Traffic Management Services HGV OVERTAKING BAN. Deployment Guideline

Transcription

1 Traffic Management Services HGV OVERTAKING BAN Deplyment Guideline TMS-DG06 VERSION DECEMBER 2012

2 2 Cntact Crdinatr Crdinatr supprt Preamble Alain REME, CETE Méditerranée, France, Yann Briand, Algé Cnsultants, France, EasyWay is a cperatin f rad authrities and rad peratrs frm 27 Eurpean cuntries that have teamed up t unlck the benefits f cperatin and harmnisatin in the deplyment f Intelligent Transprt Systems (ITS) n Eurpe s majr rad netwrk. ITS as a technlgy is a knwn cntributr t sustainable mbility in terms f imprved safety, efficiency and reduced envirnmental impact. Nevertheless, fragmented deplyment n a natinal level will fail t deliver seamless Eurpean services and will nt cntribute t a cherent Eurpean Transprt netwrk. The Eurpean Member States have cnsequently launched the EasyWay prject tgether with the Eurpean Cmmissin as a platfrm t harmnise their ITS deplyments. This dcument has been drafted by EasyWay as part f the set f dcuments cntaining the 2012 versin f the EasyWay Deplyment Guidelines (DG 2012). These guidelines have been develped by EasyWay experts and practitiners. They have undergne a thrugh review by internatinal dmain experts in an intense peer review exercise and they have been validated by the participating Member State Partners f EasyWay in an extensive frmal Member State cnsultatin prcess, which finally led t their adptin as basis fr all deplyment activities in future EasyWay phases. EasyWay as a prject is nt a standardisatin bdy, nr des it have any pwer t legally cnstrain the Member State in their natinal deplyment activities. It is therefre crucial t understand that these dcuments are neither technical standards, nr are they specificatins as they wuld be required fr such cases, e.g. as currently develped by the Eurpean Cmmissin as their part f the implementatin f the ITS Directive 2010/40/EU. But since a certain level f strictness in cmpliance is required t achieve the intended gal f the EasyWay Deplyment Guidelines harmnisatin and interperability in Eurpe the guideline dcuments are written in a way that clearly defines criteria that deplyments have t fulfil in rder t claim verall cmpliance with the guideline. Althugh nt legally binding in any sense, cmpliance may be required fr the eligibility f deplyments in future ITS rad prjects c-funded by the Eurpean Cmmissin. Deviatin frm cmpliance requirements may nevertheless be unavidable in sme cases and well justified. It is therefre expected that cmpliance statements may cntain an explanatin that justifies deviatin in such cases. This is knwn as the cmply r explain principle. Althugh nt standards themselves, the EasyWay DG2012 Deplyment Guidelines in sme cases d mentin and smetimes require the use f such standards. This is the case in particular regarding the use f the CEN/TS series f technical specificatins fr data exchange ( DATEX II ). Althugh standardised data exchange interfaces are a pwerful tl twards harmnised services in Eurpe, it must be understd that real wrld deplyments have t fit int existing and smetimes extensive infrastructures and investment in these infrastructures must be prtected. It is therefre imprtant t nte that the use f DATEX II mentined belw as a MUST is referred t implementatin f new data exchange systems and nt the utilisatin f the existing nes, unless these latter affect harmnisatin f deplyments r interperability f services. ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/2012 2/49

3 3 Service at a glance SERVICE DEFINITION An HGV Overtaking ban service means t channel the heavy gds vehicles nt a single lane (slw lane). The heavy gds vehicles vertaking ban implementatin is ne f the traffic management measure allwing traffic managers and rad peratrs t prpse slutin fr a better fluidity f their netwrk during peak perids. This traffic cntrl measure cnstitutes ne f the pririty services t imprve the chabitatin f heavy gds vehicles and private cars n netwrks with high levels f traffic. Objectives: SERVICE OBJECTIVES Mnitr and manage the HGV traffic flw nt the mtrway netwrk Imprve jurney times fr light vehicles and safety by reducing vehicle queues caused by slw lrries vertaking Ensure a better acceptance f heavy gds vehicles by the ther rad users. The service allws traffic managers and rad peratrs t supprt better fluidity n the netwrk during peak perids. SERVICE BENEFIT RADAR ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/2012 3/49

4 4 EUROPEAN DIMENSION There are numerus aspects f HGV vertaking ban that differ frm ne installatin t anther acrss EasyWay regins. These include the lcatin and frequency f VMS, type and number f detectrs, cntrl strategies, etc. Harmnisatin relating t HGV vertaking bans are fcused n end user aspects (drivers) and peratrs: Pre-signing n the mtrway access and service r rest areas exit VMS frequency alng mtrway sectins Use f icns recmmended by the Vienna Cnventin Cherence with ther disseminatin tls, in particular with n bard devices is ensured thanks t the use f DATEX II which guarantees: a slid dimensin in terms f service standardisatin and harmnisatin, infrmatin exchange amng traffic managers a wide disseminatin thanks t the facilities fr prviding standardised Datex II publicatins twards service prviders ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/2012 4/49

5 5 Table f Cntent 1 Intrductin The cncept f the EasyWay Deplyment Guidelines Preliminary nte Applying Deplyment Guidelines the cmply r explain principle Use f Language in Part A ITS-Service Prfile ITS-Service Strategy Cntributin t EasyWay Objectives Current status f deplyment Eurpean Dimensin Part A: Harmnizatin Requirements Service Definitin Functinal Requirements Functinal architecture Functinal decmpsitin and interfaces Organisatinal Requirements Technical Requirements ICT Infrastructure requirements Standards and Agreements: Existing and Required DATEX II Prfile Cmmn Lk & Feel Length f the ban sectin VMS Infrmatin signalisatin Lcatin f the signalisatin Level f Service Definitin Preliminary remark Level f Service Criteria Level f Service Criteria related t Operating Envirnment Part B: Supplementary Infrmatin State-f-the-art f evaluatin Current Best Practices French experiences Dutch experiences German experience Danish experiences British experiences Italian experience alng the A Spanish experience ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/2012 5/49

6 6 3.3 Business Mdel Criteria and methds fr the technical evaluatin f the measure Cst / Benefit Analysis Annex A: Cmpliance Checklist Cmpliance checklist "must" Cmpliance checklist "shuld" Cmpliance checklist "may" Annex B: Bibligraphy ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/2012 6/49

7 7 List f figures and tables Figure 1: Service radar HGV Overtaking ban Figure 2: functinal architecture Figure 3: rganisatinal architecture Figure 4: lcatin DATEX II Prfile Figure 5: length DATEX II Prfile Figure 6: vehicle DATEX II Prfile Figure 7: Overtaking ban DATEX II Prfile Figure 8: length f ban cnfiguratin Figure 9: C, 13ba panel Figure 10: H,1 panel Figure 11: HGV Ban panel fr 12t Figure 12: H5 panel Figure 13: XC17 d panel Figure 14: VMS Cnfiguratin A Figure 15: VMS Cnfiguratin B Figure 16: VMS Cnfiguratin C Figure 17: % f HGV n the Speed lane Table 1: Part A - requirement wrding Table 2: sub-functins Table 3: pssible infrmatin means Table 4: Level f Service Table 5: Level f Service t Operating Envirnment mapping table Table 6: Legend - EasyWay Operating Envirnments fr Cre Eurpean ITS Services ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/2012 7/49

8 8 List f abbreviatins CO Carbn mnxide CO2 Carbn dixide HGV Heavy Gd Vehicles ICT Infrmatin and Cmmunicatins Infrastructure ITS Intelligent Transprt Systems LS Level f Service NOx Oxides f nitrgen OE Operating Envirnment RDS TMC Radi Data System Traffic Message Chanel TERN Trans Eurpean Rad Netwrk VMS Variable Message Sign FR<#> OR<#> TR<#> CL&FR<#> LSR<#> Functinal requirement <number> Organisatinal requirement <number> Technical requirement <number> Lk and feel requirement <number> Level f service requirement<number> ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/2012 8/49

9 9 1 Intrductin 1.1 The cncept f the EasyWay Deplyment Guidelines Preliminary nte This dcument is ne f a set f dcuments fr the EasyWay prject, a prject fr Eurpe-wide ITS deplyment n main TERN crridrs undertaken by natinal rad authrities and peratrs with assciated partners including the autmtive industry, telecm peratrs and public transprt stakehlders. It sets clear targets, identifies the set f necessary Eurpean ITS services t deply (Traveller Infrmatin, Traffic Management and Freight and Lgistic Services) and is an efficient platfrm that allws the Eurpean mbility stakehlders t achieve a crdinated and cmbined deplyment f these pan-eurpean services. EasyWay started in 2007 and has since established a huge bdy f knwledge and a cnsensus fr the harmnised deplyment f these ITS services. This knwledge has been captured in dcuments prviding guidance n service deplyment - the EasyWay Deplyment Guidelines. The first iteratin f the Deplyment Guidelines mainly captured best practice. This strngly supprted service deplyment within EasyWay by: making EasyWay partners in deplyment aware f experiences made in ther Eurpean deplyment prgrammes. helping t avid making errrs thers had already made reducing risk and facilitating efficient deplyment by highlighting imprtant and critical issues t cnsider Meanwhile, this best practice has already successfully cntributed t ITS deplyments acrss Eurpe. It is nw pssible t take the lgical next step and actually start recmmending thse elements f service deplyment that have prven their cntributin t bth the success f the lcal deplyment, as well as the Eurpean added value f harmnised deplyment fr seamless and interperable services Applying Deplyment Guidelines the cmply r explain principle The step frm descriptive best practice twards clear recmmendatins is reflected in the dcument structure used fr this generatin f the Deplyment Guidelines. Apart frm intrductin and the annexes that cver specific additinal material, the Deplyment Guidelines cnsist f tw main sectins: Part A this part cvers the recmmendatins and requirements that are prven t cntribute t successful deplyment and have been agreed by the EasyWay partners as elements that shuld be part f all deplyments f this particular service within the scpe f EasyWay. Thus, the cntent f this sectin is prescriptive by nature. EasyWay partners are expected t ensure that their deplyments are cmpliant with the specificatins in this sectin. Wherever cncrete circumstances in a prject d nt allw these recmmendatins t be fllwed fully, EasyWay partners are expected t prvide a substantial explanatin fr the need fr this deviatin. This cncept is knwn as the cmply r explain principle. Part B this part ffers an pprtunity t prvide mre valuable but less prescriptive infrmatin. Supplementary infrmatin may be cntained including but nt limited t reginal/natinal examples f deplyment and business mdel aspects like stakehlder invlvement r cst/benefit analysis results Use f Language in Part A It is essential fr every prescriptive dcument t prvide specificatins in a well-defined and unambiguus language. There are varius definitins that clarify the use f particular wrds (such as thse listed belw) within their prescriptive texts. Fr the purpse f the EasyWay Deplyment Guidelines, the well-established prvisins f the RFC 2119 ( see (1)) are used, which is used t specify the basic Internet standards: ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/2012 9/49

10 10 The key wrds "MUST", "MUST NOT", "REQUIRED", "SHALL", "SHALL NOT", "SHOULD", "SHOULD NOT", "RECOMMENDED", "MAY", and "OPTIONAL" in this dcument are t be interpreted as described in RFC An verview f the keywrds, their meaning and the pssible answers in the cntext f part A prvides the fllwing table. In general the keywrds in brackets are pssible, but their use is nt recmmended in rder t avid cnfusin which may arise as a cnsequence f different cmmn linguistic usage f the terms in the different EU member states. Table 1: Part A - requirement wrding Nte: the capitalisatin f these keywrds that is frequently used in IT standards is nt recmmended fr EasyWay Deplyment Guidelines. The use f this 'requirements language' allws the direct transfer f the requirements stated in part A t a cmpliance checklist. The fllwing paragraph gives an example fr a functinal requirement: Functinal requirement: FR2: Data and infrmatin cllected by bth autmatically and nn-technical surces must be based upn bth a cnsistent gegraphic reference mdel and a time validity mdel, which bth must be part f data descriptin. Beneath Requirement a new semantic element Advice is prpsed fr part A, which has nt the character f a hard requirement but f a recmmendatin and hence must nt be listed in the cmpliance checklist. Advice is nt immediately related t the three pillars f ITS-service harmnizatin (Interperability, Cmmn lk & feel, Quality criteria) but t inner features f an ITS-service. Nevertheless such an element delivers a Eurpean added value and hence shuld be addressed by the deplyment guidelines. The ntatin fr using the advice element in the text is as fllws: Organisatinal advice: Clear definitins f rganisatinal aspects are a crucial precnditin fr the successful implementatin f a "Frecast and real-time event infrmatin service" and shuld be dcumented and accepted f all invlved parties/partners in frm f a Cmmn partner arrangement/mu - Memrandum f understanding, which establishes the details f c-peratin. ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/ /49

11 ITS-Service Prfile ITS-Service Strategy General Service Descriptin During peak r cngested perids n the main carriageway, HGV Overtaking may cause vehicles t break r change lanes, giving rise t higher ccupancy and lwer headways. This causes drivers t reduce their speed. This speed reductin ften causes fllwing vehicles t brake, resulting in a prpagatin wave f slwing vehicles that travels back alng the line f traffic n the main carriageway upstream where the HGV vertakes. Traffic cngestin n the netwrk due t HGV vertaking with a lw speed differential result in traffic slwdwn in the middle and/r left lanes. The majr impact is a decreased capacity f the netwrk. Additinally, during peak perids when cngestin is increased there may als be a higher risk f accidents. The HGV vertaking ban service is implemented thrugh the deplyment f ban signals n the main carriageway. This service intends t rganize flw f heavy gds vehicles n the mtrway netwrk by channelling them nt a single lane (slw lane) in rder t imprve the traffic flw cnditins What is the Visin? Public pinin cnsiders that heavy gds vehicles are dangerus and disturb the traffic when vertaking. This fact requires research fr means t imprve jurney times and safety by reducing vehicle queues caused by slw lrries vertaking while ensuring a better acceptance f heavy gds vehicles by the ther rad users. Heavy gds vehicles vertaking ban implementatin n lng distances (several kilmetres) is a traffic management measure enabling traffic managers and rad peratrs t prpse slutins fr a better fluidity f their netwrk during peak perids. This measure cnstitutes ne f the pririty services t imprve chabitatin between heavy gds vehicles and private car drivers n high traffic netwrks. The vertaking ban is implemented during perids where the netwrk capacity reaches its saturatin pint r when trucks are t numerus. Accrding t the cntext and bjectives, the deplyment f vertaking ban can be managed in static way (the vertaking can be permanent r intermittent) r in dynamic way. Permanent vertaking ban: the ldest and mre frequent. They are signalled by a fixed rad sign which can be cmpleted by a sign specifying the tnnage f the cncerned vehicle (withut additinal sign ban cncerns HGV> 3.5t.). Intermittent vertaking ban: additinal infrmatin related t the applicable ban hurs (r specific day, i.e., wrking day) transfrms this permanent ban t an intermittent ne Dynamic vertaking ban: infrmatin is transmitted t HGV drivers thrugh Variable Messages Signs (VMS). The system requires data cllectin and analysis f traffic cnditin tls t activate the measure in accrdance with the threshlds (i.e., flw r percentage f HGVs). The vertaking ban can be managed in real time r during planned peak traffic perids. Recmmendatins and requirements presented in Part A f this Guideline mainly cncern the dynamic vertaking ban service. ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/ /49

12 12 An HGV vertaking ban can be deplyed n 2 and 3 lane (r mre) highways. Nevertheless, due t natinal regulatins, such a service is nly allwed n 2 lane highways in sme cuntries (Netherlands fr example). The deplyment f an HGV vertaking ban is generally assessed against the fllwing parameters: netwrk typlgy (number f entrances and exits, slpes, etc.), percentage f HGVs, number f HGVs, traffic flw, perid (in sme cuntries n ban is issued during the weekend) What is the Missin? The deplyed HGV vertaking ban intends t: Mnitr and manage the HGV traffic flw nt the mtrway netwrk, Imprve jurney duratin and safety fr persnal vehicles by reducing queues caused by slw lrries vertaking, Ensure a better acceptance f heavy gds vehicles by ther rad users EasyWay harmnizatin fcus The main fcus f this EasyWay Deplyment Guideline stands in displaying dynamic an HGV vertaking ban service n Variable Message Signs (VMS). These VMS shuld be perated alng the rute in a harmnized Eurpean way. A mid-term fcus is t ensure cherent infrmatin crdinatin with ther devices when the service is activated. This means that the n-trip Internet and navigatin infrmatin services managed by service peratrs must be able t display the same infrmatin displayed by rad peratrs n VMS supprt Distinctiveness frm ther ITS-services Relevant infrmatin fr this service is: Status f traffic cnditins n the netwrk (percentage-number f HGVs, traffic flw, perid) Relevant cmplementary infrmatin, which is nt the cntent f this Deplyment Guideline and will be cvered by ther DGs, is: Pre-trip and n-trip infrmatin services which may be used t infrm en-rute r pre-trip users abut the current peratinal status f the HGV vertaking ban (see TIS DG01-DG02). Recmmendatins abut VMS use (see VMS DG01-DG02). Infrmatin prvisin shuld be crdinated with traffic management plans (TMP, see TMS-DG07) perated by rad authrities r traffic management centres. In practice, an HGV vertaking ban is ften an integrated part in a larger traffic management system: Hard shulder running Dynamic lane management Variable speed limit Dynamic incident warning ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/ /49

13 Cntributin t EasyWay Objectives Service radar HGV vertaking ban evaluatin bjectives, methdlgies and methds f data cllectin differ frm cuntry t cuntry. The figure belw sketches the relatinship between HGV vertaking ban and the EasyWay bjectives. Netwrk efficiency and safety are the main benefits f the service. The graph belw prvides a quantificatin f the service added value regarding the three main bjectives f EasyWay which are: safety, efficiency and envirnment. Figure 1: Service radar HGV Overtaking ban Nte: the applied scales fr the service radars are based n expert view and nt n specific scientific analysis Safety The previus deplyments f HGV vertaking bans have demnstrated safety imprvement. This is particularly accurate n sectins where the percentage f accidents due t a high level f lrry traffic is high. One additinal majr impact f this measure cncerns the psychlgical cmfrt brught t car drivers. Investigatins in sme cuntries shw that dynamic vertaking bans fr HGVs (cncentrated n peak hurs) prvide cnsiderably better results than static vertaking bans fr HGVs Envirnmental impact Imprved netwrk efficiency and netwrk management help t reduce vehicles emissins. Fllwing the French experimentatin f this service n ASF netwrk during summer 2007 peak traffic perids a decrease f plluting emissins was recrded (-500 tns f CO2) due t the cngestin drp (-7%) Netwrk efficiency An HGV vertaking ban psitively impacts the netwrk in terms f efficiency. The existing deplyments and evaluatins shw: A speed hmgenisatin n each lane, An average speed increase n each lane in the case f light traffic (< 2000 veh/h fr 2 lanes), An increase f light vehicle speed in the case f heavy traffic (> 2000/h fr 2 lanes), A decrease f traffic jams during peak traffic perids. The service cntributes t ptimise the use f the netwrk, especially n sectins where the percentage f HGV traffic superir t 10%. This ptentially cncerns a substantial part f the TERN Netwrk. ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/ /49

14 Current status f deplyment Many trials and deplyments f this service have been achieved ver Eurpe. Evaluatins have been cnducted fr sme deplyments and experimentatins. The main results and effects f the HGV vertaking ban evaluatins cnducted in Eurpe are presented in Part B f this guideline. The different trials prvide results which underline the main advantages r disadvantages f this traffic management service implementatin frm a user pint f view as well as frm the rad traffic manager perspective Eurpean Dimensin There are numerus aspects f HGV vertaking ban that differ frm ne installatin t anther acrss EasyWay regins. In the current practice there are still many differences in threshlds, cnsidered vehicles, VMS-use and infrmatin appraches. Harmnisatin relating t HGV vertaking bans shuld be fcused n end-user aspects, ensuring rad users acrss Eurpe encunter similar cnditins when driving n the TERN netwrk. This includes: Pre-signing n the mtrway access and service r rest areas exit see 2.5 Cmmn Lk and Feel VMS see 2.5 Cmmn Lk and Feel Use f icns recmmended by the Vienna Cnventin exit see 2.5 Cmmn Lk and Feel In a mid-term perspective cherence with n bard devices and nline infrmatin must be ensured. Therefre a dynamic HGV Overtaking ban service shuld be displayed real time n-bard (navigatin systems, smartphnes) when activated. Fr this purpse, the use f DATEX II guarantees: A slid standardisatin and harmnisatin basis, Infrmatin exchange between traffic managers, Large disseminatin thanks t standardised DATEX II publicatins fr service prviders. Nte: due t legal restrictins, HGV vertaking ban signs integrated in Variable Messages Signs are nly cnsidered as advice fr fllwing bans in certain cuntries. ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/ /49

15 15 2 Part A: Harmnizatin Requirements 2.1 Service Definitin An HGV Overtaking ban service means t channel the heavy gds vehicles in a single lane (slw lane). This measure imprves the traffic flw cnditins by reducing vehicle queues caused by slw HGV vertaking. It als cntributes t ensuring a better acceptance f heavy gds vehicles by the ther rad users. The heavy gds vehicles vertaking ban implementatin is ne f the traffic management measures allwing traffic managers and rad peratrs t prpse slutins fr a better fluidity f their netwrk during peak perids. This traffic cntrl measure cnstitutes ne f the pririty services t imprve the chabitatin f heavy gds vehicles and private cars n netwrks with high traffic levels. 2.2 Functinal Requirements Functinal architecture The fllwing table and diagrams shw the typical functinal and infrmatin architecture f the HGV Overtaking ban service. Functinal requirement: FR1: it is recmmended t prepare HGV Overtaking ban service implementatin with an easy functinal decmpsitin. The prpsed seven sub functins may be fllwed when implementing the service. A0 A1 A2 A3 A4 A5 A6 Prepare the HGV Overtaking ban implementatin Cllect and analyse data transmitted frm mnitring systems Decide the relevant HGV Overtaking ban implementatin strategy t apply Infrm partners and users abut implementatin Make the users aware f the measure and enfrce the implementatin Track the decisin fr assessment use Evaluate and assess, measure the impacts in rder t prvide recmmendatin and imprvement Table 2: sub-functins ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/ /49

16 A5 Decisin tracking 16 Real Time Off line A1: Data cllectin and analysis A0: Prepare Implementatin A2: Decisin A3 Infrmatin A4 Make sensitive Applicatin cntrl A6 Evaluatin Recmmendatin Figure 2: functinal architecture Functinal decmpsitin 1 and interfaces Sub-functin A1 Data cllectin and analysis The devices and methdlgies fr traffic data cllectin are nt cvered by this guideline. They depend, amng ther things, n the particular data cllectin system used and are left t the peratr t select. Functinal requirement: FR2: fr the dynamic service it is recmmended that the data cllectin system may be able t detect real time vehicle flw, speed and HGV%. 1 The ITS service is "distributed" ver mre than ne administratin (crss-brder, crss-reginal) fr peratin, i.e. different rad peratrs and ther parties are invlved, prviding "lgical sub-functins". Between the distributed functins interperability must be guaranteed by prperly specified interfaces. ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/ /49

17 Organisatinal Requirements Depending n the traffic cnditins and perids: Imprve netwrk fluidity, Imprve safety, Imprve user cmfrt. Whatever the initial bjectives, the anticipated benefits f the service rely n stakehlders invlvement fr its implementatin and rad users acceptance n the netwrk. Organisatinal Architecture Authrities Organisatinal requirement: Figure 3: rganisatinal architecture OR1: the rganisatinal and peratinal structure f the service, as well as the rle f each rganisatin/bdy and its tasks, must be defined. Organisatinal advice: The service implementatin requires the invlvement f varius rganisatins which are in charge f the fllwing general rles: Rad authrities: Fr the HGV vertaking ban the subsidiarity principle applies, i.e. Member States decide fr themselves whether and hw a truck vertaking ban is applied. The rad authrities are respnsible fr the decisin and the deplyment f the service. They have t cnduct preliminary studies: Launch a detailed traffic study in rder t define exactly the area where the service will be implemented, Identify the level f accidents n the netwrk (with regard t HGV invlvement), Identify the existing cllectin systems, cntrl systems and infrmatin systems, Identify the existing HGV ban regulatins and cnstraints regulatin fr implementing the service. Select the sectins where the ban will be implemented, Validate the threshlds fr the strategy activatin (permanent, intermittent, dynamic), Study and estimate the necessary additinal equipment and systems t install, Plan the rganisatinal and technical aspects f the evaluatin, Invlve partners, Cmmunicatin actins, Establish the administrative and regulatin prcedures befre installing such a ban n the netwrk. Rad peratrs Fllwing decisin taken by the rad authrities they are mainly respnsible t: Plice cnduct the relevant studies, Rad Operatrs implement the technical equipment and systems, recrd data fr evaluatin purpses, End users Service prviders Medias infrm partners when the ban is perated (especially Plice) in the case f dynamic bans, ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/ /49

18 18 infrm service peratrs when the ban is perated. Organisatinal requirement: OR2: In the case where rad peratrs have t exchange data requiring interperability between tw r mre different rganisatins 2, they must enable their system t use DATEX II. Organisatinal advice: Law and rder frces Plice are mainly respnsible fr HGV vertaking ban enfrcement. In the case f permanent r intermittent bans they can plan enfrcement actins f their wn. Nevertheless dynamic ban implementatin requires specific infrmatin actins frm the Rad peratrs: the ban is nly peratinal when threshlds fr strategy activatin are reached. In the case f enfrcement implementatin, Plice patrls need t be infrmed by rad peratrs in real time in rder t plan interventin. Enfrcement may cncern different types f cntrl: HGV vertaking ban cmpliance Speed cmpliance Inter-vehicle distance respect (mainly fr HGV) HGV representatives Psitive impacts f the service result frm respect f the ban by HGV drivers. Such a measure requires cherent cmmunicatin actins twards HGV representatives. In the case f dynamic bans, rad peratrs manage real time n-trip infrmatin thrugh VMS. It is imprtant t stress t HGV peratrs and drivers the benefits f accident savings and the very small increase t jurney times fr HGVs. HGV representatives have t be engaged as sn as pssible in the ban prcess s that they can facilitate infrmatin transfer t their HGV members. Media Operatrs infrm users f the existence f the measure, alng with its interest and bjectives, in rder t increase respect fr it in the future. Services peratrs and n bard navigatin systems These peratrs need t be aware f the measure t integrate it in the pre-trip r real time services they manage. This implies that rad peratrs make dynamic infrmatin available thrugh a relevant interface prviding, fr instance, real time DATEX II publicatins. Permanent bans may be integrated as restrictins in the navigatin systems. Dynamic bans must be disseminated t n bard units thrugh real time services using DATEX II interfaces. Organisatinal requirement: OR3: Alng the same line f OR2 (In the case that rad peratrs have t exchange data requiring interperability between tw r mre different rganisatins, they must enable their system t use DATEX II). Services peratrs must be able t integrate the DATEX II publicatins prvided by the rad peratrs when they publish the ban infrmatin measure. 2 In the TIS cntext, rganisatins mean Traffic and Traveller Data prviders and Service prviders. ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/ /49

19 Technical Requirements ICT Infrastructure requirements Static vertaking ban deplyment f des nt require specific ITS infrastructure. Deplyment f dynamic systems can make use f ICT infrastructures develped fr ther ITS services. Fr this dynamic service the required infrastructures are: Data cllectin Technical advice: Traffic cunting statins Traffic cunting statins cnstitute the essential data cllectin entry fr the functining f this traffic management measure. Precisin and quality f measures are essential fr the ability t react as well as fr the respnse time f the HGV vertaking ban, which has been determined accrding t flw level r HGV percentage. Technical requirements: TR1: the data cllectin system may be able t detect in real time the fllwing parameters: vehicle flw, speed and HGV%. TR2: the data cllectin system may be installed: befre the ban (at least ne cunting pint) alng the ban (at least ne cunting pint between each entry / exit f the mtrway netwrk) TR3: After the ban area a statin t cllect jurney time infrmatin fr the evaluatin purpses may be implemented. Technical advice: Vide surveillance Vide surveillance may be f interest t traffic managers in rder t assess the measure n vehicles interdistance (implementatin f chevrn rad markings can be used t imprve vehicle spacing) and ptential difficulties related t the exit f persnal vehicles. Cntrl system The system may be adapted t the characteristics f the rad sectin as well as t the existing cmputerised systems and the current equipment. Tw slutins are relevant: An autnmus analysis system, recmmended when all equipment systems are dedicated t the measure r in transitry phase fr experimentatin. An integrated slutin which is generally better because it ffers the pssibility t interact with ther traffic management measures and equipment Infrmatin It is quite imprtant t largely infrm users f the activatin f the measure. Tw main bjectives fr the infrmatin: Acquaint the users with the existence f the measure, with its interest and bjectives in rder t ensure cmpliance Infrm users in real time trugh VMS, dedicated rad traffic radi, n bard devices,... ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/ /49

20 20 Regarding the timing and area, the fllwing table presents the different infrmatin means which may be used: LOCATION VMS (DYNAMIC SERVICE) FIX ROAD SIGN IN VEHICLE (RDS-TMC FOR EXAMPLE) RADIOS INTERNET Befre departure X X Befre the measure area X X X In the measure area X X X X In exit area X X X At the mtrway access X X X X Table 3: pssible infrmatin means Standards and Agreements: Existing and Required Standards cncern the technical equipment (traffic statins / Vide / VMS...). Technical requirement: TR4: The display f signs/pictgrams n VMS r ther end-user devices shuld be in accrdance with prevailing natinal rad cdes and where applicable in line with the requirements f the EW-DG fr Variable Message Signs Harmnisatin VMS-DG01: MS which ratified the 1968 Cnventin MUST respect the 1968 Cnventin and SHOULD cnsider the Cnslidated Reslutin n Rad Signs and Signals (R.E.2); MS which did sign but nt ratify the 1968 Cnventin SHOULD fllw the 1968 Cnventin and als cnsider the R.E.2. Technical advice: Equipment which needs t be installed must be cmpatible with the Traffic Cntrl Centre. This cmpatibility will ensure the interperability f systems and will allw the pssibility t use the dedicated HGV vertaking ban s equipment fr anther types f traffic management actins if needed DATEX II Prfile One f the majr deliverables f the DATEX II specificatins is t ffer a tlbx fr applying ne f the mst cmmn IT technlgies fr data definitin: the Unified Mdelling Language (UML, ISO/IEC 19501:2005). The use f DATEX II is required fr the service implementatin. Prviding frmal data definitin fr all implementatins ensures technical interperability (i.e. Plug & Play ). Interfaces generated frm the same data definitin ensure rad peratrs have the ability t exchange and prcess data. This integratin f the DATEX II prfile in the DG prvides a slid dimensin in terms f service standardisatin and harmnisatin. It als guarantees infrmatin exchange between traffic managers and a wide disseminatin f traffic infrmatin and traffic management services thanks t standardised DATEXII publicatins. An HGV vertaking ban is characterised by the fllwing elements: Lcatin f the ban Length affected by the measure Type f vehicle cncerned by the ban ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/ /49

21 21 Technical requirement: Lcatin TR5: Accrding t the OR2 requirement (In the case rad peratrs have t exchange data requiring interperability between tw r mre different rganisatins, they must enable their system t use DATEX II) elements f the vertaking ban must be described in the DATEX II Mdel as fllws: Figure 4: lcatin DATEX II Prfile The DATEX II mdel ffers varius pssibilities fr describing lcatin. Lcatin referencing can be restricted t linear lcatins. The SupplementaryPsitinalDescriptin feature is needed t specify the length f the ban. ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/ /49

22 22 Length Descriptin f the Overtaking length ban has t be specified with the attribute lengthaffected and defined in metres. Type f vehicle Figure 5: length DATEX II Prfile The restrictin f measures fr particular types f vehicles needs t be described in the VehicleCharacteristics class. Select lrry in the VehicleTypeEnum f this class. Tnnage f the cncerned vehicles must be specified in GrssWeightCharacteristic Figure 6: vehicle DATEX II Prfile ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/ /49

23 23 Overtaking ban The mapping f infrmatin related t vertaking bans int the DATEX II level A is easy. DATEX II has a dedicated class fr this type f infrmatin called GeneralNetwrkManagement. In this class, select the attribute novertaking in the generalnetwrkmanagementtypeenum. Imprtant: this class is a specialisatin f the SituatinRecrd class, hence the infrmatin regarding Overtaking bans shall be published via a SituatinPublicatin fr any disseminatin f the infrmatin. Figure 7: Overtaking ban DATEX II Prfile ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/ /49

24 Cmmn Lk & Feel Length f the ban sectin Sme evaluatin results shwed that fr a better acceptance f the service, the ban shuld be implemented n sectins frm 5 t 20 km lng. Abve this distance, HGV drivers tend nt respect the ban. One bserves that it depends n the drivers cultural apprach, which can vary frm ne cuntry t anther. Fr instance, in Netherlands, the ban is applied n lnger sectins with a gd level f truck drivers respect. Cmmn Lk & Feel requirement: CL&FR1: A wide area deplyment f this service may limit the length f the ban t 20 km n a sectin The fllwing figure summarises this recmmendatin: > 20 km 5 t 20 km HGV vertaking ban sectin VMS Infrmatin signalisatin Figure 8: length f ban cnfiguratin Imprtant nte: all requirements presented in this chapter need t be cnsidered with the fllwing reserve: Fr the use f VMS, in accrdance with prevailing natinal rad cdes and in line with the requirements f the EW VMS Guideline part 1 and 2: MS wh ratified the 1968 Cnventin MUST respect the 1968 Cnventin and SHOULD cnsider the Cnslidated Reslutin n Rad Signs and Signals (R.E.2) MS wh did nt ratify the 1968 Cnventin SHOULD fllw the 1968 Cnventin and als cnsider the R.E Beginning f the ban VMS Cmmn Lk & Feel requirement: CL&FR2: The dynamic HGV vertaking ban must require the use f VMS display. The icn is the C, 13ba panel Figure 9: C, 13ba panel ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/ /49

25 25 In the instance that the HGV ban is implemented fr specific categries f lrries (> 12 Tnnes fr example), in additin t the use f the C 13ba panel (which crrespnds t a ban fr HGV > 3.5 t.), it is strngly recmmended t clearly specify the type f vehicles cncerned by the ban. Cmmn Lk & Feel requirement: CL&FR3: In the case that the HGV ban is implemented fr specific categries f lrries (> 12 Tnnes fr example), the C 13ba panel must be cmpleted with an additinal panel type H,1 which will specify the tnnage f HGV cncerned (withut tnnage precisin the ban applies fr HGV > 3.5t) Example f vertaking ban fr HGV > 12 tnnes: x t. Figure 10: H,1 panel 12 t. Figure 11: HGV Ban panel fr 12t When buses, caravans r vehicles with trailers are cncerned by the ban measure the additinal panel type H,5 shuld be used. Hwever, dedicated icns fr buses, caravans r trailers need t be studied with ESG4 Mare Nstrum End f the ban VMS Cmmn Lk & Feel requirement: Figure 12: H5 panel CL&FR4: the end f the dynamic ban sectin must be signalled, when this end is prvided with VMS. The panel t be used is thexc17 d panel: Figure 13: XC17 d panel ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/ /49

26 Lcatin f the signalisatin On the mtrway sectin Cmmn Lk & Feel requirement: CL&FR5 In rder t remind drivers f the dynamic ban when driving, VMS shuld be installed n mre than 10km apart. < 10 Km At the mtrway entrance Cmmn Lk & Feel requirements: Figure 14: VMS Cnfiguratin A CL&FR6: Fr the dynamic vertaking ban, a VMS shuld be installed n the mtrway sectin just after the entrance. CL&FR7: Additinal dynamic infrmatin using VMS may als be installed n the mtrway access Figure 15: VMS Cnfiguratin B ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/ /49

27 27 At the exit f rest and service areas Users stpped n rest and services areas must be infrmed when restarting their trip. A ban-activatin culd ccur while drivers are taking a rest and they need t be infrmed when leaving service areas. Cmmn Lk & Feel requirement: CL&FR8: a VMS shuld be installed n the mtrway sectin after the exit (in rder t minimise the number f VMS t install the lcalisatin f this VMS can be cmbined with the CL&FR5 requirement). CL&FR9: Additinal dynamic infrmatin using VMS may als be installed at the exit f the rest and service areas. Figure 16: VMS Cnfiguratin C ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/ /49

28 Level f Service Definitin Preliminary remark The scpe f EasyWay is t prvide Cre Eurpean Services t the Eurpean rad users. These services are harmnized in cntent and functinality, but als in their availability: The rad users shall be able t expect certain services t be ffered in a specific rad envirnment. In rder t prvide a basis fr the harmnizatin prcess EasyWay needs a tl t define such envirnments in an agreed manner. This tl is the Operating Envirnments a set f pre-defined rad envirnments cmbining physical layut f the rad and netwrk typlgy with traffic characteristics. In essence, EasyWay has agreed n a set f 18 pre-defined Operating Envirnments (OE) where each OE is a cmbinatin f three criteria: Physical characteristics Mtrways, ther 3/4 lane rads r 2-lane rads Netwrk typlgy Crridr, Netwrk, Link r Critical spt Traffic characteristics Traffic flw and rad safety situatins (with ptinal additins) Fr mre infrmatin and details, visit and dwnlad the Guidance fr Classifying the EasyWay Netwrk int OE ver Level f Service Criteria Depending n the peratinal envirnment and the lcal cntext, the HGV vertaking ban service can be deplyed accrding t 3 levels f service. These levels are defined as such: Levels f Service table: HGV vertaking ban Cre Criteria A B C Mnitring Manually n site Semi autmatic Autmatic thrugh lps, sensrs and/r cameras Overtaking area signing Activatin and deactivatin (decisin and actin) Fixed (permanent r intermittent service) Manual Table 4: Level f Service Prism r VMS (Dynamic service) Manual and remte cntrlled Prism r VMS (Dynamic service) Manual, based n decisin supprt systems and remte cntrlled ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/ /49

29 Level f Service Criteria related t Operating Envirnment Level f Service requirement: LSR1: The Level f Service t Operating Envirnment mapping table des nt imply any bligatin t deply ITS services. Hwever if services are deplyed they shuld cmply with the table. These requirements apply nly t deplyments t be carried ut by EW r its successr prcess in 2013 r later n the OE in questin. Given that pre-deplyment surveys / evaluatins prvide the necessary evidence t prceed with the deplyment, the minimum and ptimum LS shuld respect the Level f Service t Operating Envirnment mapping table. ELEMENT OF HGV OVERTAKING BAN EasyWay OPERATING ENVIRONMENT Criteria fr the Levels f Service [reference TMS - DG06] activatin and deactivatin C1 T1 T2 T3 T4 R1 R2 R3 R4 R5 R6 R7 R8 S1 S2 N1 N2 P1 Manual, based n decisin supprt systems and C O O O O O remte cntrlled B Manual and remte cntrlled O O O A manual M OM M M OM OM OM M M M M M / Service nn applicable NA NA NA NA NA NA C VMS (dynamic service) O O Overtaking area signing B Prism r VMS (dynamic service) O O O O O O O O O O A Fixed (permanent r intermittent service) M M M M M M M M M M M M / Service nn applicable NA NA NA NA NA NA C Autmatic via cameras, lps, sensrs O O Mnitring B Semi-autmatic O O O O O O O O O O A Manually n site M M M M M M M M M M M M / Service nn applicable NA NA NA NA NA NA Recmmendatins fr LS per OE: M Minimum LS recmmended O Optimum LS recmmended OM Minimum = Optimum NA Nn applicable Table 5: Level f Service t Operating Envirnment mapping table ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/ /49

30 30 The Operating Envirnment classificatin f the TERN Netwrk depends n the categry f rads and the level f traffic r safety prblems they are faced with. The fllwing table synthesises the different Operating Envirnment classificatins. Table 6: Legend - EasyWay Operating Envirnments fr Cre Eurpean ITS Services ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/ /49

31 31 3 Part B: Supplementary Infrmatin EasyWay Deplyment Guidelines are twfld: Part A elabrates n the cntent f the ITS service addressed, including the entire deplyment framewrk including Requirements and Levels f Services. Part B is an appendix f educatinal cntent. Its bjective is t illustrate part A with examples and feedback frm deplyments in the field. This lively chapter is subject t cntinuus develpment and update. It cnsists in a database f natinal practices and experiences which, as crss-fertilisatin material, can benefit any rad peratr in Eurpe. Bearing in mind the cyclic nature f the elabratin f EasyWay Deplyment Guidelines, ne can assume that the first editin f the 2012 Guidelines will nt yet include users experience n its cntent. Frthcming ITS deplyments based n part A f this Deplyment Guideline will generate feedback which will in-turn be integrated int the next revised versin f part B. 3.1 State-f-the-art f evaluatin Several experiments and evaluatins have been cnducted n HGV vertaking ban deplyments. The fllwing tables underlines the main results f evaluatins cnducted in Eurpe. These experimentatins help t identify the pr and cns f the service frm rad users and frm traffic managers perspectives. Main results f these evaluatins are presented in the fllwing tables. Synthesis f main impacts: IMPACTS OF THE HGV BAN OVERTAKING Cnsequences n traffic Psitive effects Negative effects + - Better flw General bservatins Speed hmgeneity n each lane Speed f all heavy vehicles adjusted t that f the slwest Speed Flwing traffic (flw<2000 veh/hr ne way, n bth lanes) Dense traffic flw (flw>2000 veh/hr ne way, n bth lanes) Average speed increased n bth lanes Speed f private vehicles Speed f lrries % f lrries n fast lane decrease t reach apprximately 2% Reduced in case f dense traffic flw Cmpliance with the interdictin Gd cmpliance in general Prgress margin (2% f lrries use the fast lane despite the interdictin) Less cmpliance in case f increase in the % f lrries in the traffic Distance between vehicles Tends t diminish fr lrries Receptin frm users Measure seen as beneficial by private vehicle drivers Measure smetimes seen as penalizing by lrry drivers Safety Safety imprved n sectins where accidents related t lrry traffic have ccurred Reductin f traffic n regulated sectins Appearance f queues r lrry walls n the right lane which impedes the entry/exit f vehicles Elephant race ; ut f regulated areas, lrries start vertaking again Envirnment Reductin f CO² emissn when measured ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/ /49

32 32 Evaluatin main results Type f interdictin Weight threshld Accrued length Traffic data (each way) Synthesis f evaluatin cnducted n main experimentatins: France Netherlands Germany Denmark 15% f the mtrway A4 RN83 Pitiers/Spanish brder A7 A2 netwrk Permanent X X X X Intermittent X (7 AM 7 PM) X (6 AM 10 PM) X (6 AM 6 PM) Dynamic X X X > 3.5 T > 19 T > 12 T > 12 T > 7.5 T? > 3.5 T 7 km 20 km 150 km 90 km 75 km 100 km AADT: veh/day and lrries=13% f traffic AADT: veh/day and lrries=14% f traffic AADT: veh/day and lrries=32% f traffic AADT: veh/day and lrries=20% f traffic Frm 2600 veh/hr and number f lrries included in predefined limits (upper and lwer) Frm 3200 veh/hr and lrries=25% f traffic AADT? veh/day and lrries?10% f traffic Cnsequences n traffic N nticeable impact Traffic is perceived as better flwing Imprved traffic flw Mre fluididy Traffic is perceived as better flwing Mre easy-paced and hmgeneus Overall imprvement Speed % f lrries n fast lane & cmpliance with interdictin Nticeable increase n bth lanes in flwing traffic Limited increase when traffic is dense Imprtant decrease when % f lrries n fast lane > 5% Decrease is reduced when lrry traffic is dense (lrries>15% f traffic) Speed is (wrngly?) perceived as excessive n the fast lane Gd cmpliance with measure Except by sme freign lrries Speed f lrries decreases Speed f private vehicles increases Decrease f 4.5 pints in 2 years (7% t 2.5%) 9% increase f traffic average speed during peak perid Speed f lrries weakly decreases Speed f private vehicles weakly increases High cmpliance rate n signifiant decrease Speed f lrries weakly decreases Speed f private vehicles increases Decrease (n ther data) Hmgeneus speed n fast lane Decrease (% f lrries n fast lane < 2%) Decrease is reduced when lrry traffic is dense Distance between vehicles Few variatins Smetimes difficult t enter the right lane Increase f n-cmpliance by lrries; Slw increase by private vehicles Very weak decrease f distances between lrries Very weak decrease f distances between lrries Imprvement n data User satisfactin Lrry drivers find it useful in difficult weather cnditins Seen as beneficial by private vehicle drivers Seen as penalizing by lrry drivers Nt validated by lrry drivers but accepted if justified. Unease related t the transprt f dangerus gds(inferir maximum speed) 80% Sastisfactin fr private vehicle drivers 50% satisfactin fr lrry drivers Very well accepted by user. The dynamic aspect f the interdictin is appreciated. theretical satisfactin f users when flw > 2000 veh/hr each way Seen as useful by mst users Safety n data Feelings f insecurity due t the appearance f lrry walls Appearance f lrry walls 33% decrease f incidents N significant change Efficient in case f high lrry accidents rate Situatins mre prne t accidents when exiting interdictin sectins because f vertakes. Appearance; f lrry walls Envirnement n data n data n data tnnes f CO² n data n data n data Clur cdes: psitive negative neutral ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/ /49

33 Current Best Practices French experiences Pitiers Spanish Brder crridr An incessant increase f HGV traffic is recrded fr several years, with a high level f difficulties (high speed level, imprtant number f vertaking, n respect f inter-vehicle distances). A first experimental HGV vertaking ban was cnducted n several sectins f this crridr early 2003 and tday the measure is included n large part f the Pitiers Spanish Brder crridr. Sectins where the service is applied have been chsen accrding t their main characteristics (traffic cnditins, accidents,..). The figure shws the areas where the ban is applied (red area), HGV vertaking pssibilities (green area). Evaluatin f this experimentatin was cnducted thrugh: Traffic cnditin cmparisn (befre/after)with traffic statin Dedicated surveys cncerning number f HGV vertaking Results f HGV drivers surveys shw: They are nt really in favur f the measure but they accept it mainly when level f traffic is imprtant. They agree the measure prvides gd results cncerning light vehicle fluidity A7 ASF Mtrway in the Rhne valley Anther majr experience was cnducted in France n the A7 mtrway netwrk, this mtrway is ne f the busiest interurban rads in Eurpe with a 3-lane cnfiguratin carrying (2007 data) : 75,000 veh/day (AADT) 115,000 veh/day (ASDT) 175,000 veh/day in peak-perids 20% f trucks (AADT) 30% f freign drivers in summer ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/ /49

34 34 Main bjectives f this experience were t: decrease the lss f capacity due t trucks and caravans vertaking in heavy traffic sectins Imprve safety in accident black spts the vehicles cncerned were trucks( heavier than 12 tns) and caravans Evaluatin allwed cnfirming the signage was efficient: 94 % f custmers (96% f trucks drivers) were aware f the measure thrugh the signs, 98% f custmers (99% f trucks drivers) understd that the ban n vertaking applied t trucks and 87% t caravans, The measure was well accepted: 80% f LV custmers cnsidered it imprves safety, traffic cnditins and driving cmfrt, 50% f truck custmers fund it useful High cmpliance rate: 50% f lng vehicles driving n the middle lane mved t the right lane Increase f envirnmental quality with a reductin f plluting emissins (-500 tns f CO2) due t the cngestin drp (-7%) Imprvement f safety: 33% decrease f incidents and a higher driving cmfrt due t the cngestin decrease Mre fluidity: 9% increase f traffic average speed in peak-perids N incidents due t the measure ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/ /49

35 Dutch experiences Netherlands is ne f the pineer fr the HGV vertaking ban experimentatin and deplyment in Eurpe. Tday the HGV vertaking ban is applied n mre than 50% f the mtrway netwrk in this cuntry. The first experiences started in 1997 n a 2x2 lane mtrway netwrk (185 km) by intermittent ban during daily peak perid traffic. The measure was extended in 1999 n additinal 750 km mtrway netwrk and in 2002 and 2003 (400km). Since 2005 tw main dynamical HGV vertaking ban were cnducted n 2 sectins f the A2 mtrway: the first experimentatin n a 2x2 lane near Limburg, the secnd n a 2x3 lane near Utrecht. The threshld fr the activatin and deactivatin f the measure depend n the traffic flw and the % f HGV n the netwrk: Prfile characterisitc 2x2 lane near Limburg 2x3 lane near Ultrech Capacity weighted (veh/h per directin) Activatin Ttal flw And HGV flw 250 (9.6% f ttal flw) 150 (3.3% f ttal flw) Deactivatin Ttal flw Or HGV flw 230 (10% f ttal flw) 130 (3.1% f ttal flw) Evaluatin f these experimentatins was cnducted thrugh : Traffic cnditin cmparisn (befre/after) with traffic statin Dedicated surveys HGV and LV drivers Vide analysis Main results f the experimentatins are listed hereafter: Ban activatin time: the systems is 3 r 4 times daily activated (during wrking days) and smetimes during week end perid Ban respect: the ban respect rate is quite imprtant (98%) Average speed: speed hmgenisatin recrded n the different lanes ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/ /49

36 36 Inter- vehicle time: a slight reductin f inter-vehicle time Accident: n majr change Users acceptance: 80% f LV drivers and 70% f HGV drivers are satisfied with the dynamic ban 90% f HGV drivers prefer the dynamic ban rather than the static ne s drivers feel a better traffic fluidity n the netwrk Experience gained in the Netherlands shw the interest f the dynamic ban in place f the static ne s. Thanks t an activatin during apprpriate perid the ban is well better accepted by the users (LV and HGV drivers) German experience Due t a cnstant traffic increase and in rder t find slutin t slve the cngestin prblems Germany experimented this traffic management measures since Tday HGV vertaking ban is deplyed n 750 km in Bavaria as well as n the Baden-Württemberg netwrk. The German institute Bundesanstalt für Stassenwesen (BAST) cnducted research t determine the apprpriate threshld t ptimise the measure activatin in case f dynamic applicatin. The fllwing table present the main results accrding t the rad prfile: Activatin Prfile characterisitc 2x2 lane 2x3 lane 2x4 lane Ttal flw (per directin) HGV % Deactivatin Ttal flw (per directin) HGV % A dedicated evaluatin was cnducted n 75 km n the 2x2 lanes mtrway (12 sectins) in the West and Suth parts f the German netwrk. The evaluatin dealt with: Traffic cnditin cmparisn (befre/after) with traffic statin Accident analysis n the ban sectin but als n the sectins lcated each part f the ban sectin An ecnmic evaluatin Main cnclusins f these evaluatins are: An increase f LV speed A decrease f HGV speed A slight reductin f inter-vehicle distance An increase f ccupancy rate n the right lane A gd respect f the ban (natinal and freign drivers) Incidence f the slpe regarding the measure s effectiveness The fllwing figure presents the results f the scial ecnmic evaluatin f the HGV vertaking ban accrding t the HGV % and traffic cnditins n the sectin. ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/ /49

37 37 Results f this ecnmical evaluatin shw that the measure is mainly useful fr 2x2 lane sectins ver 2000veh/h traffic per directin Danish experiences The first experimentatins started between 2001 and 2003 n an a huge part f the natinal mtrway 2x2 lane netwrk: 11 sectins crrespnding t 15% f the mtrway netwrk (100km) during wrking days (Mnday t Friday frm 6:00 am t 6:00 pm), ban cncerned HGV, bus >3.5 t., all vehicles with trailer and caravans. A secnd experimentatin, based n the German experiences, was cnducted in 2005 with the fllwing criteria: 10km. maximal sectin length, flw> veh/h per directin, HGV rate > 10% experimentatin 2005 extensin Evaluatin cnducted fr these experimentatins mainly shws: trucks drivers respected the measure (n mre than 2% n the left lane) users were well aware abut the measure implementatin users cnsider the measure imprves the safety cnditins N incidents detected due t the measure After the ban sectins an increase f truck vertaking (elephant race phenmena) Sme difficulties fr the entry and exit ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/ /49

38 British experiences The Highways Agency cnducted a trial n a 3 mile sectin f the M42 nrthbund carriageway nrth f Birmingham between Junctins 10 and 11 where traffic flws are high (29,000 vpd (AADT) nrthbund; 23% HGV) and the rad is n a rising gradient. The main bjective f this trial was t reduce the cngestin due t the high percentage f relatively slw vehicles n this incline. Many HGV s tried t vertake n this incline when the speed differential was lw causing frustratin and cngestin. Befre the trial, many LV drivers experienced unsafe cnditins, cngestin and uncmfrtable situatins. Experimentatin was cnducted between 7:00 am 7:00 pm fr HGV > 7.5t. n this 5km sectin f the M42 fr a 18 mnth duratin frm Octber Average LV time n the sectin Average HGV time n the sectin Figure 17: % f HGV n the Speed lane The rate f HGV vertaking has reduced cnsiderably (by tw thirds). This culd be reduced further with additinal enfrcement. The restrictin is still in peratin and has nw been made permanent because the trial was cnsidered t be a success. Similar restrictins have nw been successfully intrduced elsewhere n the Highways Agency s netwrk. ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/ /49

39 Italian experience alng the A22 Between the Brenner pass and Mdena (314 km) the A22 uses permanent vertaking bans detailed as fllws: - frm the Brenner pass (Austrian brder) t Blzan Suth (abut 85 km) the Autstrada del Brenner applies 24 h an vertaking ban fr HGV (> 7,5 t), caravans and trailers; - frm Blzan Suth t Mdena (abut 229 km) applies frm 6 a.m. t 22 p.m. an vertaking ban fr HGV (> 12 t), caravans and trailers. Autstrada del Brenner desn t use dynamic vertaking bans and ur permanent bans are displayed n VMS and signalled by fixed rad signs as well. In bth cases the tnnage f the cncerned HVG is shwed. ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/ /49

40 Spanish experience GENERAL INFORMATION Name f service/prject Name f peratr/rganisatin Web link Cntacts Other Applicable Deplyment Guideline HGV vehicles vertaking ban measure TMS DG06 HGV Overtaking Ban GEOGRAPHICAL ASPECTS Cuntry Regin f implementatin Netwrks cncerned Deplyment indicatrs Spain Spain All DGT rad netwrk Number f kilmeters SERVICE DESCRIPTION Prblem(s) addressed / Objectives (Relatin t EW bjectives. Backgrund/mtivatin t the ITS applicatin - basic questin: WHY) ITS service descriptin (Descriptin f ITS applicatin, example f systems used functinality and technlgies used, users invlved, lcatin, cntext within wider ITS system, current status f the applicatin. (maximum 50 wrds) Reductin f cngestin Increase f safety Reductin f envirnmental damage (%) Other: A traffic management measure fr the HGV vertaking ban has been deplyed. This measure is included in all traffic management plans fr adverse weather situatins. When the rad level f service fr adverse weather situatin reach green level, it is frbidden fr all HGV t vertake. The measure uses the TMP ITS systems, CCTV and VMS. IMPLEMENTATION ASPECTS Duratin (start, end) Start: 2004 Lessns learnt / factr f success (Key lessns learnt in varius aspects f the planning and implementatin prcess; culd be technical, institutinal/rganizatinal, legal, financial basic questins: Was the implementatin a success / Were the bjectives met? Why? What culd be dne differently next time?) End:The system is currently wrking in all TMP fr adverse weather situatins Technical HGV incidents have decrease after the TMP measure deplyment. Traffic flws in adverse weather situatins are imprved. Vide Enfrcement is recmmended. Institutinal/rganisatinal Legal ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/ /49

41 41 Impacts assessment / results (Descriptin f impacts in terms f safety, travel efficiency, envirnmental impacts, security, traffic management ) Financial Results are very psitive. HGV incidents are decreased in the cverage area. REFERENCES Dcumentatin available n the prject Title: Crdinación entre Administracines. Respuesta ante situacines de emergencia. Especial referencia al prtcl de nevadas Cntact: A. Arnes. aarnes@dgt.es Language: Spanish EW/TEMPO evaluatin ILLUSTRATIONS Figure 1.- Image f the rad netwrk with green level f service. On the right, the signals used in VMS. Figure 2.- Example f VMS signalizatin ew-dg-2012_tms-dg06_hgvvertakingban_ dcx 31/12/ /49