Post on 30-Dec-2021
Arc Atlantique ITS Corridor
M60 J8 – M62 J20 Smart Motorway, England Version 1.0 1/40
Arc Atlantique ITS Corridor
Evaluation Report
M60 J8 - M62 J20
Project reference: UK - 02
Project location: Manchester England, UK
Version: 2.0
Arc Atlantique ITS Corridor
M60 J8 – M62 J20 Smart Motorway, England Version 1.0 2/40
Document Information
Information contained in this document has been included to indicate potential benefits that can arise
from implementing a Smart Motorway scheme in the UK. A Smart Motorway is an ITS enables traffic
management solution primarily designed to impact congestion, safety and the environment. The
contents of this document is limited in scope due to the short time scale between project
implementation and production of this summary report and is therefore not definitive. It is advised
that further research is undertaken to obtain more in depth data before definitive conclusion are
drawn for use elsewhere. The information in this document is prepared for the purpose of the EUEIP
requirement to provide evaluations for certain ITS projects, and is not designed for wider use or
circulation.
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Table of Contents
Document Information .................................................................................................................. 2
Table of Contents .......................................................................................................................... 3
List of Abbreviations/Acronyms .................................................................................................. 4
1 Executive Summary ............................................................................................................... 5
1.1 ITS Deployment Status ................................................................................................. 5
1.2 Impact on Traffic Flow, Safety and the Environment ..................................................... 7
2 Description of the Problem ................................................................................................... 9
2.1 Issues Addressed ......................................................................................................... 9
2.2 Site description ............................................................................................................. 9
2.3 Research Questions ................................................................................................... 11
2.4 Objectives for the Evaluation ...................................................................................... 12
3 Description of the ITS Project ............................................................................................. 13
3.1 ITS Selection Rationale and Objectives ...................................................................... 13
3.2 Status of the Project.................................................................................................... 14
3.3 Systems and Technologies Applied ............................................................................ 14
3.4 ITS Deployment Status (Deployment KPIs) ................................................................ 17
4 Evaluation ............................................................................................................................ 19
4.1 Research Questions Answered ................................................................................... 19
4.2 Methods ...................................................................................................................... 19
4.3 Timing and Type of Evaluation .................................................................................... 19
4.4 Technical Performance ............................................................................................... 20
4.5 Selected Benefit KPIs ................................................................................................. 20
4.6 Results and Conclusions ............................................................................................ 21
4.6.1 Deployment KPI’s Results ................................................................................. 21
4.6.2 Benefit KPI’s – Results ...................................................................................... 24
5 Cost Benefit Analysis Results ............................................................................................ 27
5.1 Example Smart Motorway Project ............................................................................... 27
6 Overall Assessment & Transferability of the Results (European Dimension) ................. 29
6.1 Overall Assessment .................................................................................................... 29
6.2 Transferability of results (European Dimension) .......................................................... 29
6.2.1 Relevance to ITS Priority Areas and Actions...................................................... 29
Annex 1 Operating Environments for ITS applications ......................................................... 30
Annex 2 ITS Priority/Benefit Codes ........................................................................................ 32
Annex 3 Deployment KPIs description summary table ......................................................... 33
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Annex 4 Benefit KPIs description summary table ................................................................. 38
List of Abbreviations/Acronyms
� AA Arc Atlantique
� BKPI (Benefit Key Performance Indicator)
� CBA (Cost Benefit Analysis)
� C-ITS (Cooperative Intelligent Transport Systems)
� DGMOVE (European Union’s Directorate-General for Mobility and Transport)
� GDP (Gross Domestic Product)
� DKPI (Deployment Key Performance Indicator)
� EU (European Union)
� EIP (EU Intelligent Transport System Platform)
� HGV (Heavy Goods Vehicle1)
� IBEC (International Benefits Evaluation Community)
� IET (The Institution of Engineering and Technology)
� ITS (Intelligent Transport System)
� KPI (Key Performance Indicator)
� MSD (eCall: Minimum Set of Data )
� NPVB (Net Present Value of Benefits)
� NPVC (Net Present Value of Costs)
� SE (Speed Enforcement)
� TCC (Traffic Control Centre)
� TEN-T (The Trans-European Transport Networks in Europe)
� TIS (Travel Information System)
� TMP (Traffic Management Plan)
� UK (United Kingdom)
� US (United Sates)
� VOT (Value of Time)
1 http://www.transportpolicy.net/standard/eu-vehicle-definitions/
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1 Executive Summary
The Arc Atlantique ITS Corridor is an ITS Corridor located in the western regions of the EU. It
promotes the wider implementation of ITS systems and services to increase the benefits of reduced
congestion, improved safety and reduced environmental impact. The Corridor is coincident with the
Core TEN-T network and North Sea – Mediterranean multi modal corridor.
The Arc Atlantique comprises 7 Member States and the project is coordinated by the UK.
Along the length of the corridor a series of ITS projects have been implemented each of which are
designed to improve the overall performance of the corridor, for instance through easing bottlenecks.
The M60 J8 - M62 J20 is one such project that is primarily designed to ease congestion on the
section of the ITS Corridor that is located in the north west of England in the vicinity of Manchester,
England UK. The project comprises the deployment of ITS technologies and services combined with
adaptations to the civil engineering infrastructure to form a Smart Motorway.
The project has now gone live while the systems and services will require ‘fine tuning’ during 2018.
For an evaluation to be definitive, an ex-anti and ex-post evaluation is required. This is normally
undertaken over three years to prior to, and three year post ‘go live’. This is not possible for this
summary evaluation since it has been drafted some 6 months after completion.
This document provides information on the impact or predicted impact of the project. Because the
data has been sourced from businesses cases and experience from across other similar projects,
and is often limited in scope, caution is advised when extrapolating data or using data in this report
as definitive input for other purposes.
The deployment and impact KPI’s used in this report are based on the agreed measures established
by the EU EIP Activity 5 Evaluation working group. Further details are given in this report.
1.1 ITS Deployment Status
The project is complete and ‘fine tuning’ of the project is now underway which involves adaptations
to algorithms and ITS systems to optimise the ITS solution. The table below provides a summary of
key deployment KPI.
Deployment
KPI
Description EU Priority Area Benefit
Description
Results - Km
Incident
Detection and
Incident
Management
Length road network covered
or impacted by incident
detection and incident
management.
Road safety and security
applications (Deployment KPIs –
comprehensiveness of offering of
ITS equipment to users)
Covered: 27
Potentially
Impacted*: 85
Automated
Speed Detection
Length of road network
covered or impacted by
automated speed detection.
Road safety and security
applications (Deployment KPIs –
comprehensiveness of offering of
ITS equipment to users)
Covered: 27
Potentially
Impacted*: 85
Traffic Condition
and Travel Time
Information
Length of road covered or
impacted by websites/over-
Optimal use of road traffic and travel
data (Deployment KPIs –
Covered: 27
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Deployment
KPI
Description EU Priority Area Benefit
Description
Results - Km
Service (TIS
DG03_05)
the-air Services offering traffic
and travel information.
comprehensiveness of offering of
ITS data to users)
Potentially
Impacted*: 85
Intelligent
Services in
accordance to
Delegated
Regulations
under the ITS
Directive
Length of road covered or
impacted by real-time traffic
information Services
Linking the vehicle with the
transport infrastructure
(Deployment KPIs –
comprehensiveness of offering of
ITS equipment to users)
Covered: 27
Potentially
Impacted*: 85
Length of road covered or
impacted by road safety
related traffic information
Services
Linking the vehicle with the
transport infrastructure
(Deployment KPIs –
comprehensiveness of offering of
ITS equipment to users)
Covered: 27
Potentially
Impacted*: 85
Variable Speed
Limits
Length of road covered or
impacted by Variable
Message Signs;
Road safety and security
applications (Deployment KPIs –
comprehensiveness of offering of
ITS equipment to users)
Covered: 27
Potentially
Impacted*: 85
Length of road covered or
impacted by Spot Speed
Enforcement (SE) Cameras;
and
Road safety and security
applications (Deployment KPIs –
comprehensiveness of offering of
ITS equipment to users)
Covered: 27
Potentially
Impacted*: 85
Forecast and
Real Time Event
Information
Length of road network
covered or impacted by
Forecast (pre-trip) and Real
Time (on-trip) Event
Information about both
expected and unexpected
abnormal events (situations)
faced by road users
Optimal use of road traffic and travel
data (Deployment KPIs –
comprehensiveness of offering of
ITS data to users)
Covered: 27
Potentially
Impacted*: 85
Weather
Information
Service
Length of road network
covered or impacted by
Forecast (pre-trip) and Real
Time (on-trip) Weather
Information Service.
Road safety and security
applications (Deployment KPIs –
comprehensiveness of offering of
ITS equipment to users)
Covered: 27
Potentially
Impacted*: 85
Hard Shoulder
Running
Length of road network
covered or impacted by Hard
Shoulder Running.
Optimal use of road traffic and travel
data (Deployment KPIs –
comprehensiveness of offering of
ITS data to users)
Covered: 27
Potentially
Impacted*: 85
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1.2 Impact on Traffic Flow, Safety and the Environment
The table below summarises the impacts arising from the project for each of traffic flow, safety and
the environment as applicable. Fine tuning of the systems is likely to provide further benefits.
Benefit KPI Description EU ITS Priority
Area Benefit
Description
Results*
Change in
Traffic Flow
Change in traffic flow (e.g. vehicles
per hour/day at spot location),
measured at specific locations of the
road network affected by the
implementation of the relevant ITS
system and service.
Network
efficiency and
congestion
(Benefit KPIs)
+10% - 20%
Change in Road
Traffic Journey
Time Variability
Change in journey time variability. For
a longer period (e.g. a few weeks or a
month) the journey times should be
put into one set and then the standard
deviation should be taken.
Network
efficiency and
congestion
(Benefit KPIs)
Variability
reduction of 20%
Change in
Bottleneck
Congestion
Congestion (Lost Vehicle Hours/
Time Saving).
Network
efficiency and
congestion
(Benefit KPIs)
Decrease in VLH
22% - 26%
Change in
Journey Time
Journey time is the indicator to
determine the impact of a measure on
the road users. Measured along the
road network affected by the
implementation of the ITS system.
Network
efficiency and
congestion
(Benefit KPIs)
4 - 8%
improvement
during peak time
Change in
Accident
Numbers and
Severity
Absolute and % change in number of
reported accidents of all severities as
well as accident rates (i.e. accidents
per vehicle-km travelled) measured
along the road network (TEN-T and/or
National) affected by the
implementation of the relevant ITS
system. Absolute number of
accidents
Improve road
Safety (Benefit
KPIs)
Collision rate (all
severities)
-20%
Change in CO2
emissions
Change in annual CO2 emissions
(Tons) (absolute and % difference)
measured along the road network
(TEN-T and/or National) affected by
the implementation of the relevant
ITS system.
Improving
Environmental
impacts (Benefit
KPIs)
-4%
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Based on information that is available, it has been concluded that the project has had a beneficial
impact on flow. Levels of congestion have decreased and journey time variability become more
consistent. Journey times are also expected to have improved during certain periods of
measurement, for instance at peak time. The safety record for the road has not been impacted
negatively on what would have been expected if the road had remained a standard motorway design,
and not converted to a Smart Motorway. The profile of the accidents are likely to have changed and
the collision rate reduced. In terms of environmental performance, the impact has been shown to be
positive.
The project has contributed to delivering the EU priority areas set out in Articles 2 and 3 of Directive
2010/40/EU. This has been assessed using Deployment and Benefit KPI’s set out in EU/EIP ITS
Deployment and Benefit KPIs definitions Technical Reference v10.0, 08 February 2017.
Based on these benefits, BCR’s are positive, and predictions for similar schemes due for
implementation in England are showing strong overall economic gains. This is to the extent that a
programme for wider conversion of the network to ITS enabled Smart Motorway traffic management
solutions is now established. This project is relevant to other Member States and is largely
transferrable.
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2 Description of the Problem
2.1 Issues Addressed
This project has been implemented on a stretch of the UK network that experiences significant
problems in terms of congestion, journey time reliability, safety and air quality. The M60 motorway
is the motorway that links the M6 with the conurbation of Manchester and the M62 links across to
the north east of England. The route is significant for carrying traffic destined for Scotland and
London. But more importantly forms part of an east west corridor connecting Merseyside with
Yorkshire and the Humber. It is part of the trans-European Route 22. This stretch of road also forms
part of the ‘Manchester Box’ which is the orbital motorway around Manchester. As a consequence
the route carries significant traffic flows during peak and off peak times. Peak time occurs on Monday
through to Friday generally between the hours of 05.30 and 10.30. In the evening it is between 15.00
and 20.00hrs. On Saturday, traffic tends to peak during the middle of the day. The route is typically
used by 180,000 vehicles a day.
The key issues that needed to be addressed were the negative impact on the economy arising from
unreliable journey’s and delayed journey’s resulting in a less than ideal vehicle lost hours. Further,
the adverse impacts of poor air quality, and of key importance, the need to protect and improve on
the safety record on this part of the network were also points of concern. These are all priority areas
highlighted in ITS Directive (2010/40/EU).
As such this project sought to optimise the use of road traffic and travel data, implement ITS solutions
that protect and/or enhance road safety and security; given that the hard shoulder was to be used
as a running lane, increase network efficiency through a reduction in congestion, and improve
environmental impacts.
2.2 Site description
The M60 and M62 motorways are key routes in the north west of England. It carries traffic above
those for which it was designed. The route is partly co-incident with the North Sea Mediterranean
Core Corridor and is classified as part of the Core TEN-T network route E22. The road is fed by
elements of the Comprehensive network.
Under UK definitions, the route is classified as a Dual 3 motorway – dual carriageway with three
lanes in either direction.
Under the EUEIP Operating Environment classification system, the road is T4 / S2 / P1 i.e. motorway
link with seasonal and/ or daily flow related traffic impact, potential safety concerns, / motorway
corridor or network, daily flow related to traffic impact, possibly safety concerns / peri urban motorway
or road interfacing urban environment, possibly safety concerns. A full list of Operating
Environments are given in Annex 1.
The map below indicates the location of the route within the context of northern United Kingdom.
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M60 J8 – M62 J20 Smart Motoway Location, England
The road is largely sub – urban. The M62 to the north east becomes more rural in nature. In carrying
long distance traffic from east to west, the road connects the large towns close to Manchester of
Rochdale, Prestwich and Eccles and the ports in the north east and north west of England.
Typical Characteristic of the Motorway
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As a consequence of each of these characteristics, the road carries local, regional and international
traffic. As this section of the road forms part of an orbital motorway, it is particularly susceptible to
traffic choosing to travel around the city of Manchester rather than travel through the centre.
The result is a problem of near continuous congestion on the peri-urban sections and less than
satisfactory journey time reliability throughout the day but also at peak times. The road is impacted
by local events rather than seasonal ones; for instance football match days. Because the road is a
near saturation it is sensitive to incidents, so a reduction in the number or severity of incident would
be of benefit.
Given the projected increase in traffic flows predicted across the UK due to increase economic
activity, particular investments in the north of England, and wider ownership of vehicles, this section
of the M60 was predicted to become even more congested, beyond that experienced before
implementation of the ITS project.
The project was therefore designed to impact current congestion as well as mitigated against
expected increases in demand in the coming years. Further, to achieve this without adverse impact
on the safety record and delays arising from incidents.
2.3 Research Questions
At the outset of this project research questions designed for the purposes of evaluation were not
postulated as such, however Highways England undertake post opening evaluations to assess the
success of projects. These evaluations seek to answer key questions that ultimately measure
whether the project has been successful and can justify the level of expenditure for their
implementation and operation. These evaluations need to be pragmatic whilst being supportable.
Implementing Smart Motorways through provision of ITS systems and services involves increasing
capacity through introducing Variable Mandatory Speed Limits and increasing the number of running
lanes by re-allocating space previously used by the hard shoulder.
The impact of directly increasing the capacity of the road and further managing capacity using
Variable Mandatory Speed Limits is that periods of congestion are expected to be less frequent,
shorter and less intense leading to reductions in journey time and better journey time reliability. The
road effectively becomes more resilient to regular and incident related congestion.
Furthermore the road is more capable of absorbing expected increases in traffic flow resulting from
increased economic activity, increased population and wider use of road network in the coming
years.
In addition, safety benefits can be realised as traffic speeds become more consistent and the speed
differential between lanes reduces. This change in flow characteristics also impacts emissions.
Finally if incidents become less frequent the time taken to manage incidents and the consequential
delays that arise through slow or stopped traffic is ameliorated.
To inform these points, pertinent research questions for which answers will be sought are:
a) What is the length of road over which the ITS is deployed?
b) What is length of the scheme over which the ITS project is likely to have an impact?
c) What has been the change in traffic flow as a result of the project?
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d) Has there been a change in journey time variability?
e) Has the level of congestion changed?
f) Has there been a change in journey time as a result of the scheme?
g) Has there been an impact on accident numbers or severity?
h) Has there been an environmental impact as a result of the scheme?
Relevant KPI’s to measure the results of the above research questions are described in sub- section
3.4.
2.4 Objectives for the Evaluation
It must be noted, that full evaluations of projects of this type are not completed until at least 3 years
after opening of the scheme. Data used in this evaluation report will use actual data where this is
available. This is very limited so data obtained from similar schemes of this type is used.
The objective of this evaluation is to seek to answer the research questions summarised in 2.3 above
over the stretch of the motorway where the ITS systems and services have been deployed. The
evaluation focusses on deployment as well as impact and benefits.
Evaluation will be achieved through use of actual data where this is available, and coupling this with
data that is available from similar schemes. This will indicate concurrence with expected results. The
expected results would have been used to inform the pre implementation business case for the
project.
The results, which can only be considered as indicative because of this approach, can be used to
help form opinions as to whether ITS systems and services of the type implemented on this road
result in positive outcomes and benefits to the road user and operator.
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3 Description of the ITS Project
3.1 ITS Selection Rationale and Objectives
The UK’s Highways England has been studying the effects of the introduction of various forms of
ITS and ITS enabled traffic management schemes with the objective of improving the overall
performance of the network and increasing user satisfaction. Initially, this was driven by the need to
understand whether ITS can help resolved the need for additional capacity on the network without
widening roads, specifically where there are severe engineering and political constraints. This led to
the introduction of variable mandatory speed limits with enforcement, initially on the M25 on the west
side of London. Termed ‘controlled’ motorways, maximum speeds for each lane are automatically
set using an algorithm that uses real time traffic counts and speed.
There was considerable research looking at the immediate and longer term impacts of the project.
The results from this type of scheme indicated a 1.5% increase in throughput over the 5 hour peak
periods without an increase in congestion. Furthermore, journey times were shown to decrease.
Journey time reliability also improved during the peak period. Notably, a reduction in the frequency
and severity of shockwaves was also recorded. These impacts increased the efficiency of the road.
Importantly the accident record where variable speed limits were introduced indicated a reduction of
10% in injury accidents, and the severity of accidents also reduced with fewer damage only incidents.
These metrics indicated the safety record improved, again contributing to efficiency of the road
network due to improvement in the management of incidents.
In terms of environmental impacts it was noted that there was an overall decrease in emissions of
between 2% and 8% depending on the emission measured. The reduction in stop-start driving and
improved compliance with the speed limits reduced the weekday traffic noise adjacent to the
carriageway by around 0.7 decibels. Introducing variable speed limits therefore indicated improved
environmental performance of the road.
Separate studies have also shown that user acceptability of the scheme was good with over 60% of
the drivers agreeing that the traffic management solution using Variable Speed Limits was an
improvement to the road network.
With this and other later schemes indicating similar benefits, the rationale behind introducing variable
mandatory speed limits on the M60 was to gain similar benefits for congestion, safety and
environmental performance.
However the problem of severe under capacity in the short and longer term could not be addressed
entirely through introducing variable speed limits alone. Hard shoulder running was also
implemented to provide additional capacity. Introducing hard shoulder running is only feasible when
ITS systems and services are deployed for control and safety. Hard shoulder running is therefore an
ITS enabled traffic management solution and requires comprehensive signing, real time traffic
monitoring and regional control office management.
The rationale for deploying additional and more comprehensive ITS such as those highlighted above
combined with automated and visual lane monitoring, additional communications services and lane
control, for instance Red X for closing traffic lanes, was specifically to benefit from the additional
capacity achievable through hard shoulder running.
Combining the benefits achieved from ‘controlled motorways’ and hard shoulder running was
therefore the key reason for selecting and implementing the chosen Intelligent Transport Systems
for this scheme. In the UK this combination of technology and the traffic management processes
applied is termed a ‘Smart’ Motorway.
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In terms of the EUEIP ITS Level of Service Descriptions for Traffic Management, the M60 J8 – M62
J20 prior to introduction of the new ITS was classified as Level 3. Following completion of the scheme
the Level of Service would increase to Level 4.
3.2 Status of the Project
The scheme is complete with fine tuning of the systems expected during 2018.
3.3 Systems and Technologies Applied
Highways England deployed ‘Smart’ motorway systems on this road. This is part of the Highways
England’s tool kit for Smart Motorways which comprises a series of technologies which have been
developed over a number of years and are proven to meet legal, technical and outcome
requirements in terms of impact on traffic.
Of key importance to the solution is the deployment of the technologies in a predefined way to ensure
compliance with traffic regulations and also to enable enforcement of the variable mandatory speed
limits. Further, the specifications for the design ensure a consistent approach to deployment of the
technologies to make sure they remain operationally within pre- defined limits. Further, that road
user come to know and understand what to expect and how to drive on Smart enabled roads.
In addition to the technologies deployed on the road and at the regional traffic control centre, the
carriageway required limited reconfiguration to allow for refuge areas to be used in case of incident.
This is because the hard shoulder is predesignated as a running lane.
The diagram below shows the ITS systems deployed and a typical configuration on the carriageway.
Typical Smart Motorway Technology Configuration
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ITS deployed in this scheme fall into four distinct groups:
1) Mandatory and advisory traffic information signs.
2) Traffic monitoring and enforcement systems.
3) Traffic Management Centre software
4) Communications and power systems
Mandatory and Advisory Traffic Signs
Signs used to implement a change in speed – to 50mph as opposed to the national speed limit of
70mph, are Advanced Matrix Indicators (AMI). This can be used to display mandatory speed limits,
indicate lanes are to be vacated and close lanes.
Speed limits are displayed with a red circle around them so they are mandatory. A red ‘X’ is displayed
to advise of a lane closure. This symbol usually follow signs with white arrows indicating that a lane
has to be vacated. These signs also have yellow ‘wig wag’ flashing lights to highlight hazards.
Advanced indicator signs are positioned over each lane on ‘portal gantries’ at the beginning of the
Smart motorway section of the carriageway. Portal gantries are positioned after each ‘on ramp’ within
the Smart motorway section.
In addition to the Advanced Matrix Indicators located on portal gantries, traffic information signs are
located at portal gantries and at pre-determined spacing. These are used to confirm the imposed
speed limit and provide traffic and travel information such as time to next junction, hazards and
incidents.
A further series of variable message signed are located at the roadside for use in lane closures for
maintenance and incident management.
M62 Advanced Indicator Signs Used for Variable Speed Limits
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MS4 Signs Used for Traffic and Travel Information, Incident Warning
Over lane Advanced Message Signs and an MS4 Traffic Information Sign. The MS4 sign can use
pictograms for certain message categories.
Traffic Monitoring and Enforcement Systems
Smart motorways rely on acquisition of real time traffic data collected at 15 minute intervals to
monitor the volume and speed of traffic in each lane. This data is used to set speed limits, detect
incidents and input into systems that calculate travels times. This data is also used off line for the
purposes of accessing the impact of the Smart motorway solution. Data is captured using a series
of loop detectors and in some instances radar. CCTV is deployed for traffic and incident monitoring.
Speed limits within the controlled zone are mandatory. The benefits that can be gained through
modifying speed limits are only achievable if there is a high degree of compliance so laminar flow is
achieved. Digital enforcement systems are therefore deployed at pre-determined intervals. These
are located on the gantries and measure spot speed within the controlled zones. The enforcement
camera systems are ‘Type ‘Approved’ and operate under strict governance arrangements.
Traffic Management Centre Software
Software located in the Regional Traffic Control Centre processes data received from the roadside.
Using algorithms specifically developed for motorways where variable speed limits are used, levels
of congestion, speed, flow and other measures are used to calculate and initiate revised speed limits.
These are automated but control centre intervention is possible.
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Communications and Power Systems
Considerable numbers of road side technologies are deployed for Smart Motorways. These all
require power supplies and communications systems between roadside devices and from the
roadside to the Regional Traffic Control Centre. This is achieved through extending the National
Road Telecommunications System (NRTS) which comprises fibre optic cabling and wireless
communications as required.
Summarising, ITS technology deployed on the M60 J8 - M62 J20 includes the following key items.
In all, over 3200 separate items of active and passive technology and infrastructure has been
installed on this section of the M60 J8 – M62 J20.
MS4 Message Sign 91 No.
Advanced Indicator Signs 262 No.
Weather Detection/stations 3 No.
Detector Radar and Loops 100 No.
CCTV 50 No.
New Power and Technology Cabling 200 km
3.4 ITS Deployment Status (Deployment KPIs)
For this project the following Deployment KPI’s (Column 1) are relevant and can be informed by data
from this project or data transferrable from similar projects of this type (see 2.4 above). Description
of the KPI’s have been shortened for brevity (Column 2). Refer to EU/EIP ITS Deployment and
Benefit KPIs definitions Technical Reference v10.0, 08 February 2017 for a full description. A
summary of all KPI is given in Annex 3. The EU ITS priority areas are given in Annex 2.
These KPI’s and descriptions are also referenced to the EU Priority Area descriptions that this ITS
project is addressing (Column 3). See above link for the full descriptions.
Column 4 references the Research Questions posed in section 2.3.
Deployment
KPI
Description EU Priority Area Benefit
Description
Research
Question Ref.
Incident
Detection and
Incident
Management
Length road network covered
or impacted by incident
detection and incident
management.
Road safety and security
applications (Deployment KPIs –
comprehensiveness of offering of
ITS equipment to users)
a,b
Automated
Speed Detection
Length of road network
covered or impacted by
automated speed detection.
Road safety and security
applications (Deployment KPIs –
comprehensiveness of offering of
ITS equipment to users)
a,b
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Deployment
KPI
Description EU Priority Area Benefit
Description
Research
Question Ref.
Traffic Condition
and Travel Time
Information
Service (TIS
DG03_05)
Length of road covered or
impacted by websites/over-
the-air Services offering traffic
and travel information.
Optimal use of road traffic and travel
data (Deployment KPIs –
comprehensiveness of offering of
ITS data to users)
a,b
Intelligent
Services in
accordance to
Delegated
Regulations
under the ITS
Directive
Length of road covered or
impacted by real-time traffic
information Services
Linking the vehicle with the
transport infrastructure
(Deployment KPIs –
comprehensiveness of offering of
ITS equipment to users)
a,b
Length of road covered or
impacted by road safety
related traffic information
Services
Linking the vehicle with the
transport infrastructure
(Deployment KPIs –
comprehensiveness of offering of
ITS equipment to users)
a,b
Variable Speed
Limits
Length of road covered or
impacted by Variable
Message Signs;
Road safety and security
applications (Deployment KPIs –
comprehensiveness of offering of
ITS equipment to users)
a,b
Length of road covered or
impacted by Spot Speed
Enforcement (SE) Cameras;
and
Road safety and security
applications (Deployment KPIs –
comprehensiveness of offering of
ITS equipment to users)
a,b
Forecast and
Real Time Event
Information
Length of road network
covered or impacted by
Forecast (pre-trip) and Real
Time (on-trip) Event
Information about both
expected and unexpected
abnormal events (situations)
faced by road users
Optimal use of road traffic and travel
data (Deployment KPIs –
comprehensiveness of offering of
ITS data to users)
a,b
Weather
Information
Service
Length of road network
covered or impacted by
Forecast (pre-trip) and Real
Time (on-trip) Weather
Information Service.
Road safety and security
applications (Deployment KPIs –
comprehensiveness of offering of
ITS equipment to users)
a,b
Hard Shoulder
Running
Length of road network
covered or impacted by Hard
Shoulder Running.
Optimal use of road traffic and travel
data (Deployment KPIs –
comprehensiveness of offering of
ITS data to users)
a,b
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4 Evaluation
4.1 Research Questions Answered
Not all the research questions posed in sub-section 2.3 are answerable by using information directly
from this scheme. This is because it is too early to gather data in the quantities required, and over a
reasonable period of time post opening, to derive factual and verifiable information.
However information from similar schemes can be used as an indication of the likely results that
could come from this project.
All 8 research questions posed in sub-section 2.3 have been answered to a greater or lesser extent
using the methodology described in the sub-section below.
4.2 Methods
Highways England uses best practice developed over a number of years to assess results arising
from the implementation of ITS and ITS enabled traffic management schemes such as a Smart
Motorway implemented on the M60 J8 - M62 J20.
Traffic performance is monitored for all junction to junction links on the motorway network at 15
minute intervals throughout each day and all year. Highways England’s MIDAS system uses loops
spaced at approximately 500m as well as radar detectors and floating vehicle data to produce a
comprehensive data set from which evaluations can be made.
As with all Smart Motorway projects a full set of ex-ante data is available from which the ‘as before’
implementation situation can be understood.
Because of the short time period since the project was implemented. It is not feasible to obtain post
implementation data and therefore evaluate results for this scheme with confidence. The
methodology used for this evaluation is therefore to consider results derived from similar Smart
Motorway schemes and apply these to the M60 & M62 where this can be reasonably achieved. Data
from similar schemes has been derived from evaluations that have been undertaken using Highways
England’s agreed methodological approach, modified as appropriate for the specific circumstances
and agreed scope for the evaluation. This data is therefore reliable.
4.3 Timing and Type of Evaluation
Data has been gathered prior to the implementation of the ITS scheme. This will be used as the
‘before’ ex-ante situation for the 3 year post opening performance evaluation report scheduled to be
undertaken in 2020. As there has not been enough time to gather post opening data or evaluate the
limited data that is available, this evaluation uses ex – post evaluation experience and results from
other schemes.
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4.4 Technical Performance
The technical performance of the scheme does not form part of this evaluation. However based on
commissioning data it has been found to be compliant with Highways England Technical
Specifications for Smart Motorways. Technical performance of the technology must meet the
specifications for the scheme which have been developed over a number of years using a continuous
improvement methodology.
4.5 Selected Benefit KPIs
For this project the following Benefit KPI’s (Column 1) are relevant and can be informed by data from
this project or data transferrable from similar projects of this type (see 2.4 above). Description of the
KPI’s have been shortened for brevity (Column 2). Refer to EU/EIP ITS Deployment and Benefit
KPIs definitions Technical Reference v10.0, 08 February 2017 for a full description.
These KPI’s and descriptions are also referenced to the EU Priority Area descriptions that the ITS
Projects is addressing (Column 3). See above link for the full descriptions.
In Column 4 the research question reference is given. The Benefit KPI will be used to answer the
research questions. See sub-section 2.3 for the research questions and Annex 4 for the full benefit
KPI descriptions. These have been adapted for this evaluation. The EU ITS priority areas are given
in Annex 2.
Benefit KPI Description EU ITS Priority
Area Benefit
Description
Research
Question Ref.
Change in
Traffic Flow
Change in traffic flow (e.g. vehicles
per hour/day at spot location),
measured at specific locations of the
road network affected by the
implementation of the relevant ITS
system and service.
Network
efficiency and
congestion
(Benefit KPIs)
c
Change in Road
Traffic Journey
Time Variability
Change in journey time variability. For
a longer period (e.g. a few weeks or a
month) the journey times should be
put into one set and then the standard
deviation should be taken.
Network
efficiency and
congestion
(Benefit KPIs)
d
Change in
Bottleneck
Congestion
Change in journey time variability. For
a longer period (e.g. a few weeks or a
month) the journey times should be
put into one set and then the standard
deviation should be taken.
Network
efficiency and
congestion
(Benefit KPIs)
e
Change in
Journey Time
Journey time is the indicator to
determine the impact of a measure on
the road users. Measured along the
Network
efficiency and
f
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Benefit KPI Description EU ITS Priority
Area Benefit
Description
Research
Question Ref.
road network affected by the
implementation of the ITS system.
congestion
(Benefit KPIs)
Change in
Accident
Numbers and
Severity
Absolute and % change in number of
reported accidents of all severities as
well as accident rates (i.e. accidents
per vehicle-km travelled) measured
along the road network (TEN-T and/or
National) affected by the
implementation of the relevant ITS
system. Absolute number of
accidents
Improve road
Safety (Benefit
KPIs)
g
Change in CO2
emissions
Change in annual CO2 emissions
(Tons) (absolute and % difference)
measured along the road network
(TEN-T and/or National) affected by
the implementation of the relevant
ITS system.
Improving
Environmental
impacts (Benefit
KPIs)
h
4.6 Results and Conclusions
The results presented below have been derived either directly from the scheme or from results
obtained from schemes that are similar in nature to the Smart Motorway implemented on the M60
J8 - M62 J20.
4.6.1 Deployment KPI’s Results
The table below presents the Deployment KPI’s and the results. This information is directly from the
M60 J8 - M62 J20 project which was complete in 2017.
Note that the Deployment KPI’s are measured in kilometres as proposed in the Grant Agreement for
the Arc Atlantique ITS Corridor.
Deployment
KPI
Description EU Priority Area Benefit
Description
Results - Km
Incident
Detection and
Incident
Management
Length road network covered
or impacted by incident
detection and incident
management.
Road safety and security
applications (Deployment KPIs –
comprehensiveness of offering of
ITS equipment to users)
Covered: 27
Potentially
Impacted*: 85
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Deployment
KPI
Description EU Priority Area Benefit
Description
Results - Km
Automated
Speed Detection
Length of road network
covered or impacted by
automated speed detection.
Road safety and security
applications (Deployment KPIs –
comprehensiveness of offering of
ITS equipment to users)
Covered: 27
Potentially
Impacted*: 85
Traffic Condition
and Travel Time
Information
Service (TIS
DG03_05)
Length of road covered or
impacted by websites/over-
the-air Services offering traffic
and travel information.
Optimal use of road traffic and travel
data (Deployment KPIs –
comprehensiveness of offering of
ITS data to users)
Covered: 27
Potentially
Impacted*: 85
Intelligent
Services in
accordance to
Delegated
Regulations
under the ITS
Directive
Length of road covered or
impacted by real-time traffic
information Services
Linking the vehicle with the
transport infrastructure
(Deployment KPIs –
comprehensiveness of offering of
ITS equipment to users)
Covered: 27
Potentially
Impacted*: 85
Length of road covered or
impacted by road safety
related traffic information
Services
Linking the vehicle with the
transport infrastructure
(Deployment KPIs –
comprehensiveness of offering of
ITS equipment to users)
Covered: 27
Potentially
Impacted*: 85
Variable Speed
Limits
Length of road covered or
impacted by Variable
Message Signs;
Road safety and security
applications (Deployment KPIs –
comprehensiveness of offering of
ITS equipment to users)
Covered: 27
Potentially
Impacted*: 85
Length of road covered or
impacted by Spot Speed
Enforcement (SE) Cameras;
and
Road safety and security
applications (Deployment KPIs –
comprehensiveness of offering of
ITS equipment to users)
Covered: 27
Potentially
Impacted*: 85
Forecast and
Real Time Event
Information
Length of road network
covered or impacted by
Forecast (pre-trip) and Real
Time (on-trip) Event
Information about both
expected and unexpected
abnormal events (situations)
faced by road users
Optimal use of road traffic and travel
data (Deployment KPIs –
comprehensiveness of offering of
ITS data to users)
Covered: 27
Potentially
Impacted*: 85
Weather
Information
Service
Length of road network
covered or impacted by
Forecast (pre-trip) and Real
Time (on-trip) Weather
Information Service.
Road safety and security
applications (Deployment KPIs –
comprehensiveness of offering of
ITS equipment to users)
Covered: 27
Potentially
Impacted*: 85
Hard Shoulder
Running
Length of road network
covered or impacted by Hard
Shoulder Running.
Optimal use of road traffic and travel
data (Deployment KPIs –
Covered: 27
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Deployment
KPI
Description EU Priority Area Benefit
Description
Results - Km
comprehensiveness of offering of
ITS data to users)
Potentially
Impacted*: 85
*Potentially Impacted. The potentially impacted measure is a figure that attempts to describe the
likely overall impact of the scheme in the context of a corridor. Where a particular location on a
corridor suffers considerable congestion it acts as a bottleneck to long distance traffic. Where this is
eased it could be considered that the corridor route has become more efficient in handling long
distance traffic on the Core TEN-T network. There is no agreed definition for ‘length of road impacted.
For the purposes of this evaluation it is taken as the total distance of the road (M62 and M60)
between motorway to motorway junctions within which the ITS project has been implemented.
4.6.1.1 Deployment KPI and EU ITS Priority Areas – Conclusions
The key conclusions that can be drawn from the results of the M60 J8 - M62 J20 ITS enabled Smart
Motorway scheme on this section of the TEN-T Core network are as follows:
The EU Priority Area of Road Safety and Security applications offered to users has increased over
27 km of the Core network with a possible impact of 85km on the wider corridor network. This has
been achieved through implementation of incident detection and incident management systems,
automated speed detection systems, deployment of variable speed limits with spot speed
enforcement and weather information services. As this information is also published via Highways
England’s data portal it could be considered that the priority area has been addressed more widely.
The EU Priority Area of Optimal Use of Road Traffic and Travel Data has increased through provision
of forecast and real time event information via comprehensive on road VMS along 27km of
carriageway as well as being published nationally via Highways England’s traffic information portal
and (National) Access Point. Further use is being made of the data to implement hard shoulder
running and implement variable mandatory (enforceable) speed limits.
Finally, the EU Priority Area of Linking the Vehicle with the Transport Infrastructure, albeit via visual
presentation or via in car mobile related applications has increased through provision of Intelligent
Services of real -time traffic information services and road safety related traffic information services
deployed in accordance with Delegated Regulations under the ITS Directive. This increase is
measured as the total length of the scheme which is 27km, but the potential impact is 85km.
Publication of this data via the portal which is made available for use by third parties, widens services
in this priority area still further.
4.6.1.2 Deployment KPI’s and Research Questions – Results and Conclusions
It can be concluded that the two relevant research questions posed these being; a) what is the length
of road over which the ITS is deployed? and; b) what is length of the scheme over which the ITS
project is likely to have an impact?, can be answered.
In respect to the first question the conclusion is 27km. However the conclusion to the second
question is likely to be in the region of 85km if the definition of potential impact as described in this
document is used. This could be much more given the density of motorways in this area. But the
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impact is likely to wider still, as traffic, travel and road status information is published via Highways
England’s traffic information portal – access point, so the data is nationally available. This can be
used for pre-trip and on-trip planning via a wide variety of channels.
4.6.2 Benefit KPI’s – Results
The following table includes measurements against each of the benefit KPI’s where this can be
derived either from the scheme or via data available from similar ITS enabled Smart motorway
projects.
Benefit KPI Description EU ITS Priority
Area Benefit
Description
Results*
Change in
Traffic Flow
Change in traffic flow (e.g. vehicles
per hour/day at spot location),
measured at specific locations of the
road network affected by the
implementation of the relevant ITS
system and service.
Network
efficiency and
congestion
(Benefit KPIs)
+10% - 20%
Change in Road
Traffic Journey
Time Variability
Change in journey time variability. For
a longer period (e.g. a few weeks or a
month) the journey times should be
put into one set and then the standard
deviation should be taken.
Network
efficiency and
congestion
(Benefit KPIs)
Variability
reduction of 20%
Change in
Bottleneck
Congestion
Congestion (Lost Vehicle Hours/
Time Saving).
Network
efficiency and
congestion
(Benefit KPIs)
Decrease in VLH
22% - 26%
Change in
Journey Time
Journey time is the indicator to
determine the impact of a measure on
the road users. Measured along the
road network affected by the
implementation of the ITS system.
Network
efficiency and
congestion
(Benefit KPIs)
4 - 8%
improvement
during peak time
Change in
Accident
Numbers and
Severity
Absolute and % change in number of
reported accidents of all severities as
well as accident rates (i.e. accidents
per vehicle-km travelled) measured
along the road network (TEN-T and/or
National) affected by the
implementation of the relevant ITS
system. Absolute number of
accidents
Improve road
Safety (Benefit
KPIs)
Collision rate (all
severities)
-20%
Change in CO2
emissions Change in annual CO2 emissions
(Tons) (absolute and % difference)
Improving
Environmental
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Benefit KPI Description EU ITS Priority
Area Benefit
Description
Results*
measured along the road network
(TEN-T and/or National) affected by
the implementation of the relevant
ITS system.
impacts (Benefit
KPIs)
-4%
*Results. A degree of caution needs be taken with these results due to their provenance. They should
be considered as indicative of what it is reasonable to assume could be achieved following the
implementation of this project on this section of the M60 & M62. Once the 3 year study has been
undertaken, the results could be higher or lower than those given above. The figures presented are
derived from a selection of similar schemes where evaluation is at an early or more complete stage.
These evaluations have been undertaken in accordance with Highways England agreed
methodologies.
4.6.2.1 Benefit KPI and EU ITS Priority Areas – Results Discussion & Conclusions
The EU Priority Area of Network Efficiency and Congestion can be informed by the four KPI’s of
Change in Traffic Flow, Change in Road Traffic Journey Time Variability, Change in Bottleneck
Congestion and Change in Journey Time.
Highways England uses similar KPI’s and these have been used in the above table. Figures for each
of these measures show an improvement on the ‘Before’ situation. Real benefits have therefore been
achieved in each priority area.
The EU Priority Area of Improved Road Safety is an important measure and a challenge to quantify
in the short term. At least three years statistics are required and then there might be overlying
changes such as national increases in traffic volumes that will influence the statistics. Based on
experience, a reduction in the overall collision rate could be expected. But this could mask other
impacts which have been experienced elsewhere in similar schemes such as near absence of fatal
accidents, but an increase in serious accidents.
What has been proven beyond doubt is that the safety record of Smart motorway projects as well as
roads where variable mandatory speed limits have been installed have no worse safety record than
before installation of the scheme. This takes account of the overall increase in volume of traffic
experienced over the same stretch of the road where Smart Motorways have been implemented.
The EU Priority Area of Improving Environmental Impact is in this case measured by reductions in
CO2 emissions. Where a motorway achieves better laminar flow i.e. there is less variability of speed
between each lane, and the lanes are running smoothly, CO2 emissions can fall as less fuel is
consumed. However this can be offset by higher overall volumes of traffic and changes in traffic mix.
Other measurements which disregard other influences have shown that variable mandatory speed
limits can reduce CO by 4%, NOx by 5%, PM by 10% and fuel consumption by 4%, but HC can
increase by 3%.
In conclusion, the benefits achievable from deploying ITS enabled Smart Motorways has been high
enough for Highways England to embark on a wider programme of Smart Motorway deployment. In
the following section details are given of a BCR which has been achieved from an existing scheme
– note this does not include all benefit/cost measures. Further the expected BCR results of a series
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of 15 Smart Motorway schemes which are currently, or are soon to be implemented are given. All
use EUEIP KPI’s as described above as inputs to the very positive KPI’s.
4.6.2.2 Benefit KPI’s and Research Questions – Results and Conclusions
A series of six research questions were posed as part of this study. These were:
a) What has been the change in traffic flow as a result of the project?
b) Has there been a change in journey time variability?
c) Has the level of congestion changed?
d) Has there been a change in journey time as a result of the scheme?
e) Has there been an impact on accident numbers or severity?
f) Has there been an environmental impact as a result of the scheme?
These questions can be answered and the results are given in the table above. However too fully
answer these questions, with a high degree of confidence in the results, a comprehensive project
evaluation exercise is required. This would include analysing data for at least three years before and
three years after project ‘go live’. Even then there may be factors outside the control of the project
that might have a significant impact. These can range from changes in economic activity, change in
traffic mix, legislation, and changes to standards and specification for infrastructure and vehicles.
This is why it is challenging to draw immediate and definitive conclusions. However using data from
a number of projects where evaluation is at a different stage, broad conclusions can be drawn. These
have been presented in the results table. In some instances this can be monetised for the purposes
of BCR calculations.
4.6.2.3 ITS Level of Service
The EUEIP has a classification of the ‘Level of (ITS) Service. This attempts to describe the level of
ITS systems and services which would normally be expected on traffic routes defined by their
Operating Environment.
At the outset of the project, the Level of Service provided on this section of the road was Level 3.
Following implementation the Level of Service increased to Level 4.
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5 Cost Benefit Analysis Results
5.1 Example Smart Motorway Project
A cost benefit analysis was undertaken for a similar scheme approximately 1 year after completion.
The short time between project ‘go live’ and the analysis being undertaken meant that the safety
benefits could not be taken into account. Nevertheless an indication of the overall Benefit Cost Ratio
could be derived. This is presented below. The prices are discounted back to 2002.
Out turn £
Journey Time Benefits 204.5
Vehicle Operating Costs -2.4
TEE impacts during construction -
TEE impacts during maintenance -
Safety Benefits -
Journey Time Reliability 77.6
Noise -
Carbon -0.7
Total Present Value benefits (PVB) £341.8
Investment Costs (ITS and Infrastructure) 272.4
Future Maintenance Costs
Indirect Tax Revenue -5.1
Total Present Costs (PVC) £243.3m
Benefit Cost Ratio 1.4
This BCR is lower than expected and forecast prior to implementation of the project. This was mainly
attributable to the Journey Time benefits being £434m less than predicted. This was due to the
overall increase in flow of traffic following opening. This could be attributable to supressed demand
and an overall increase in traffic throughout the UK due to increasing economic activity.
BCR’s have been calculated for a number of ITS enabled Smart Motorway schemes in England
which are now in the construction or pre construction phase.
The table below summarises these schemes. The benefits and costs are presented in 2010,
discounted to 2010, and cover appraisal periods of 60 years from respective scheme opening dates.
The table only includes monetised benefits for which values are included in the UK’s DfT Appraisal
Guidance.
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Scheme
Description
No. of
schemes
Total present
value
benefits
Total present
value costs
Net present
value
Benefit –
Cost ratio
Smart
Motorway
including full
suite of ITS
systems and
services
15
£16.3bn
£2.8bn
£13.4bn
5.7
For England, the Ministry classifies any investment as having very high Value for Money if the Benefit
to Cost Ratio (BCR) is greater than 4.0. On this basis Smart Motorway projects in the UK are very
good value for money, and as a consequence the Smart Motorway programme is being expanded.
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6 Overall Assessment & Transferability of the Results (European Dimension)
6.1 Overall Assessment
The overall assessment for this project is that it has made a positive contribution to the reduction of
congestion on this section of the TEN-T network. Using the approach to evaluation stated in this
report, there are positive results for both deployment and benefit KPI’s. Furthermore, BCR’s for this
type of project are positive.
Whilst benefits are achievable for all KPI’s used, it must be recognised that data used is a snap shot,
and wider information is required to gain a full picture as to the full implications, benefits and
outcomes arising from deploying comprehensive ITS and implementing Smart Motorways.
The experience in the UK of these types of solutions for heavily trafficked and under capacity
sections of network is positive but the general increase in traffic volumes arising from increased
economic activity often mask results in the longer term.
A question that should be considered is what would be the situation should the project not have been
implemented. In all cases this has been judged as worse, with the roads almost certainly being
gridlocked with all the negative metrics and connotations from such a situation on a key corridor
route being prevalent.
6.2 Transferability of results (European Dimension)
The results from this project and similar ones are likely to be transferrable to other European nations.
The Netherlands and Germany have experienced similar benefits. A point that must be acknowledge
is that implementing a Smart Motorway means the route becomes ‘active’ rather than ‘passive’ in
the sense that a Traffic Management solution is being adapted in real time. Further that there is
considerable technology deployed to monitor and manage the route in a safe and coordinated way.
As such there is an increased commitment to maintenance and operation of the road. This needs to
be considered in any planning or future business case.
6.2.1 Relevance to ITS Priority Areas and Actions
This project is highly relevant to the ITS Priority Areas stated in Articles 2 and 3 of Directive
2010/40/EU.
The project has contributed to the following areas in particular:
I. Optimal use of road, traffic and travel data,
II. Continuity of traffic and freight management ITS services,
III. ITS road safety and security applications,
IV. Linking the vehicle with the transport infrastructure.
(b) the provision of EU-wide real-time traffic information services;
(c) data and procedures for the provision, where possible, of road safety related minimum
universal traffic information free of charge to users;
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Annex 1 Operating Environments for ITS applications
The following table provides a summary of the relevant operating environments
(source: ITS Deployment Guideline “EasyWay Operating Environments”).
Definition of Operating Environment Evaluation
Relevant
Indicator
[tick as
appropriate]
C1 critical spots, local flow related traffic impact and/or potential safety concerns
T1 motorway (link), no flow related traffic impact and no major safety concerns
T2 motorway (link), no flow related traffic impact, potential safety concerns
T3 motorway (link), seasonal or daily flow related traffic impact, no major safety
concerns
T4 motorway (link), seasonal or daily flow related traffic impact, potential safety
concerns �
R1 two lane road (link), no flow related traffic impact, no major safety concerns
R2 two lane road (link), no flow related traffic impact, potential safety concerns
R3 two lane road (link), seasonal or daily flow related traffic impact, no major
safety concerns
R4 two lane road (link), seasonal or daily flow related traffic impact, potential
safety concerns
R5 three/four lane road (link), no flow related traffic impact, no major safety
concerns
R6 three/four lane road (link), no flow related traffic impact, potential safety
concerns
R7 three/four lane road (link), seasonal or daily flow related traffic impact, no
major safety concerns
R8 three/four lane road (link), seasonal or daily flow related traffic impact,
potential safety concerns
S1 motorway corridor or network, at most seasonal flow related impact, possibly
safety concerns
S2 motorway corridor or network, daily flow related traffic impact, possibly safety
concerns �
N1 road corridor or network, at most seasonal flow related traffic impact, possibly
safety concerns
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N2 road corridor or network, daily flow related traffic impact, possibly safety
concerns
P1 peri urban motorway or road interfacing urban environment, possibly safety
concerns �
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Annex 2 ITS Priority/Benefit Codes
The table below provides a summary of the ITS Priority Areas or Benefit Categories which are
relevant to the EU/EIP’s ITS KPI definitions and this evaluation. These codes, as one can see by
referring to the EU/EIP ITS Deployment and Benefit KPIs definitions Technical Reference v10.0, 08
February 2017, are used to categorise both Deployment and Benefit KPIs.
ITS
priority/
Benefit
Code
ITS Priority/Benefit Code brief description
Evaluation
Relevant
Indicator [tick
as
appropriate]
O Optimal use of road traffic and travel data (Deployment KPIs –
comprehensiveness of offering of ITS data to users) �
C Continuity of traffic and freight management ITS Services
(Deployment KPIs – seamless ITS Services to Private/Public
Transport/Freight users)
R Road safety and security applications (Deployment KPIs –
comprehensiveness of offering of ITS equipment to users) �
L Linking the vehicle with the transport infrastructure (Deployment
KPIs – comprehensiveness of offering of ITS equipment to users) �
N Network efficiency and congestion (Benefit KPIs) �
E Improving Environmental impacts (Benefit KPIs) �
S Improve road Safety (Benefit KPIs) �
I Enhance modal Integration (Benefit KPIs)
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Annex 3 Deployment KPIs description summary table
The table below provides a short description of the project’s Deployment KPIs, some of which may
be subject to evaluation in this document. The table below also provides summary of the
classification of the Deployment KPIs against the identified Priority Areas described in Annex 2 and
referred in Chapter 2.1 of this report. Please note that the KPIs listed below are described in greater
detail within the EU/EIP ITS Deployment and Benefit KPIs definitions Technical Reference v10.0, 08
February 2017.
Deployment
KPI Short
Name
Deployment KPI Long Name
ITS
Priorit
y Area/
Benefit
Catego
ry
Code
EU EIP CODE
Evaluation
Relevant
Indicator
[tick as
appropriate]
Incident
Detection
and Incident
Management
Length and % of road network (TEN-
T and/or National, as applicable)
covered or impacted by incident
detection and incident management.
R EUEIP-DKPI-
R1 �
Automated
Speed
Detection
Length and % of road network (TEN-
T and/or National, as applicable)
covered or impacted by automated
speed detection.
R EUEIP-DKPI-
R2
�
Dynamic
Public
Transport
Traveller
Information
Number and % of urban, inter-urban
and/or rural public transport stops for
which dynamic Traveller information
is made available to the public. Stops
include those provided with dynamic
Traveller information in the form of
both physical infrastructure (variable
message signs) and virtual
infrastructure (apps and/or other
means). Report separately by public
transport mode where possible.
O EUEIP-DKPI-
O1
Traffic
Condition
and Travel
Time
Information
Service (TIS
DG03_05)
Length and % of road network (TEN-
T and/or National, as applicable)
covered or impacted by
websites/over-the-air Services
offering traffic and travel information. O EUEIP-DKPI-
O2
�
Report separately:
1) Travel information
2) Traffic information
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3) Integrated traffic and travel
information
4) Freight specific information
5) Traffic management plan(s)
incl. cross border TMP
6) Traffic management and
control measures / equipment
7) Infrastructure or equipment
on the network to enable
Cooperative-ITS
8) Intelligent safety Services for
disabled and vulnerable road
users
Adaptive
Traffic
Control or
Prioritisation
Number and % of signal controlled
road intersections using adaptive
traffic control or prioritisation on the
TEN-T and/or National road
networks, as applicable.
C EUEIP-DKPI-
C1
Intelligent
Vehicles
Number and % of new vehicles
including the following intelligent
vehicle features (if and when data
becomes available). Report
separately for each country:
L EUEIP-DKPI-L1
1) safety readiness
2) automated operation
3) cooperative systems
4) Public (112) systems
5) Private eCall systems
In the case of 112 eCalls, measure
also the number of annual eCalls and
the % eCalls over the total number of
emergency calls for the same period.
Report separately by vehicle types
where possible, see breakdown by
vehicle classification section.
Intelligent
Services in
accordance
to Delegated
Regulations
under the
ITS Directive
Provision of intelligent Services on
the TENT-T core and comprehensive
networks that are compliant with the
Delegated Regulations of the ITS
Directive:
L EUEIP-DKPI-L2
1) Length and % of TEN-T
network and % of transport
�
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nodes covered by real-time
traffic information Services
that are compliant with the
requirements of Delegated
Regulation 962/2015
2) Length and % of TEN-T
network covered by road
safety related traffic
information Services
available free of charge to
users that are compliant with
the requirements of
Delegated Regulation
886/2013
�
3) Length and % of TEN-T
network and number and % of
freight nodes covered by
information Services for safe
and secure parking places for
trucks and commercial
vehicles that are compliant
with the requirements of
Delegated Regulation
885/2013.
4) Provision of EU-Wide
multimodal Travel Information
Services (to be advised,
pending publication of
Delegated Act xx/2017)
Speed Limit
Information
Length and % of road network (TEN-
T and/or National, as applicable)
covered or impacted by Speed limit
information, including: R EUEIP-DKPI-
R3
1) In-vehicle systems.
Variable
Speed
Limits
Length and % of road network (TEN-
T and/or National, as applicable)
covered or impacted by Variable
Speed Limits, including:
R EUEIP-DKPI-
R4
1) Variable Message Signs; �
2) Spot Speed Enforcement
(SE) Cameras; and
�
3) Average Speed Enforcement
(SE) Cameras
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Forecast
and Real
Time Event
Information
Length and % of road network (TEN-
T and/or National, as applicable)
covered or impacted by Forecast
(pre-trip) and Real Time (on-trip)
Event Information about both
expected and unexpected abnormal
events (situations) faced by road
users
O EUEIP-DKPI-
O3
�
Weather
Information
Service
Length and % of road network (TEN-
T and/or National, as applicable)
covered or impacted by Forecast
(pre-trip) and Real Time (on-trip)
Weather Information Service
R EUEIP-DKPI-
R5
�
Co-Modal
Traveller
Information
Length and % of road network (TEN-
T and/or National, as applicable)
covered or impacted by Co-Modal
Traveller Information; i.e. offering
parallel information for more than one
mode/means of transport. Inter-
modal Services offer in addition the
combination of several
modes/means of transport within one
route.
I EUEIP-DKPI-I1
Dynamic
Lane
Management
Length and % of road network (TEN-
T and/or National, as applicable)
covered or impacted by Dynamic
Lane Management
O EUEIP-DKPI-
O4
Hard
Shoulder
Running
Length and % of road network (TEN-
T and/or National, as applicable)
covered or impacted by Hard
Shoulder Running
O EUEIP-DKPI-
O5
�
HGV
Overtaking
Ban
Length and % of road network (TEN-
T and/or National, as applicable)
covered or impacted by Dynamic
HGV Overtaking Ban
R EUEIP-DKPI-
R6
Traffic
Management
Plan Service
for Corridors
and
Networks
Length and % of road network (TEN-
T and/or National, as applicable)
covered or impacted by Traffic
Management Plan Service for
Corridors and Networks
O EUEIP-DKPI-
O6
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Dynamic
Information
on
Intelligent
Truck
Parking
Length and % of road network (TEN-
T and/or National, as applicable)
covered or impacted by Dynamic
information on Intelligent truck
parking (for ITS Parking Guidance
Systems). Number and % of rest
areas on the road network (TEN-T
and/or National, as applicable)
covered or impacted by Intelligent
Truck Parking and Secure Truck
Parking (for ITS reservation
systems). As an alternative use to
truck parking lots.
R EUEIP-DKPI-
R7
Ramp
Metering
Number and % of access points on
the road network (TEN-T and/or
National, as applicable) equipped
with Ramp Metering
O EUEIP-DKPI-
O7
DATEX II
Data
Exchange
Services
Traffic Centres / Data Exchange /
Traffic Control and Information
Centres KPIs:
C EUEIP-DKPI-
C2
1) Provision of data exchange
Services via DATEX II at
traffic centres (No. and % of
traffic centres equipped with
minimum level of service)
2) Length and % of TEN-T
network covered by traffic
centre data exchange
Services via DATEX II
3) Number of: DATEX II
links/content access
points/connected nodes to
access points/nodes at TCC
Cooperative-
ITS Services
and
Applications
(road KPI)
Length and % of TEN-T and/or
National road network (in km)
covered by C-ITS Services or
applications. PLEASE ALSO refer to
DGMOVE KPI in Appendix B.
L EUEIP-DKPI-L2
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Annex 4 Benefit KPIs description summary table
The table below provides a short description of the project’s Benefit KPIs, some of which may be
subject to evaluation in this document. Please note that the KPIs listed below are described in greater
detail within the EU/EIP ITS Deployment and Benefit KPIs definitions Technical Reference v10.0, 08
February 2017.
Benefit KPI
Short
Name
Benefit KPI Long Name EU/EIP
Code
Evaluation
Relevant
Indicator
[tick as
appropriate]
Change in
Traffic
Flow
Change in traffic flow (e.g. vehicles per hour/day at
spot location), measured at specific locations of the
road network (TEN-T and/or National) affected by the
implementation of the relevant ITS system. Estimates
to cover instances where changes in traffic flows are
also linked to wider re-routeing effects. Estimates to
refer to any evaluator’s specified timeframe (e.g. the
morning peak from 06:00 until 09:59 hrs, inter-peak
10.00 until 16.00, 24hr period, etc). The change in
traffic flows can easily be derived from the measured
spot/network traffic flows if the selected timeframes are
defined consistently. Report separately by vehicle type
where possible and provide clear descriptions of
adopted vehicle classifications.
EUEIP-
BKPI-N1
Change in
Road
Traffic
Journey
Time
Variability
Change in journey time variability as measured
coefficient of variation (standard deviation of the
measured travel times for a certain route or a part of a
route). Change in coefficient of variation measured
along the road network (TEN-T and/or National)
affected by the implementation of the relevant ITS
system. Estimates to refer to any evaluator’s specified
timeframe (e.g. the morning peak from 06:00 until
09:59 hrs, inter-peak 10.00 until 16.00, 24hr period,
etc). The change in journey time coefficient of variation
can easily be derived if the selected timeframes are
defined consistently. Report separately by vehicle type
where possible and provide clear descriptions of
adopted vehicle classifications.
For a longer period (e.g. a few weeks or a month) the
journey times should be put into one set and then the
standard deviation should be taken.
EUEIP-
BKPI-N2
Change in
Bottleneck
Congestion
Congestion (LOST VEHICLE HOURS / TIME
SAVING): Total delay or vehicle hours lost expressed
as the difference between the total time spent and a
weighted (with the flow) reference (free-flow) journey
EUEIP-
BKPI-N3
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time. Estimates can refer to any evaluator’s specified
timeframe (e.g. the morning peak from 06:00 until
09:59 hrs, inter-peak 10.00 until 16.00, 24hr period,
etc) and a specified time period (e.g. working days,
excluding holidays).
Change in
Journey
Time
JOURNEY TIME: Journey time is the indicator to
determine the impact of a measure on the road users.
It is measured along the road network (TEN-T and/or
National Road networks) affected by the
implementation of the ITS system. Estimates to refer to
any evaluator’s specified timeframe (e.g. the morning
peak from 06:00 until 09:59 hrs, inter-peak 10.00 until
16.00, 24hr period, etc). The change in journey times
can easily be derived from the measured journey times
if the selected timeframes are defined consistently.
EUEIP-
BKPI-N4
Change in
Demand
for Travel
Difference in Vehicle-km driven: The distance travelled
or vehicle kilometres driven is a network indicator and
is defined as the product of the length of a road section
and the flow on that road section. Change in vehicle-
km travelled measured along the road network (TEN-T
and/or National) affected by the implementation of the
relevant ITS system. Estimates to refer to any
evaluator’s specified timeframe (e.g. the morning peak
from 06:00 until 09:59 hrs, inter-peak 10.00 until 16.00,
24hr period, etc). The change in vehicle-km travelled
can easily be derived if the selected timeframes are
defined consistently. The summation of all or a part of
the road sections gives the total distance travelled in
the network or study area.
EUEIP-
BKPI-N5
Change in
Mode
Share
Change in mode share (% mode share points) on
corridors where ITS has been implemented. Report
percentage mode share separately for each mode, see
breakdown by vehicle classification section.
EUEIP-
BKPI-I1
Change in
Accident
Numbers
and
Severity
Absolute and % change in number of reported
accidents of all severities as well as accident rates (i.e.
accidents per vehicle-km travelled) measured along
the road network (TEN-T and/or National) affected by
the implementation of the relevant ITS system.
Absolute number of accidents Estimates to refer to any
evaluator’s specified timeframe (e.g. the morning peak
from 06:00 until 09:59 hrs, inter-peak 10.00 until 16.00,
24hr period, etc). The change in accident and accident
rates can easily be derived if the selected timeframes
are defined consistently. Report separately by vehicle
type and severity where possible and provide clear
descriptions of adopted accident classification
EUEIP-
BKPI-S1
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assumptions. Report separately by accident severity
where possible.
Change in
CO2
emissions
Change in annual CO2 emissions (Tons) (absolute and
% difference) measured along the road network (TEN-
T and/or National) affected by the implementation of
the relevant ITS system. Estimates to refer to any
evaluator’s specified timeframe (e.g. the morning peak
from 06:00 until 09:59 hrs, inter-peak 10.00 until 16.00,
24hr period, etc). The change CO2 emissions can
easily be derived if the selected timeframes are defined
consistently. Report separately by vehicle type where
possible and provide clear descriptions of adopted
vehicle classification and emission rate assumptions.
EUEIP-
BKPI-E1
Public
eCall
Timeliness
Total time taken between: accident occurrence to
initiation of public (112) eCall to the presentation of the
content of MSD in an intelligible way at the operator's
desk in the Public Safety Answering Point.
The aim of eCall is to shorten the time between the
accident and the dial of the call – not the length of the
EUEIP-
BKPI-S2