All types of equipment for road monitoring. Management and Operation TCC/TICs. Madrid

Transcription

1 EasyWay Evaluation Expert Group (EW EEG) Document EEG/11/7 All types of equipment for road monitoring. Management and Operation TCC/TICs. Madrid Version: 1.0 Date: 12 th September 2011

2 TABLE OF CONTENTS REPORT TEMPLATE 4 Project Reference Project Name: EasyWay Region: Key Evaluation Results 1.1. Impact on Traffic Flow 1.2. Impact on Safety 1.3. Impact on Environment Description of the Problem 2.1. Site 2.2. Issues Addressed Description of the ITS Project 3.1. Service Area 3.2. Key Words 3.3. Objectives 3.4. Systems and Technologies Applied 3.5. Costs 3.6. Status of the Project Evaluation Planned 4.1. Timing and Type of Evaluation /07/ Management of TCC and TICs in Madrid

3 4.2. Objectives for the Evaluation 4.3. Research Questions 4.4. Study Area for the Evaluation 4.5. Expected Impacts 4.6. Expected Methods The Impact of the Project - Results 5.1. Technical Performance 5.2. Results 5.3. Reliability of Results 5.4. Research Questions Answered 5.5. Overall Assessment SAFETY EFFICIENCY ENVIRONMENT European Dimension: Transferability of the Results 20 Annex 1: Technical Annex 21 Selected Indicators Breakdown of Project Costs Data Collection Methods Other Technical Aspects e.g. Modelling Error! Marcador no definido. Error! Marcador no definido. Error! Marcador no definido. Error! Marcador no definido. 11/07/ Management of TCC and TICs in Madrid

4 REPORT TEMPLATE Project Reference (From EasyWay Work plan): ES4-17 Project Name: All types of equipment for road monitoring. Management and Operation TCC/TICs. Madrid EasyWay Region: SERTI 11/07/ Management of TCC and TICs in Madrid

5 1. Key Evaluation Results The ITS infrastructure deployed along the specified segment has been evaluated in order to determine how does it affect to Traffic flow and Safety. The detailed results below are described according all data gathered from ITS equipment Impact on Traffic Flow The impact on Traffic flow is significant since the traffic jam has been reduced (almost a 13.1% in the best case) because of the improvement on traffic management and all new devices installed which facilitates to the driver all the relevant information to ease the driving Impact on Safety The reduction of number of accidents and the reduction of queue longitude after the installation of ITS equipment has impacted on the safety on the studied segments road. The results are crystal clear about this improvement on safety: 10.89% less of accidents and keeping the same number of fatalities (64 fatalities in each year) 1.3. Impact on Environment Although it has not been evaluated this issue, the impact on the environment should be also positive since, collaterally, the accident reduction and improvement on traffic fluency minimise the pollution and damages on road. 11/07/ Management of TCC and TICs in Madrid

6 2. Description of the Problem The present project consists in managing the exploitation of the ITS systems implemented in the Traffic Management Centre in Madrid and analyse how these systems improve safety, traffic flow and minimise pollution Site The ITS Systems implemented in the Traffic Control Centre in Madrid cover an area that is over 125,000 square metres in the central territory of Spain. Such territory includes the Autonomous Communities of Madrid, Castilla La Mancha and Extremadura, where Madrid, its metropolitan area as well as the provincial capitals of Caceres, Badajoz, Toledo, Cuenca, Ciudad Real, Albacete and Guadalajara are also included. In this centralised configuration of the territory the central node of Madrid should be stressed, which is the origin of the six national roads and the ring-roads M-40, M-45 and M-50 for the radial and tangential access to the capital. Between the radial dual carriageways, the following should be mentioned: The dual carriageway A1, which connects with the North of Spain and gets to the limit of the CMC in Madrid on the Somosierra port. The dual carriageway A2, which connects with the corridor Madrid Barcelona French frontier. The traffic is mainly for heavy and heavy loads vehicles as a result of the European connection. As an alternative itinerary the toll carriageway R2 is available between Madrid and Guadalajara. The dual carriageway A3, which serves to access Levante from the centre of the country and, thus, it contributes to a high rate of cars in the summer and holiday times. The toll carriage between Madrid and Arganda del Rey is also available. The dual carriageway A4 that links the centre with Andalucia. It is characterised by having as a natural limit of the TCC the Despeñaperros port, which, due to its special geography, the traffic on this road has important physical conditionings, which is especially the case of heavy vehicles. Building structures that avoid such physical conditionings is under way. The toll carriage between Madrid and Ocaña is also in service. The dual carriageway A-42 between Madrid and Toledo is a carriageway that links these two cities and helps the traffic flows of the rest of radial roads A4 and A5. The dual carriageway A-5 eases the connection with the Southeast of Spain and is the main entrance in Portugal, while the Portuguese frontier is the limit to the CMC in Madrid. This road also has a high rate of heavy vehicles for its continuity with the big Trans-European roads. Also, it has the toll carriageway R-5. The dual carriageway A-6, which connects the centre of the country with the Northeast part. On this corridor there is a high occupancy lane between the kilometre points 6 and 20 close to the capital, which helps to make the best of the road depending on the time stretch. There are also speed cameras of medium speed in the tunnel of Guadarrama in Madrid on both road directions, which contribute to improve the road control on this road. After this brief description of the radial configuration of the centre, the main roads going in and out of the provincial capitals are summarised. These are also considered secondary receptor nodes and traffic producers. 11/07/ Management of TCC and TICs in Madrid

7 In Toledo, the following dual carriageways are in service: the A-42, which connects with Madrid; the AP-41, the toll carriageway linking with the R-5 in Madrid direction; and the A-40, which connects with the carriageway A-5. In Ciudad Real the following carriageways should be stressed: the A-43 liking with the A-4 and the A-41, which serves to access the South of the country in parallel to the A-4. The traffic of the carriageway A-3 gets to Albacete; from this city, there are two other carriageways: the A-31 in the East direction going to Alicante and the A-30 in the Southeast direction going to Murcia. In Albacete, there is also the toll carriageway between Ocaña and La Roda, which is an alternative road to the A-3 and is of great importance in the way in and out to and from Levante. Cuenca has the carriageway A-40, which connects Toledo and crosses the carriageway A-3. In Guadalajara the main roads in service are the carriageway A-2 and the alternative toll carriageway R-2 in the final stretch. In Caceres the carriageway A-66 is important, since it vertebrates the region from North to South; the A-5 in the direction Badajoz-Portuguese frontier and connecting both roads; the carriageways Ex-A1 between Navalmoral de la Mata and Plasencia ;and the A-58 between Trujillo and Caceres. In Badajoz the carriageways A-66 continuing Caceres on the North, the A-5 in the East-West direction and the autonomic carriageway EX-A2 between Miajadas and Villanueva de la Serena, which connects with the A-5. Next, as a summary of the placement of the project about exploitation management, a map is given below of the coverage area of the TMC in Madrid together with a summary of the ITS deployed Issues Addressed All segments under study support a high level of movements which increase in special seasons like summer time or weekends. 11/07/ Management of TCC and TICs in Madrid

8 Nowadays most of segments are fully equipped. It will improve the control and prediction about traffic level of service and will also improve road users safety when accidents or incidents occur. An integral control of all equipment installed on the road and its links will be also possible. This Project will manage all installed elements to allow a dynamic traffic management in all segments mentioned above. The communication system will be the existing in DGT. 11/07/ Management of TCC and TICs in Madrid

9 3. Description of the ITS Project 3.1. Service Area There are sections in the working areas of Travel Information Services, Traffic Management Services and ICT Infrastructure Key Words In the Area of Traveller Information Services the following sections should be stressed, without lessening other less relevant areas: Information on the way: Travel Times One of the objectives of the project is optimising the exploitation management of the roads belonging to the TMC in Madrid and, therefore, one of the characteristics is the diffusion of estimated travel times for the user by means of Variable Message Signs. Such travel times are estimated using specific traffic studies for the road stretch, road and year season made the year before and, therefore, the similarities with the current traffic are as many as possible. When there are travel times available for the user, there is a better traffic management, since it flows better, which is especially the case of road way outs and incorporations to new roads. The new installations for signalling travel times are: o Points for number plates reading adapted to the driving flows in the accesses to Madrid: 16 o Road stretches between the points of number plates reading, where it is possible to calculate travel times: 16 Variable Message Signs: Variable Message Signs inform the user of roads states. New operative VMS: 12 In the Area of Traffic Management Services the following sections should be stressed: Variable speed limits Speed control using number plates reading systems Traffic Management using alternative roads Finally, in the ICT Infrastructure area the following actions should be stressed: Traffic monitoring: ((Specify the infrastructure about CCTV and ETDs in 2011)). o o New operative cameras: To be used in traffic regulating elements (transfer for reversible lanes): 5 To allow seeing the traffic state in adverse weather conditions: 13 To give continuous vision on the road to the exploitation system: 28 Renewing loops in places of interest for the traffic levels at given moments as well as the intensity of the vehicles gathered in the periods of study: 280 loops 11/07/ Management of TCC and TICs in Madrid

10 o Measure sections in service to replace loops: 46 o Modification and conditioning of NCAs so the elements contained in them are improved in the feeding and refrigeration quality: 5 units o Speed control cameras on the stretch: 2 o Increase of the action area for including speed control cameras in the maintenance contract: 1,580 Km. o Automatic signalling system in service that uses an incident manager as an exploitation aid in the TMC in Madrid Objectives For the present project the objectives are the following: Traffic management improvement Information on trip Information capture about weather conditions by installing weather sensors and pollution measure sensors. Traffic control and safety by installing television cameras (CCTV) Systems and Technologies Applied Next there is a brief technical description of each one of the ITS equipments: Universal Remote Stations: The remote station to be used will be that normalised by the DGT, which is at the same time defined in the document Normalization of Traffic Remote Stations prepared by the Working Group ERU and to be revised so that it is incorporated to the UNE norm. Closed Circuit Television (CCTV): There are colour monitored TV cameras in TV closed circuits that help to visualise the condition of sequential driving and positioning. Automatic Detection System of Incidents: The Automatic Incident Detection with video detection is a system that uses video signals of CCTV cameras to detect vehicles and have applications, such as traffic data capture and advanced video surveillance on highways (alarm in incidents and accidents). Acquisition and Recognition Systems: Systems installed on the road to detect vehicles, capture images, analyse and recognize number plates and store them to transmit them periodically to the Information Analysis Centre. Stations of Weather Variables on the Road: Equipments for capturing weather variables on the road and monitoring, processing and informing of the road infrastructure and mobility state due to weather conditions in traffic control systems. Traffic Data Capture Station: It is the equipment needed for capturing characteristic traffic variables; that is, intensity and speed for which there are loops inserted in the pavement that work with electromagnetic induction, since they are fed with electric current and, thus, the current is interrupted by the vehicle passing on the road. 11/07/ Management of TCC and TICs in Madrid

11 Variable Signalling System: They are signalisation and information elements for drivers which are installed on the road infrastructures and serve the purpose of giving advice, regulate, inform and guide road users about variable or circumstantial conditions. A Variable Signalling System is formed of mainly Variable Message Signs (henceforth, VMS), the VMS Communications protocol, a Unified Database, communications infrastructure, external control elements and the computer support installed in the Traffic Management and Control Centre. Speed Control Systems with Speed Cameras: This equipment has cabins for installing the speed cameras based on the Doppler effect or laser measures, the digital photographic system for capturing and storing photograms automatically and the Ethernet outputs, which are homologated by the National Institute of Metrology. Information Analysis Centre (CAI): Centralised system for massive information analysis that is placed in a Management Centre and receives the information of the ARS s. It analyses the information received, extracting information of interest for the objective being dealt with and presenting it adequately. Once the statistical analyses have been finished, the files that have individual data are eliminated. Communications Systems: They are responsible for the link between and within the Systems implemented on the road and the Management Centre. Management Centre: Apart from all the systems mentioned the equipment necessary in the Traffic Management Centre of Zaragoza has been included in the present project so as to receive all the information captured by the different systems, to process in real time with the developments necessary and broadcast the information internally and externally about any incident or event that may have an influence on the mobility conditions. The specific ITS equipment installed in each road is: ROAD ASF CL CTV DET ERU ETD MET NCA PGC PMV PSG SEN SOS Total A A A A A A A A A A-5/ A A AP AP CL M M M M M /07/ Management of TCC and TICs in Madrid

12 M M M M M M M M M M M M M M M M M N-VI Total Costs Next, the cost referred to inversion on ITS Technologies has been detailed: ,63 without 18 % VAT 3.6. Status of the Project The project is being carried out permanently since it exploits all potential of installed equipment. All systems provide information to ease and improve all related to traffic safety. 11/07/ Management of TCC and TICs in Madrid

13 4. Evaluation Planned 4.1. Timing and Type of Evaluation Evaluation has been carried out after the deployment of the infrastructure. It is analysed all statistics got from the data coming from the ITS equipment Objectives for the Evaluation Evaluation mainly it will be focused to assure the right working of all ITS devices. With all data gathered from the devices it will be evaluated the level of service of the road and the road safety Research Questions No specific research questions related Study Area for the Evaluation This Project covers MADRID TCC area: Madrid, Toledo, Cuenca, Ciudad Real, Cáceres, Badajoz y Guadalajara Expected Impacts The impacts derived from this project and determined a posteriori are the following: Decrease of the retention number and of retention kilometres. Specifically (prove with data) Establishing a ratio of movements vs. incidences, it is clear that there is improvement in 2011, which is the result of an increase in the number of movements and the decrease of incidences. With the ITS installed on the roads belonging to the TMC of Madrid there has been a decrease of inter-annual driving speeds. Number of messages shown in the VMS s: this characteristic indicates more interest in the diffusion of information for the user, opting for information that is useful about events, pieces of advice about driving or alternative itineraries, apart from the information adapted to the eventual weather or specific driving conditions. Decrease in the travel times offered. As in the first conclusion, the travel times of the historical archives when compared with the current ones are being reduced for the same itineraries. Other information sources that may be useful for assessing projects are: Working Group about International Benefits, Values and Costs (IBEC): Databases about Benefits/Costs of ITS in The United States: Guide about ITS Inversions in the United Kingdom: 11/07/ Management of TCC and TICs in Madrid

14 4.6. Expected Methods Depending on the results the following indicators may be used: Number of retentions on the roads of the TMC of Madrid area Relation movements vs. incidences Reduction of the speed numbers Messages shown in VMS on the roads Travel times Decrease of the number of accidents and fatalities. 11/07/ Management of TCC and TICs in Madrid

15 5. The Impact of the Project - Results 5.1. Technical Performance All new equipment installed has worked properly after the calibration and adjustment process. It has been assured the full system operability at the evaluation time Results After processing and analyzing all data got from ITS equipment the results are: - From the safety point of view: As it is reflected in the following table Road A-1 A-2 A-3 A-4 A-40 A-42 A-5 A-6 A-66 M-40 M-45 M-50 M-607 Year Accident Number Fatalities Injured Slighty Injured It has been analysed data from 13 main roads under Madrid TCC coverage in the period In general not only accident numbers have decreased (almost 10.89% of reduction) but also fatalities number which fulfils with EasyWay goals. It is worth mentioning the special case of M-40 where accidents have been increased. It should be studied the factors which lead to this situation and look for the way about how to improve the statistics. 11/07/ Management of TCC and TICs in Madrid

16 When analyzing similar data split per departments under the management of the related TCC, it can be observed the following statistics: Department MADRID TOLEDO GUADALAJARA CIUDAD REAL CUENCA BADAJOZ CÁCERES Year Accident Number Fatalities Injured Slighty Injured It is kept the data homogeneity and it is observed an improvement (reduction) of accident number in all departments (13.1% in the best case) although there are some departments (Guadalajara, Badajoz and Cáceres) which increase number of injured people. It should be also analyzed in depth how this statistics could be improved. - From the congestion point of view: As it is reflected in the following table, the evolution is positive in congestion reduction from 2010 to Department Traffic Jam number 2010 Traffic Jam number 2011 MADRID TOLEDO GUADALAJARA CUENCA CIUDAD REAL BADAJOZ CÁCERES TOTAL In general almost 2.1% congestion has been reduced against There are three departments which have increased their congestion: Toledo, Ciudad Real and Badajoz therefore a special analysis should be centred into these areas to look for the way to reduce this fact. 11/07/ Management of TCC and TICs in Madrid

17 Km/h As additional information, it has been also evaluated the data coming from the Speed average camera control installed in Guadarrama Tunnel (k.p C from AP-6). With this new ITS equipment it has been improved (as it will be showed below) safety, speed mean in the specific segment. Below it is showed the evolution per trimester: Speed mean evolution (2010 last three-month period / 2012 first three-month period) in Guadarrama Tunnel 93, 00 92, 00 91, 00 90, 00 89, 00 88, 00 87, 00 4º trimester 1º trimester 2 º trimester 3º trimester 4 º trimester 1º trimester Below it is showed the evolution per month : Speed mean evolution (Sept May 2012) in Guadarrama Tunnel 94,00 93,00 92,00 91,00 90,00 /h m K89,00 88,00 87,00 86,00 85,00 11/07/ Management of TCC and TICs in Madrid

18 Km/h Km/h It can be observed how the speed mean decreased when new ITS equipment was installed (2010 last three-month period) keeping an average of 89 km/h. The conclusions expressed before are in line with the 85 Percentile speed data which shows how the typical deviation in the period decreases notably till reaching a uniform speed mean to all vehicles which drive in an optimal way. Below it is showed the 85 percentile evolution per trimester: 85 Percentile evolution (2010 last three-month period / 2012 first three-month period) in Guadarrama Tunnel 100,00 99, 50 99, 00 98, 50 98, 00 97, 50 97, 00 96, 50 96, 00 4º trimester 1º trimester 2 º trimester 3 º trimester 4º trimester 1º trimester Below it is showed the 85 percentile evolution per month : 85 percentile evolution (Sept May 2012) in Guadarrama Tunnel 101, , 00 99,00 98,00 97,00 96,00 95,00 11/07/ Management of TCC and TICs in Madrid

19 5.3. Reliability of Results All these results and conclusions have been achieved from the database which contains all data related to traffic issues. As it can be consulted in the Annexes, it has been selected two periods of time in order to compare all data got before the installation of ITS new infrastructure and after the installation. With a very simple statistical process it has been possible to reach the conclusions. The accuracy is high since the data are real with a very low error margin Research Questions Answered No research questions answered 5.5. Overall Assessment It is a fact that the new ITS equipment installed in the studied segments has contributed to improve efficiency to adopt better traffic management decisions and to ease the road user his/her travel since the information showed is accurate and clear. It also contributes to improve the safety and the benefits in the environment are collateral because of the reduction of traffic jams SAFETY The reduction of number of accidents and the reduction of queue longitude after the installation of ITS equipment has impacted on the safety on the studied segments road. The results are crystal clear about this improvement on safety: 10.89% less of accidents and keeping the same number of fatalities (64 fatalities in each year) EFFICIENCY The impact on efficiency is also significant since the traffic jam has been reduced because of the improvement on traffic management and all new devices installed which facilitates to the driver all the relevant information to ease the driving ENVIRONMENT Although it has not been evaluated this issue, the impact on the environment should be also positive since, collaterally, the accident reduction and improvement on traffic fluency minimise the pollution and damages on road. 11/07/ Management of TCC and TICs in Madrid

20 6. European Dimension: Transferability of the Results The deployment of ITS infrastructure in this area has proved the benefits and improvements in traffic flow and safety. All existing DGT traffic control systems are fully integrated with the new installed devices making all system, as whole, full compatible. Although the characteristics of roadways in other European countries differ from those used in Spain, the deployment of ITS infrastructure following a common European rules and the total integration within existing systems should benefit also in the same way as it has been showed within this evaluation. 11/07/ Management of TCC and TICs in Madrid

21 Annex 1: Technical Annex 11/07/ Management of TCC and TICs in Madrid

22 Annex 1: Estudio de velocidades en los cinemómetros de velocidad media Guadarrama III (AP-6 PK D) y Despeñaperros (A-4 PK D) : CINEMÓMETRO TÚNEL III DE GUADARRAMA (AP-6 PK D) distibución del número de vehículos según las velocidades de circulación (km/h) ENERO FEBRERO MARZO ABRIL MAYO JUNIO JULIO Datos Generales Guadarrama NUM_VEHICULOS Vel Media P85 D. Típica ,35 107,17 7, ,34 107,25 8, ,80 107,42 7, ,16 106,97 7, ,30 107,68 7, ,42 107,74 7, ,30 107,64 7,56