection teams depending on the nature of the data to be collected. The SDR launch the data
collection in cooperation with Regional Departments in order to update the database;
step 2: Data drawing: The loaded data produce a report, which allows data analysis and also comparison
within Regional Departments;
step 3: Data processing and analysis: The SDR can now proceed with data analysis and the upload the
analysed data into the Road Data Bank (BDR) for its update.
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Phase 2 Dissemination of road data;
step 1 Data processing: Each SDR process its own data and send them to the DNR and related
stakeholders;
step 2 Data request: in case its needed, information can be also requested from third parties.
Phase 3 Traffic Analysis;
step 1 Preparation: The SDR plans the traffic count activities according to the guidelines underlined
into the Annual Maintenance Plan;
step 2 Traffic Count: Each DRR identifies local contractors to accomplish the task of Traffic Count.
The work is done under the close supervision of the each DRR. Results are summarized into a series
of reports, and sent to the DNR;
step 3 Processing and analysis of data: The SDR can now proceed with data analysis. According to
the plan, data are inserted into the BDR as updates;
step 4 Data dissemination and storage: The SDR draws a report for the Central Administration and
disseminates the report. A report copy is also stored into the SDR archive.
Phase 4 Accidents analysis;
step 1 Accidents detection: The Police can register every accident into the systems;
step 2 Data collection: Data are collected by two different means, depending on the location the
accident took place: Bamako District use a specific module including all information related to the
accident according with the criteria demanded from the Police Department, while ANASER uses a
bulletin, the Bulletin dAccidents Corporels (BAC);
step 3 Data processing and Drawing of the Final Report: The DRCTU and the ANASER analyses
data collected and processes them in order to produce Final Reports, which are available for review;
step 4 Final report Validation: The DRCTU and the ANASER are in charge of the reviewing process
and of the validation;
step 5 Dissemination: After the last approval, reports can be shared and disseminate within road users.
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6. BREAKDOWN OF MAIN FINDINGS

6.1 OVERALL MOBILITY OF PEOPLE AND GOODS
6.1.1
Performance measurement and evaluation
In the theory of economy and management there are various definitions of effectiveness.
Depending on the objective, one may assessed the effectiveness of the economy, market, sector,
enterprise (organisation) or in the case of this report the national road authority. In Road Network
Operations and transportation field, effectiveness is more often defined as a positive result or
performance, producing a positive effect on the network. Efficiency is the result of business
activities defined as the ratio of the effect obtained in relation to the outlay. Effectiveness,
however, is not a clear-cut term and measuring it requires a precise definition of the objectives
and a selection of appropriate tools.
The effectiveness of national road maintenance is referred to both the effectiveness of activities
by individual road authorities, and effectiveness of the entire system of finance and public
administration, including in particular the existing system of financing the road infrastructure
(investment as well as maintenance projects).
Effects and outlays may be compared in the economic and technical context. Economic
effectiveness means that a given production quantity is achieved by means of the lowest possible
costs or financial outlays. On the other hand, technical effectiveness means that the highest
possible production quantity is achieved by means of the given production factors. Technical
effectiveness is thus a wider term than economic effectiveness. Achieving technical effectiveness
is not synonymous with achieving economic effectiveness. This is because economic effectiveness
(besides the technology of the production process) also includes the prices of production factors.
To measure the effectiveness of management processes, various Performance Indicators (PI) are
used, which in reference to road maintenance are often defined as Maintenance Performance
Indicators MPI. The most important indicators are called Key Performance Indicators (KPI).
Indicators of road infrastructure maintenance effectiveness may be divided into three basic
groups:
technical indicators, also called Asset Performance Indicators (API), which are usually only
of a technical nature, but which can also refer to life-cycle pavement costing and combine
the technical and economic analysis. Technical indicators in road engineering must not be
confused with those performance factors that define the scope of carried-out works and are
in fact non-technical indicators. Basic technical maintenance indicators are not indicators of
technical effectiveness analysis, either;
non-technical (operational) indicators also called Operational Performance Indicators (OPI),
which reflect the operational aspect of road maintenance management effectiveness. As there
are many objective difficulties in the socio-economic analysis of road maintenance processes,
in the road engineering practice some operational indicators replace the socio-economic
ones. For instance, the costs of road users due to delays caused by road works, which are
difficult to estimate, may be replaced with, for example, a time limit for traffic hindrances
caused by maintenance works;
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economic indicators, which consist of financial indicators and socio-economic indicators.
In the case of road engineering and management, except for road structures and sections or
motorways operated on fully commercial principles (complete revenue and cost calculation),
the analysis at the financial level comes down to an analysis of cost effectiveness (due to the
lack of revenues the standard financial indicators are usually of a negative value). Indicators
of the socio-economic effectiveness are subject to the Cost Benefit Analysis (CBA). However,
though CBA is now common in case of investment projects, it is carried out only in a few
countries for the purposes of bigger maintenance projects. Indicators based on maintenance
costs and outlays reflect the economic aspect of road maintenance management effectiveness;
Analyses of road infrastructure maintenance effectiveness may be carried out at three levels
the technical level, by assessing the parameters of the technical condition of roads, the operational
level by assessing the management effectiveness, and the economic level, including not only the
costs of maintenance, but also road users costs.
TECHNICAL INDICATORS
Pavement roughness
Longitudinal and transverse road
evenness
Load capacity
Depth of ruts and potholes
6.1.2
NON-TECHNICAL
(OPERATIONAL) INDICATORS
ECONOMIC INDICATORS
Output indicators, referring to
Cost indicators
volume/amount of funds/resources Indicators of the financing level
used
Socio-economic indicators
Outcome indicators, published
indicators for public purposes
(travel quality, response time, etc.)
Inter-modality and connection to other transport modes
Turning the patchwork of transport infrastructure into a truly transnational network is vital for
the economic and social cohesion of countries and the achievement of a single market related to
providing road users comparable and reasonable services.
A role of the Europe Commission is to develop a set of common guidelines and policies for a
single operating environment for transportation in Europe.
In Europe, significant progress has been made since the first projects to develop such a network,
starting from 1994. The transport research programme has contributed to EU policy on the
trans-European transport network (TEN-T) by providing support for the planning and financing
of the investment programme and the development of new infrastructure and services. Evaluation
methodologies and software tools have been provided to help policy makers assess the impacts
of different infrastructure plans. New solutions for the efficient operations of networks and
terminals have been assessed.
Key results achieved by Europe are:
strategic assessment along the overall network: System-wide and long-term effects need to
be taken into account in the assessment of transnational transport networks in addition to the
immediate transport impacts. A set of tools for evaluating wider socio-economic and regional
effects has also been provided;
managing road network at European level: Harmonized approaches to traffic and road network
management are needed at transnational level to improve intermodality and interoperability and make
more efficient use of the existing infrastructure in road, rail, air and water-borne transport systems;
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evaluating environmental sustainability: A comprehensive and qualified forecasts of the impact
that policies have on travel demand and emission appears to be fundamental in order to assess
environmental issues;
financing transnational networks: A new way to accelerate the implementation of transnational
networks projects may be the adoption of financing strategies that include both public and
private operators (public-private partnership, like joint ventures, concessions and hybrid type
as well).
At this point the real solution to improve inter-modality may be to value-add to the activities of
all participating parties in the intermodal chain. Organizational solutions seem most promising.
Better communication and co-operation between the various parties should be encouraged by
the reduction in operational costs while the use of intermodal transport keeps increasing.
6.1.3
Road system efficiency and effectiveness
Efficiency and effectiveness are often confused. They are both the main goals for road managers
in order to continually improve the performances of road network management systems.
Efficiency is the effective use of resources by obtaining the best possible results with the
sometimes limited available resources. In road management, efficiency could be also described
as the ability of road managers to maximise and optimise resource available to carry out tasks
and implementation actions on the road network. On the other side, effectiveness is related to
meeting targets.
The challenge for road agencies is to be both efficient and effective by always maintaining road
networks and improving mobility at the lowest possible cost. This can be achieved through good
management and the use of adequate technology.
Nowadays, the overall mobility of road networks can be enhanced with integrated solutions
using ITS technologies. While providing specific tools to reduce flow impediments, systems can
also collect precious data about road condition and usage. Connected together by the earlier
defined ITS architecture; they provide a significant improvement on flow and road investment
optimisation.
Several technologies from three main categories can be used:
data collecting devices which get data from the road or users such as transponders, collision
detection devices, weather stations and vehicles detectors;
Reacting devices that induce a new action such as Variable message signs, toll booths, and
traffic lights;
integration technologies such as communication equipment, databases and central instrument
panel.
Since the overall objective is to achieve a certain performance level, these technologies act
together to provide solutions in both categories listed above, (safety and traffic; customer
services)
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The following paragraphs are aimed at highlighting and describing the main factors influencing
the efficiency and effectiveness of a road network management system.
6.1.3.1 Traffic control
Traffic flow can be restored rapidly by efficient event management, starting with rapid detection
obtained by close circuit television cameras, collision detection on road equipment and between
vehicles. On-board communication devices and central coordination allows quick response and
recovery of traffic flow. All surveillance data can be stored and used to get better understanding
of road usage, safety hazards and so on.
Accurate information on road condition will result in better route choices and a better overall
utilisation of road network. Relevant information given at the right place and at the right moment
can make this occur. Variable message signs posted at key traveller decision points can help
users choose an alternate route when there is congestion. Estimated time of travel between two
points can support choices. Information can be transmitted as well on web sites, social networks
and these can be based on congestion, road hazard, road works and winter conditions. Relevant
information can be broadcasted by a vehicle or a road side unit to report accidents; road works;
stationary vehicle; human presence, wrong way driver, rain, snowfall, fog, smoke, emergency
braking, signal violation at intersection and can make recommendations on an alternative route
to avoid the existing or forecasted traffic jam.
Ramp metering has shown good results and can be implemented with help from ITS. Metering
regulates the volume of traffic and spacing of vehicles entering a freeway corridor to improve
vehicle merging and traffic efficiency. Ramp metering rates are modified depending on road
congestion conditions detected by loop or wave detectors. Choices of best rates are supported by
algorithms based on statistical data. Important research is conducted to improve those algorithms
and the supporting software.
Free flow electronic tolling significantly reduces the required time for payment and thus
maintains fluidity on highways. Planned with good knowledge of road network performance,
effective tolling booth deployment and placement on highways ensures fluidity which is a benefit
that can help in tolling being accepted by road users. On-board e-payment device can offer other
services such as easy payment for users, at borders by transporters and procure significant road
usage data for administration.
SOS systems not only provide rapid assistance to road users but also help restore traffic flow on
highways.
6.1.3.2 Video surveillance
Video surveillance is most commonly used to respond rapidly to incidents and events on the road
and thus improve both safety and flow of the network. But new technologies can get a lot more
benefits from camera installation on the road. For example, image analysis can make automatic
collision detection so the operator is called to have a closer look at the specific camera and the
emergency operation is started sooner. Moreover, it can simply detect vehicles either to get
traffic statistics or to trigger a new sequence in the traffic lights.
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In order to fix rapidly an equipment failure and restore traffic flow more efficiently, remote
monitoring of roadside equipment can also be used. Detecting malfunctions in real time, it can
send information to the traffic control centre, or call a cell phone to report the problem.
Furthermore, it can call a system to record the defect, command the appropriate piece of
equipment and put the repair task on the work list of a technician.
As seen above, there are several methods and systems that can be combined to detect incidents
or events on roads. Appropriate software can support incident and event management such as
recording time, day, and exact location, calling the concerned personnel, giving them appropriate
information in real time and recording their actions.
6.1.3.3 Road network monitoring
Several experiences have been made worldwide to get more value from technologies by
networking them. It is especially true about road monitoring where communications between
road equipment and traffic management centre and between vehicles and road equipment can
enhance fluidity and procure accurate knowledge about traffic and road condition. Cooperative
systems (i.e. communication between vehicles) have been introduced in the last ten years. The
main idea behind cooperative systems is that a vehicle can receive information from another
vehicle located far ahead thereby increasing perception range and time span. The concept can
be extended not only to vehicles but to any kind of entities providing information such as road
side units, traffic management centres, and nomadic devices. A typical example of a safety
application is incident hazard warning. The goal is to avoid a secondary accident when a vehicle
is on a standstill on a highway. Thanks to cooperative systems, the stopped vehicle will send a
warning message to the approaching vehicles which will slow down to avoid a collision. (Vehicles
collision avoidance system).
For example, the goals of the Dallas Integrated Corridor Management Demonstration (Safety
Pilot) are to develop a decision support system that will assist operating agencies select response
plans for various operating conditions in the corridor and to improve incident management,
enable intermodal travel decisions for travellers, increase corridor throughput, road safety and
improve travel time reliability.
6.1.3.4 Tolling and customer information technologies
A lot of other services can also be provided to road users, benefiting road users with further
fluidity. The best known is information about parking spaces which helps the drivers get to their
destination faster but also take them out from circulating on the roads more rapidly.
Likewise, ITS technologies play an important role in expanding the use of Electric Vehicles
(EV) since information on the location of an EV and the availability of recharging stands can
assist in the navigation of the EV to the station. In addition, reservation of recharging is desirable
because the time for recharging is longer than that for refuelling.
6.1.3.5 Data gathering and construction of a core database
Storing all relevant data and using the data at the right time to improve road network performance
is a challenge and must be planned thoroughly. The task is to leverage on massive volumes of
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data collected by all sensors and data sources mentioned earlier, and structure it so it can be used
in all ways described and kept for statistical analysis such as congestion prediction and incident
and event detection. It requires handling different types of data from multiple data sources,
which is a very complex situation. Based on a robust architecture, data can be stored either
centrally or distributed on different sites including the cloud, according to performance
considerations.
Data can also be obtained from a private provider, offering varying services at different
subscription levels. The information services can provide real-time road traffic information and
traveller services such as real-time road weather conditions, air quality information, and
availability of parking spaces, petrol and road toll pricing. Coverage, freshness, accuracy, details
and how it matches the drivers own observations, are decisive factors in the users satisfaction
and trust in the traveller information and his navigation equipment.
6.1.3.6 System integration
Roads are now transforming from a conventional space for movement into a kind of cyberspace
where various information is assembled, handled, exchanged and disseminated. ITS must take a
holistic view and break out of the perceived technology silo and engage with other disciplines
where ITS can add value.
Integration of different technologies with different kinds of interfaces is a problem that is not
entirely solved. In spite of international standards adopted for specific exchanges, many products
are still based on proprietary architectures and use their own data structures. Many countries
have built interfaces to force communication and got good results, but international standards
would be welcomed.
SMART Highway is multifunctional road on which smart technology is applied for future
society in terms of safety (and sustainability), mobility, advance, reliability, and tomorrow.
Metropolitan areas will realise significant improvements in the efficient movement of people
and goods through aggressive and proactive integration of existing infrastructure along major
transportation corridors.
6.1.3.7 Network Management Strategies
In order to manage traffic flows, several European road authorities have developed a range of
management strategies. The following state of the art includes well established measures and
instruments to channel the motorized traffic on the motorways with a view to easing or avoiding
serious congestion. It may also issue management recommendations aimed to ensure a smoother
and safer traffic flow and fulfilling the objectives of the road user.
capacity Management - To increase capacity within bottleneck sections, the temporary use of
Hard shoulder lanes as well as the use of Tidal lanes and Lane management systems,
which regulate traffic flow through the application of mandatory variable speed limits are
well established and accepted solutions. Few countries try to improve the traffic flow within
bottleneck sections by platooning. To improve the traffic flow by reducing the distance between
the cars (headways) at high speed without increasing safety risks is still a great challenge. In
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future the car to car communication systems might reduce this issue and help to challenge
capacity problems within bottle necks or on well-equipped section. All these systems are
focused on management of traffic flow; but also lead to benefit by improving safety and
sustainability (including reducing fuel consumption and emissions);
routing Management - In case of regular traffic overload on a motorway section, rerouting
of traffic is a well-established traffic management measure. In case of traffic overload or road
closures alternative routes are recommended by traffic information systems and shown on
variable message and direction signs. Using agreed traffic management plans (of all involved
road agencies) rerouting on motorways can be implemented quickly by the road operators.
To improve the acceptance of rerouting by the road user, journey time and delay information
should be deployed more extensively and comprehensively in future;
traffic Management - Ramp metering systems, adaptive traffic signals and control systems at
secondary traffic interchanges to reduce the traffic flow at motorway accesses and interchanges
are well established regulation systems. To maintain the traffic flow on the motorway traffic
metering systems at motorway entrances to reduce disturbances are very important. As these
systems are generally automatically controlled, an overall strategy has to be developed to
integrate the requirements of the adjacent road network (towns and communities);
traffic Buffering - To prevent breakdowns and the resulting capacity drop at a bottleneck
(e.g. long road tunnels and bridges) a range of buffering and metering systems have been
implemented. These management measures are realised primarily to improve traffic flow and
traffic safety. In some cases buffering systems have been implemented to mitigate the risk
posed by Heavy goods vehicles and Vehicles with dangerous goods;
separation of through and local traffic - To reduce the influence of traffic on through traffic
on motorways, traffic separation, by the addition of weaving lanes could be considered. In
addition, ramp metering systems, adaptive traffic signals, and control systems at the secondary
traffic interchanges are well established regulation systems that could be considered.
6.2 INFORMATION EXCHANGE BETWEEN OPERATORS
6.2.1 Technical challenges and operational aspects
6.2.1.1 Timing and stages of implementation
The following are summarised implementation stages that can be identified:

phase 1: Developing strategy of information exchange - Based on a survey and analyses of
best-practice examples of several road administrations, cities and service providers, a strategy
for the information exchange between Operators should be developed. Considering the state of
the art in traffic information and traffic management by the service providers, traffic companies
and social networks in a so-called polycentric structure should be applied. It means that all
Stakeholders have the same obligations and responsibilities to deliver all necessary basic data
and traffic information. The spreading of the resulting TM services and measures to cover the
user demand should be handled by the service providers and social networks;
phase 2: Design of an integrated data platform - The main focus on the way to a functioning
information exchange must be the creation of an integrated data platform that connects all
key Stakeholders, TM-systems and communication structures. Based on the experiences with
existing data exchange applications for traffic management a new data platform should be
generated together with a first group of partners in traffic management. Depending on the
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success of this phase, new stakeholders and service providers can be integrated and the services
in traffic management can be expanded further. A common high-quality database for traffic and
management information exchange can lead to a TM that satisfies the demand of the road user;
phase 3: Stakeholders agreements - Information exchange requires a new organization
structure between all involved stakeholders. Based on the chosen data platform and the
demand for traffic information a common solution for an integrated platform has to be found.
The planning and the operation of the data platform has to be standardised by TM-agreements
between all partners. Already existing management structures and agreements can be used and
further developed. In general, data exchange does not change the responsibilities for the traffic
management;
phase 4: Implementation of information exchange - Traffic information exchange should start
with a kick-off meeting between interested partners for a first start-up / mobilisation phase. In
doing so, objectives will become clear and strategies, measures and responsibilities can be
agreed and fixed. Within an agreement between the first partners all elements of the planning,
realisation, operation and financing of a start up data platform might be cleared.
6.2.1.2 Data management
We consider Open Data a good base for a framework dealing with the exchange of data between
public and private entities. The principles of Open Data should not be applied only to the public
sector but also to the private sector as well. If costs are to be recovered, then they need to be at
the maximum on the base of marginal costs. With data, information is created. The price of this
information can still be determined by the market and it requires criteria to be set up in order to
distinguish information from data.
The development of the Integrated Applications as a support system for the exchange of data
between public and private entities is very important for the daily operation. It focuses on the
provision and operation of applications that can be used by the operators of the national traffic
management centre and all other stakeholders and service providers for the dissemination of
traffic information, customs posts for traffic-related problems at the countrys borders, and
traffic management centres in neighbouring countries.
Illustration 8: framework of FEDROs cooperation with the integrated applications (INA)
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FEDRO main functions are:

editing and distributing of traffic information;
traffic situation and forecast;
traffic management measures;
event calendar;
road work management;
video surveillance;
heavy good traffic management;
traffic control.
6.2.2 Existing framework and constraints

6.2.2.1 Legal and regulatory environment
Information exchange between Operators is a key element of Intelligent Transport Systems

(ITS). It provides the European traveller with comprehensive door-to-door information to enable
well-informed travel decisions. In the ITS supplementing Directive 2010/40/EU of the European
Parliament and of the Council, with regard to data and procedures, the road safety-related
minimum universal traffic information given free of charge to users is a priority action.
According to the Directive all Member States shall manage a national access point established
by public and/or private road operators and/or service providers operating on their territory.
Access point means a digital point of access where the road safety-related traffic data necessary
for generating the road safety-related minimum universal traffic information are collected,
formatted, and made available for exchange and re-use.
According to the commission delegated regulation No 886/2013 of 15 May 2013, the list of safety
related messages reflects the general categories of information which should be made available
on Inter-Urban Roads; like: Ghost Driver, Dangerous road surface, Reduced visibility, Animal /
people / debris on the road, Unmanaged road blockage, Unprotected accident area, Short term
road works, End of queue.
6.2.2.2 Financial contribution required from various stakeholders
The multimodal travel information and planning services involve lots of different stakeholders,
such as public and private roads and rail authorities and operators, public and private transport
operators, federal or regional governments and private service providers. The stakeholders
include also many multinational companies, mostly as service providers but in some cases also
as partners or competitors. In most countries, the NRAs have no obligations to develop
multimodal travel service. The strategic decisions of the NRAs regarding the provision and the
roles of a multimodal travel service as NRAs priority service vary considerably between
countries. The decisions vary from a key strategic service by the national transport policy, to no
participation at all, or just to act as a content provider. The latter is the case for many NRAs.
Most of the national service stakeholders see the need of implementing real-time information as
one of the service to be provided, in addition to the improvement of data quality and event data.
The ambition for most of the multimodal services is a national door to door solution.
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Traffic-information benefits the economy as a whole but is thus crucially influenced by the
cost-rates. Independent of the different cost-rates, changing text-message updates offer a benefit
that clearly outweighs the system costs involved. The results can be used to develop
recommendations for action, open research questions or indications pointing to suitable
accompanying measures. Important factors are to improve the situation in terms of data
management and analysis and the matter of ascertaining the acceptance-level among users.
6.2.2.3 Technical constraints
Several road administrations, cities and service providers have already started with the provision
of TM services. Considering the state of the art in traffic information and traffic management by
the service providers, traffic companies and social networks in the future has to follow a so-called
polycentric structure. It means that all Stakeholders have the same obligations and responsibilities
to deliver all necessary basic data and traffic information. The spreading of the resulting INM
services and measures to cover the user demand will be handled by the service providers and
social networks as before.
Due to the important role of travel information and planning services in both traffic and mobility
management, NRAs support the development, deployment and operation of these services by
providing their own data and information utilizing a harmonized data exchange framework free
of charge for content to such services. The challenge is to reach 100% of road users with safety
related traffic information and warnings, where currently only 10-20% are reached at maximum.
These data shall be accessible for exchange and re-use by any user of road safety-related
Minimum universal traffic information: (a) on a non-discriminatory basis; (b) within the Union
irrespective of the Member State of establishment; (c) in accordance with access rights and
procedures defined in Directive 2003/98/EC; (d) within a timeframe that ensures the timely
provision of the information service; (e) through the national access point.
6.2.2.4 Social aspects
The user and society benefits of traffic information services are very difficult to express in
financial terms. For that reason it is hard to establish how much the NRAs should invest in the
deployment, operation, and maintenance of traffic information services. Decisions on the
strategic position of traffic information services are necessary due to the current ITS Directive /
specifications and the market activities of the private sector.
6.2.3 Interoperability
Interoperability is a key prerequisite for the provision of transport services across modes, organization
and national borders and for the achievement of seamless travel across transnational networks.
The challenge of Interoperability among ITS operators systems is to make political, business and
technological agreements not only among governments but also among concessionaires, between
adjacent regions (provinces, countries) and other stakeholders to ensure an effective interoperable
intelligent transport systems (not just electronic payment systems but also systems that guarantee the
exchange of traffic data and others ITS systems) to improve the mobility, road safety and environmental
pollution by setting specific, ambitious, achievable objectives, determining predetermined periods
and performance analysis with innovative and creative indicators keys performance.
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Interoperability is the ability of an ITS product or a system to exchange data with other existing or future
products or systems with a common language and no known restrictions on access and implementation.
It means that all systems must operate, despite coming from different manufacturers or sources,
in such a way to be integrated into a global system that meets the function in a transparent
manner without any need for multiple devices.
We can also define the interoperability as the ability of the system to provide services and accept
services from other systems, offering complete functionality despite differences.
Using these systems each operator should exchange information accurately, securely and in a
timely manner to meet predetermined objectives.
In the case of electronic payment of highway tolls, there can be three types of interoperability:
technical Interoperability, where several technologies are compatible with existing multi-vendor;
administrative or contractual Interoperability (single tag or contract for several motorways);
interoperability of product or service (a single image for all highways, marketing, etc.).
it should also define the scope of interoperability between systems, extending the system to
others and not confining to just electronic toll collection;

local or regional;
among centres of highway operators;
between centres and motorway operators and other centres;
between motorway operators and users;
between users and highways operators and communications service providers.
In case of computer services and telecommunications, it is necessary to determine that this

service should be considered as a human right and an essential and strategic public service where
the State provides interoperability guidelines to ensure full access for all road users and operators.
6.2.4 Toll interoperability
The challenge here is to determine the standards, protocols and Procedures for Approval of
systems and products, responsibilities, control and adoption of technology.
There are regions with different standards of ETC with respect to frequencies and communications
protocols for I2V, as:
protocols: open or closed;
protocols: by owners or public;
type of frequency: 915MHz, 5.8 GHz or 5.9 Hz;
read / Write: Antenna and OBU;
accuracy;
speed;
data security;
security against Cloning.
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In the same country, different technologies often exist and this is exacerbated when the considered
regions include the neighbouring countries.
It is necessary to form study groups of jurisdictional authorities to suggest the choice of standards
and communications protocols between the sectors that need to interact and interchange data.
6.2.4.1 A response to road user expectations: the one approach
As toll networks are developed and expanded as a primary means in order to fund much needed
infrastructure under the user pays principle, there is a related increase in the deployment of
electronic toll collection (ETC) systems. In fact, with the advent of network tolling, many
countries and regions are striving to come to grips with developing and implementing
interoperability across various toll roads and variable technologies.
Interoperability usually is translated as the One approach: one account, one on-board unit
(OBU), one bill. It is a legitimate road user expectation and it is a vital feature to make tolling
accepted on large scale networks operated by a number of players.
6.2.4.2 Impact of interoperability schemes on information exchange between operators
Nature and amount of information exchange among operators is much driven by the chosen
interoperability scheme.
Different approaches have been followed in various environments, which can be split into two
main categories:
a hub network tailored to manage and process all interoperable data exchange among operators
either based on:
the deployment of a centralised clearing house, generally favoured by toll agencies within a national
or regional toll network and driven by an independent body acting as a regulatory authority,
or the setup of a centrally managed peer-to-peer platform based on a middle tier infrastructure
interfacing with local toll chargers systems;
a one-to-one approach (pure peer to peer approach), where each Operator is responsible for
system interfaces setup and data exchange with all other operators on bilateral basis.
Illustration 9: hub network (centrally managed solutions)

vs one-to-one approach (pure peer to peer solution)
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6.2.4.3 Typical information flows involved in centralized clearing house system
A typical model of centralized clearing house system is the one implemented by the National
Road Authority of the Republic of Ireland through an Interoperability Exchange Agent (IEA).
In addition to exchanging and processing of interoperable data (ETC tag and charging information)
as a unique agent among operators, the Interoperability Exchange Agent prepares monthly
statements for the settlement of interoperable revenue among operators and provides a one-stop
helpdesk to operators in relation to such services.
Illustration 10: scheme of information requirements for tolling system
In this scheme, road operators (acting as toll chargers) require information necessary to recover
the amount of toll collected from end users by third parties (tag providers, other road operators
acting as tag issuers).
The Interoperability Exchange Agent has its own database concerning data which must be
exchanged. Information is managed centrally by a dedicated system fully independent from the
accounting management systems of each road operator and tag service provider.
The Interoperability Exchange Agent manages the exchange of black lists, white lists, grey lists,
ETC transactions, and settlement statements.
The Interoperability Exchange Agent architecture enables the seamless integration of new players.
6.2.4.4 Typical information flows involved in centrally managed peer to peer system
In 2013 a centrally managed peer to peer platform was deployed by five toll players on a private
initiative. The project is branded as GRITS (Greek Interoperable Toll Service).
The data exchange model is based on a middle tier, ILIOS, Interoperability Logical Interface
for GRITS Service based on the following functionalities:
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local Toll Systems interface with Local ILIOS Middle Tier System;
middle Tiers interface among them with redundant communication lines;
middle Tier Databases replicated at each site;
near real time (a few minutes) list and transaction transfer;
only list changes (deltas) are exchanged as they become available, to reduce update time;
automatic Daily Reconciliation;
real time monitoring and alerting.
Illustration 11: grits architecture
The GRITS architecture enables the seamless integration of new players.

6.2.4.5 Typical information flows involved in one-to-one interoperability
A typical example of one-to-one distributed interoperability is the French ETC context, known
as TIS (Tlpage Inter Socits).
The approach followed in France was the natural consequence of interoperability development in
an environment where toll chargers played a leading role (opposed to the central public authority)
with the concern of keeping full and direct control over tolling related information and data.
The main peculiarity of TIS is that it relies on one-to-one data exchange between operators in an
environment where a large number of players is involved.
This one-to-one approach requires the setup of data links with every other operator. This results
in the exchange of an enormous amount of data and data processing redundancy at back office
level is supported by powerful servers.
As of 2014, data links have been setup between the 18 players (toll chargers) of the 7 000 km of
interoperable motorways.
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As all systems are interconnected, the capital costs for a new operator and for existing operators
to integrate a newcomer are therefore multiplied.
6.2.5 Stakeholders and shareholders role and responsibilities
6.2.5.1 Main roles and responsibilities
The main objectives of all stakeholders and service providers in Road Network Management are
to fulfil user demand for individual traffic information purposes. The growing demand for
real-time data for mobility reasons leads to more interactions between road users and IT-Services.
The increasing exchange of data and information might be useful for the road user but leads to
more challenges for the RNM/TM stakeholders who have to ensure the functionality of the
whole traffic system. For this reason, Road Network Management must close the gap between
users demand and stakeholder requirements.
Illustration 12: integrated road network management
Many dependencies and communication demands exist among the partners involved. The
Active Traffic Management (ATM) and the Roadside Traffic Information are already
functioning. In particular, IT Services are implemented for individual traffic information
purposes. For that reason some data exchange systems between TM-Stakeholders have been
deployed.
6.2.5.2 Stakeholders involved
The key players in traffic management are, in most countries, the traffic management centres,
the Police, public transport enterprises, car park operators and ferry operators. Additional
stakeholders may exist in some countries e.g.: regional authorities, border and customer agencies,
emergency services and event management services (e.g. exhibition centre).
Presently key stakeholders identified are:
politicians and Transport authorities: The national ministries of transport and economy, the
national, regional and local authorities in charge of Transport, etc.;

public transport operators: The National and regional traffic management centres, the police
and the organisations in charge of incident management and maintenance;
city Management and Event Organisations: Big Cities and Event Organisations have their own
Management for traffic, access and parking including information on websites etc.
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6.2.5.3 IT Service providers
Currently the main IT-Service providers identified are:

suppliers: This group represents all suppliers for EFM-Systems, such as hard- and software
suppliers, smart ticket solution providers, consultants, service agencies and financial institutions.
media: All media including broadcasters, public press and specialist publications. The internet
and its forums, blogs and social media;

scheme providers: The organisation(s) which is/are responsible for the application, the media,
the registration, the secure element and the data-processing. The scheme provider is often
owned by public transport operators and/or public transport authorities, but some roles are
being adopted by other trusted service providers (such as mobile network operators).
6.3 INFORMATION EXCHANGE WITH USERS
In addition to having considered the overall mobility of people and goods and the information
exchange between different operators, a proper value should be given also to road users needs
and expectations.
Illustration 13: user-centered approach
In fact, road performances are more often measured by how much users expectations and needs
are met.
Main objectives for this topic are:
examine communication means and data exchange with road users taking into account their
needs and expectation;

underlining main issues related to:
improving the reliability of information by merging with other sources;

legal aspects;
responsibilities of public and private authorities and operators.
Highlight main aspects related to Open Data and its regulations both at European and at
world-wide level.
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6.3.1 Information Management
Improving information management practices is a key focus for road administrations and
authorities, in both the public and private sectors.
This is being driven by a range of factors, including a need to improve the efficiency of business
processes, the demands of compliance regulations and the desire to deliver new services to road users.
In many cases, information management has meant deploying new technology solutions, such as
content or document management systems, data warehousing or portal applications.
Nowadays, information management is also focused on mobile applications in order to reach
road users quicker, almost real time.
Information management is, however, much more than just technology. It is equally important to
consider the business processes and practices that underpin the creation and use of information.
It is also about the information itself, including the structure of information (information
architecture), metadata, content quality, and more.
Information management therefore encompasses:
people;
process;
technology;
content.
If information management is to be successful, issues in each of the following categories need to

be addressed.
6.3.1.1 Information services
Information services are mostly focused to deliver three main categories of information:
road information (traffic flow, road conditions, incidents, road work, etc.);
information on public transit and alternative forms of transportation (schedules, routes, cycling,
carpooling, etc.);
complementary information (technical support, emergencies, contacts, cultural and tourist
information on travelled areas, etc.).
From road users prospective, the mission and mandates of information services can be identified
as follows:
to improve road travel, delivering to road user a precise outlook on traffic conditions and
suggestions for alternate route in case of traffic congestions;

to enhance multimodal transportation and public transit;
to enhance safety for road users;
in this scenario, it emerges that road information is requested by users not only during travel
planning phase but also especially when drivers are en-route.
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What are end users expectations do they need to be further identified / analysed? The
user-oriented approach starts with the travel/transport planning and the choice of the transport
mode followed by the road user demand for traffic information before the journey (pre-trip) and
during the journey (on-trip), depending on how and where the information is disseminated,
presented and used.
Pre-trip information on construction and maintenance sites, traffic forecasts, road weather etc.
can be disseminated e.g. via Internet, teletext, television and radio and printed media, with the
possibility to affect drivers route choice and the time-of-departure, or even the mode of transport
or chain-modality.
On-trip information focuses on the current or near-term traffic status and it should concentrate
as much as possible on the main route (taking a corridor approach where there are several parallel
routes), for the journey undertaken by the traveller. The information can be broadcasted or
disseminated via Variable Message Signs or in more personalised form over mobile phones or
dedicated in-car devices (navigation/RDS-TMC). Information dissemination can also be
classified by the technology or media used.
Illustration 14: user orientations
The road users demand information for the whole journey, from A to B for movement of both
people and goods. The following scheme shows the spatial and chronologic dimensions:
Illustration 15: ROAD USER DEMAND
The road user demand leads to the stakeholder tasks. Ideally, information services for travellers
should provide continuity across neighbouring regions and among states. However, these
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purposes are currently often disjointed and non-continuous. The next paragraphs will give a
better view on information management focal points.
6.3.1.2 The information management supply chain
Finally, a successful dissemination of information is the result of a supply chain in which each
link is crucial for the overall result.
Road administrators must ensure that each link operates effectively:
the data gathering system must be adequate, as extended as possible, with sufficient redundancy
to be reliable;
the data processing and validation process should use all data sources, be as automated as
possible, and incorporate historical data as a source for trend evaluation and control;
during operations, information systems must be reliable and capable of forwarding data and
information on time, using substitute or backups systems if necessary. Communication paths
may also differ depending on circumstances (crisis situation);
at the staging points of the information chain, information must not be unduly delayed; a
person must be identified and must be available each time an action has to be performed
(verification of information received, development of information for transmission, etc.). This
is especially important when control measures, that typically should be controlled by traffic
operators, depends on the data received;
at switching points, information must be forwarded as quickly as possible to the correct location
and medium; computers can be used to automate all or part of the actions described above.
The information management supply chain (illustration below) starts with the collection of data
using automatic data collection sensors and/or manual data received from traffic police, Traffic
Control Centres, rescue centres, road users, traffic cameras etc. The collected data are processed,
merged and validated in order to create an optimal image of the network. Eventually the data
are transformed into specific data sets that are required by the various services or by automated
and autonomous information dissemination processes.
Information flows from left to right (illustration below), while the requirements for data and
information from road users flows in the opposite direction.
Illustration 16: example of information management supply chain
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It is important to understand that whatever organisation is in charge of the information

dissemination, the information should be coherent and supportive, and no matter which channel
is used. Therefore all actions must start from a global and shared picture (snapshot) of the traffic
situation, and be always in line with the set policy or the defined traffic management strategy.
Only in this condition one can guarantee consistency and non-contradictory messages across all
the various media that will reach road users to help them understand the actual traffic situation,
the available options and/ or what they are expecting.
6.3.1.3 Responsibilities on information provided
In different countries the responsibilities between public and private sectors vary but both sectors
are usually involved in the information supply chain. The service models vary from fully public
services to fully private services and different variations of these, as shown in illustration 17.
In a classical situation, road operators are sole master of both data collection sensors and
dissemination channels (radio, website, RDS-TMC). Therefore they have the total control of the
information chain. Emerging technologies and wireless communication however have offered
opportunities mostly to new players, for setting up innovative services without having to rely on
the road operators equipment or data network.
The trend is towards more individual and personalized (information) services. It is likely that
this trend will become even stronger in the future - new players will have their own independent
methods of data collection too. An example is the Content Management System developed by
ANAS S.p.A. (Content Management Vai). In fact, the adoption of a Content Management System
represents one of the most popular solutions for information management.
Illustration 17 - Alternative business models for the information supply chain
Road administrators and authorities need to realize that a completely new dynamic is being
created, with multiple players on both the data gathering and the information dissemination side.
Instead of ignoring this evolution, one should think about setting up a dialogue and defining a
framework for co-operation and joint agreements. Eventually forces could be joined in a publicprivate-partnership (PPP).
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From the road operators perspective, it is very important that a high level of consistency is
maintained between the information collectively provided and the messages sent out individually
to the road users. All traffic measures, whether they are controlled measures set up by traffic
centres or information and advice produced by service providers, should support as much as
possible each other.
In order to reach this goal, it will be necessary to establish and to make available for several
players a similar picture of road situation, and to communicate in real-time the overall strategy
that the road operator is being applied. It applies in general, but especially with major incidents,
adverse weather conditions and other crisis situations.
6.3.1.4 Data collection and processing: Content Management System solutions
In order to manage homogeneously all information and allow the management of the overall
information related to road network management, an integrated system for data collection and
processing is needed.
The bulk of road management data and content is often scattered throughout many systems.
Moreover, no matter how the data are collected, the phase of processing, merging and the
validation is crucial for the accuracy and the completeness of the traffic picture that is created,
which forms the basis for traffic management measures and traffic information.
Developing a content management system allows road administration to manage the overall
process of collection, management, publication, and archiving of data and also its publication
through web services.
In fact, information pass typically through this lifecycle for a definite period of time. A content
management system (CMS) provides the necessary infrastructure for multiple persons in order
to contribute content effectively and collaborate throughout these lifecycles.
Moreover, information no longer can be published online in a manual process and be left
unattended. Online information must be continually reviewed and updated by content editors so
that other content consumers, including customers and search engines, have access to the most
up-to-date version.
Italian case studies shows how, the Content Management System developed by ANAS, called the
Content Management VAI, because of the application to which is connected, allows the generation
of different flows of information, totally customizable and manageable by an interface,
conforming to W3C (World Wide Web Consortium) standards.
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Illustration 18 - The Italian solution for information management - CM VAI+
These flows of information, real-time updated, will be sent in XML format to various available
channels, e.g.: VAI plus mobile and web, agencies, newspapers, etc.., and even on social networks,
such as Twitter. The publications procedure of data is partially automated and partially manually
managed according to information type. For example, due to privacy issues in certain cases, the
cameras are automatically inhibited.
Each profile created (e.g.: Content Manager, CCISS) can manage the information according to
the different rights associated to users. Each profile can manage and filter the publication of the
contents via an ad-hoc module. This filter module is like a panel directory enabled only to the
ANAS Content Manager and it follows certain criteria defined by ANAS road managers
themselves.
Data management is carried out by ANAS Content Manager, identified in ANAS employees at
CCISS (h24 scheduled). Information are managed based on their nature.
Illustration 19: example of ANAS content management system workspace
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6.3.2 Main channels of communication

6.3.2.1 Variable Message Signs (VMS)
VMSs have been useful for informing large numbers of road users about particular traffic issues
related to their location, or about the direction they are travelling to. They are therefore a crucial
element of traffic information provision, and if the VMS information is displayed correctly, they
are unique and relevant to all passing motorists.
6.3.2.2 Mobile Applications
In recent years, mobile apps have been developed an improved to increase the level of security
and comfort of road users.
A typical example is the development of SOS applications, enabling a road user to call assistance
from his smart phone if located with GPS and to receive breakdown assistance accordingly. Such
SOS apps are now used in several countries, including France, Ireland, Greece.
In Ireland, the SOS App covers the whole road network, giving road users a high level of security
and comfort, in the knowledge that in the event they breakdown even in the remotest parts of the
country, and assistance can be sought.
Mobile applications can also be used to share information with users related to traffic flows and
road network activities. A good solution which involves a return exchange with users was
developed in Italy by ANAS. The VAI+ application was completely designed according to road
users needs and expectations. The different layers available allow road users to filter the
information they need and to search easily and quickly for contents.
6.3.2.3 Traffic Radio Station
The motorway radio enables motorists near real-time broadcast of alerts and detailed traffic information
such as: incidents and accidents, dense traffic, weather alerts, carefulness and safety messages.
In addition to traffic information, motorway radios broadcast music, general news (international,
national, regional) and motorway documentaries.
For programme planning, motorway companies have adopted two main approaches:
operation of a private radio controlling the whole programme planning;
partnership with a local radio broadcasting on the motorway radio frequency: in addition to its
regular programme, traffic information is given by the motorway operator.
6.3.2.4 Website/Social Media
Nowadays, socials constitute a huge basket of information and data highly desirable for firms
all over the world: they use to invest heavily in their acquisition. Indeed, a better knowledge of
consumers lifes habits has a certain positive impact on the selling process and ultimately on the
firms revenues.
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Use of social media has been strongly analysed thanks to the survey conducted by WG 2.1.1
members, which main results are highlighted in section 6.3.4.
6.3.2.5 Other communication channels
Case Studies also indicate that new communication channels are being developed. They are
based on the connection and communication between the infrastructure and vehicles and they
involve both the car manufacturers and infrastructure managers.
This is surely the case of Japan experience for VICS system. VICS Vehicle Information and
Communication System is a telecommunication system that provides car drivers with traffic
information, such as congestion, traffic regulation, road works and so on. It was launched in
Japan in April 1996. It is an innovative information and communication system and conveys
traffic information to drivers through FM multiplex broadcasting, radio wave beacons and
infrared beacons.
A subsequent development is the ITS Spot, which dispenses information to drivers from beacons
installed on designated roadside infrastructure. This information is updated almost every five
minutes and drivers can receive the traffic information 24 hours a day without a subscription fee.
After receiving the information, a message is sent to drivers and displayed on an on-board car
navigation screen so that drivers can rearrange their route.
6.3.3 Key issues
Publication and broadcasting of information to road users is often not straightforward and face
several issues. The following paragraphs discuss some of these issues.
6.3.3.1 Improving the reliability of the information
There are three main stages relating to information flow: collection, handling and dissemination.
At each stage, the entity in charge of the information service and its partners use various tools
(detection technologies, cameras, telecommunications networks, traffic management software,
etc.) and perform different manipulations in order to communicate the various types of
information (on roads, public transit, other forms of transportation, etc.) that travellers need to
know.
Although many countries and bodies are working on similar projects, there is a lack of
standardization in both backend and frontend systems, which are accessed by the travellers.
The traveller must have access to different channels, while he is travelling across different
countries and/or local regions.
Independent from the information gathering technologies and from the backend technologies
and systems, a standardization process should be put in place in order to provide a standardized
platform to give travellers access to the available information (by example via standardized and
public web services). This could help travellers to have homogeneous information, at least about
macro-regions (Europe vs. North America vs. Asia, etc.), and this makes planning and
management of travels across countries in the same macro-region easier.
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The availability of a standardized platform, where information are available for all the countries
in the macro-region, would allow creation of many more applications which can assist travellers
further.
The availability of many different services and information on a single platform would allow
also independent service providers to develop applications focused on specific travellers needs.
Since many platforms and system are already up and running, the minimum objective would be
to standardize the information sharing between the systems already in place through standardized
meta-data, communication channel and shared service levels.
Since mobile devices are already widely used, collecting real time information from travellers
would allow increasing data granularity and completeness without impacting too much on the
costs. For example, if roadside traffic sensors installation is considered reasonable from an
economic point of view for major roads only, information gathering would be limited only on
main roads. Since most of the mobile devices are equipped with GPS sensors, it is very easy to
collect information and compute traffic flow, speed and major disruption on all roads, including
the minor ones.
However, in order to make this feasible, given the large number of different mobile platforms and
technologies, standardization is key success factor.
A standardized platform at macro-regional level would make data collection from mobile devices
easier and able to support new devices and technologies as soon as they are available.
6.3.3.2 Legal aspects
Most of legal and institutional questions connected to information exchange with users are
related to VMS, for which several different legal and institutional frameworks governing their
implementation and operation already exist throughout Europe.
In this context, the following topics have been identified as the main ones to be addressed:
legal aspects relating to the use of VMS in various European countries and to the road operators
responsibility to provide information of a known quality and consistency;

institutional problems relating to all aspects of VMS due to different responsibilities, interests
and competencies between various public and private entities.
Ultimately, the goal should be to provide the road authorities with a set of advice regarding this matter.
In addition, security and privacy issues have to be addressed since travellers may be subjected
to different laws and regulations as they travel across different countries and these differences
may apply for data collection as well.
6.3.3.3 Responsibilities of Public Authorities and Road Operators
Key responsibilities of Public Authorities and Road Operators for information services can be
identified as follows:
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to assure reliable information services;

to guarantee the continuity and promptness of information;
to meet road users expectation in terms of quality of services provided.
In order to achieve these goals, Public Authorities and Road Operators can be supported both by
public partners (e.g. police, public transit agencies, etc.) and private ones to gather and deliver
data (incidents, traffic flow, road work, etc.) for these information services or to implement full
package of services.
In this scenario, an issue is on how each entity guarantees enough funds to perform these
information services. Various business models exist, such as:
public funds used by road operators to outsource services;
private funds from sponsors (e.g. ads on the website, sponsors names on roadside signs, etc.);
mix of funds from the private and public sectors.
6.3.4 Survey on Use of social network and mobile applications
For this subject, the Work Group members decided to conduct a survey in order to answer to the
following questions:
how and why road users get information by social network and mobile applications;
what kind of information road administrations share with users using these communication
channels;
what is the strategy that administrations adopt to implement this channel of communication
with users.
The PIARC Survey is a set of 20 questions aimed at investigating the impact of modern
information management, social networks and mobile applications within organizations ruling
roads all over the world.
The PIARC survey on Use of social network and mobile applications covers the majority of
countries and road administrations that participate in PIARC Technical Committee 2.1 Road
Network Operations and Management.
The 20 questions of the survey are shown in Annex 1.
6.3.5 Participating countries
There were 18 international companies which took part in the PIARC survey. These institutions
represent a mix of the worlds top organization in road management and administration.
PIARC TC members were interviewed by an on-line tool, quicksurvey.com, which guarantees
minimum effort, easy data collection and optimization of results.
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Fig 20 - Participating countries and road authorities
The interviewed road authorities are listed in the table below with their relative country.
#
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
ROAD ADMINISTRATION
Authority of Control of Roads Corridors and Highways on Concession

(OCCOVI), National Roads Administration (DNV), Secretary of Public Works
(SOP), - Ministry of Federal Planning, Public Investment and Services Presidence of Repblica Argentina.
Asociacin Argentina de Carreteras Asociacin civil ITS Argentina
Regional roads of the Region of Brussels
ITS Chile & Chilean Roads Administration
Ministry of Transport
CEREMA
ANAS S.p.A.
The Institute for Traffic Accident Research and Data Analysis
National Road Direction
Mexican Ministry of Transport and Communications
Ministre des transports du Qubec
Land Transport Authority, Singapore
City of Bratislava
South African National Roads Agency SOC Limited
Swedish Transport Administration
FEDRO
Federal Highway Administration
Highways Agency England
COUNTRY/ REGION
Argentina
Argentina
Belgium
Chile
China
France
Italy
Japan
Mali
Mexico
Qubec
Singapore
Slovakia
South Africa
Sweden
Switzerland
U.S.A
UK
6.3.5.1 Evidences from information sharing
The first aim of the PIARC survey is to understand better the information management in the
road/traffic industry in terms of types, impact and time effectiveness.
On information type, most of the information delivered concerns road network operations that
can have a strong impact on traffic flows and operations management. Thats why some operators
decided to provide real time information while others didnt.
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Illustration 21: PIARC survey - type of shared information
Information given on the roads can have a wide range of consequences on the companys
operations. Other major positive impacts on the organizations arose from a significant service
level improvement (67%) and from timely and more effective managerial breakthrough (56%).
On the other hand, savings in road network management seem to be not so relevant.
Illustration 22: PIARC survey - impact of information shared on network performances
The right time when information become available for roads users can make the difference, not
only in terms of better reporting tools, improved operating processes and strategic decisions, but
also to assure the people on safety.
Illustration 23 - PIARC survey - timing for information sharing
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It is possible to discover from the survey that only the 50% of the interviewed companies believe
that the timing of information delivered on the road network is sufficiently precise; whereas
almost the 40% of them admit a noteworthy delay (over 30 mins or not real time).
6.3.5.2 Overview of information sources
The survey is important because it gives an overview of the current information sources and
their impact on customer satisfaction of roads users.
A better understanding of the extent to which road users appreciate roads/traffic information
should be a major concern for international road institutions.
Customer satisfaction (CS) for this kind of data is a valuable indicator of information management
effectiveness. According to the results of the survey, CS measurement is realised through modern
internet tools: social networks (44%) in the first place, followed by website surveys (33%) and
Smartphone apps (11%). However, still a relevant percentage of the interviewed companies (28%)
does not measure customer satisfaction at all.
Illustration 24 - PIARC survey - customer satisfaction measurements
In addition, another fundamental source of information should be considered: users direct

contribution, as it is a precious asset for every road agency.
Illustration 25: PIARC survey - information collection mode from users
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Peoples ability to grasp and share news through modern devices is dramatically increasing and
can represent an important low cost source of information for road managers.
The uppermost graph shows that a large number of users demonstrate a proactive attitude to
communications through phone calls (39%) and mobile applications (28%). Others prefer to post
comments on the companies websites (11%), whereas a small percentage still wishes to send a
text (6%).
6.3.5.3 Use of social network
In the last few years the social networks have been getting more popular.
Nowadays, socials constitute a huge basket of information and data highly desirable by firms
all over the world: they use to invest heavily in their acquisition. Indeed, a better knowledge of
consumers lifes habits has a certain positive impact on the selling process and ultimately on the
firms revenues.
On the other hand, organizations use actively social networks to influence and communicate
with their consumers. For roads companies, it is a good chance to exploit virtual networks to
reach a wider basis of people and communicate information in a timely and more effective
manner. The survey highlights the most used social networks for roads/traffic information
sharing: Twitter, Facebook and You Tube, respectively for the 55%, 28%, and 17%.
Illustration 26 - PIARC survey - use of social network within road agencies
Trying to understand the best way to communicate via social networks is not very easy, especially
when the aim is not to annoy people but better catch their attention.
The survey empasizes how the greatest part of the interviewed companies (58%) believe the
social networks represent a quick means to provide general information regarding to the road
networks conditions. Besides, more then 40% of agencies use Socials to broadcast infomobility
services and to promote initiatives (33%). Social networks, more than traditional websites, also
allow people to interact so that it is possible to use Facebook, Twitter etc. as powerful channels
to get people feedback (33%) on the quality of provided information and many other unscheduled
events.
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Illustration 27: PIARC survey - why use social network
It is not surprisingly that is also possible to discover from the survey that companies understood
the positive impact of using social networks quickly. Indeed, as the graph suggests, the majority
of them has chosen to keep a social network profile updated for more the 3-5 years (31%) or more
then 5 years (23%). Many others decided to use Socials for about 1-3 years (38%).
Illustration 28 - PIARC survey - time line for social network adoption
The graph below shows how roads agencies profiles on the Socials enjoy a discrete consensus,
with 37% of them declaring to have more then 50,000 followers and almost 40% counting
between 10,000 and 50,000 followers.
Illustration 29 - PIARC survey - numbers of social network followers
According to the survey, very positive benefits are forecasted, such as a better understanding of
road users needs (67%), an improvement of transparency about the road network status (67%)
and increased service levels (50%).
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Illustration 30 - PIARC survey - expected benefits from the use of social network
6.3.5.4 Use of mobile application
Finally, participants are asked about the future for developments envisaged for the use of social
networks.
Particularly, it has been observed a generalised inclination towards the development of future
strategies for boosting the potentialities from utilization of social networks.
Road organizations are trying to set up a defined communication strategy, dedicated channels on
the socials for local information and door-to-door travel possibilities (multimodality). Agencies
are also focusing their strengths on the development of powerful websites with access from
mobile devices in order to enlarge the network of people who can have easier and more complete
information to secure their journeys.
A third major aspect highlighted by the survey lies in a better understanding of the role exercised
by mobile applications in the actual international road management context.
Illustration 31: PIARC survey - use of mobile applications
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Main surveys results suggest that, in spite of the increasing popularity of social networks, road
companies operate through many other communication channels such as radio (61%), television
and web TV (33%) and Smartphone with its wide array of Apps.
Principally, mobile applications are considered a valuable communication tool for more than half
of the interviewed institutions.
The adoption of mobile applications is new trend, as described in the illustration below. In fact,
most of these applications were developed not more than 5 years ago.
Illustration 32 - PIARC survey - timeline for mobile apps adoption
The most common operating systems supporting mobile applications seem to be widely coherent
with the actual market share of mobile telephones manufacturers. As shown in the
illustrationbelow, the market winning brands are iOS and Androids, with exactly the same
percentage of diffusion (62,5%).
All the interviewed companies allowed the download of their mobile apps completely free.
Since the adoption of Apps for mobile devices is a relatively new trend, it has been observed that
the number of downloads is not greater than 30,000 for more than 70% of the provided Apps,
whereas 25% of the agencies counted more than 50,000 road/traffic Apps users (see illustration33).
Illustration 33: PIARC survey - mobile applications downloads
Technological developments based on mobile devices are one of the strategic pillars of modern
organizations in all sectors. Therefore, it is not surprising to read about the many initiatives by
the interviewed companies in the field of mobile Apps development. Their programs are currently
following three main directions:
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strengthening the partnerships with the actual operating systems providers (Androids,
Blackberry etc.) aimed at introducing powered and updated versions of existing Apps;
gathering new ideas for Apps development directly from users feedback;
setting a defined internal strategy focused on: a) the opportunity to expand locally valid apps
to a national level; b) the improvement of the time effectiveness of given information; c) the
synchronization of transports news with services provided on the roads; d) the integration with
other technologies (GPS; route calculators etc.).
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7. MAIN REFERENCES
[1] Case Studies submitted to Work Group 2.1.1.
[2] AIPCR Italia - Quaderno del Comitato Tecnico 2.1, Convegno Nazionale AIPCR del 27-28
[3]
[4]
[5]
[6]
[7]
[8]
[9]
[10]
Novembre 2014, Roma Prospettive ITS di riferimento per un gestore stradale e relative linee
guida, Gestione ed esercizio delle reti stradali dellAIPCR, 2014
Effectiveness of National Roads Maintenance Management in Poland, Joanna Archutowska and
Jana Pieriegud, 2012
PIARC, ITS Handbook, 2011
PIARC, Road Network Operations Handbook, 2011
Andreas Schliessler and Alberto Bull, Road Network Management, UN-ECLAC, 2004
OECD, Performance Indicators for the Road Sector, Summary of the field tests, 2001
European Transport Network Research, 2001
William D. O. Peterson and Thomas Scullion, The World Bank - Infrastructure and Urban
Development Department, Information systems for Road Management: draft guidelines on system
design and data issues, 1990
World Bank, ITS Technical Note for Developing Countries, Toshiyuki Yokota, 2004
Copyright by the World Road Association. All rights reserved.

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International Standard Book Number 978-2-84060-393-1
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Road Network Management For Improve Mobility

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ROAD NETWORK MANAGEMENT FOR IMPROVED MOBILITY