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C-ITS DEPLOYMENT AND EVALUATION WORKSHOP UK EXPERIENCES AND PRELIMINARY RESULTS FROM THEIR C-ROADS PILOT (A2/M2) Gary Crockford (Department for Transport & Jonathan Mann (Capita) 6 November 2019 15.11.2019 1 www.c-roads.eu www.c-roads.eu

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C-ITS DEPLOYMENT AND EVALUATION WORKSHOP UK EXPERIENCES AND PRELIMINARY RESULTS FROM THEIR C-ROADS PILOT (A2/M2)

Gary Crockford (Department for Transport & Jonathan Mann (Capita)

6 November 2019

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The UK Pilot

  • Deploys technology

(ITS-G5 & Cellular) that enables the delivery of a number

  • f C-ITS

Infrastructure-Vehicle (I2V) services

  • Allows the evaluation
  • f these services

aimed at reducing congestion, improving safety, and make more efficient use of our road network

The ‘Connected Corridor’ along the A2 and M2

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A2M2 as part of InterCor

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Purpose of deployment (InterCor)

For InterCor to meet the objectives of: 1) Demonstrating a large-scale interoperable deployment of C-ITS; 2) Demonstrating cross border interoperability; 3) Providing C-ITS services on a broader scale by hybrid communication; 4) Extending the strategic cooperation between C-ITS front running countries and assisting other member states to step-in; 5) Evaluating the life benefits of C-ITS applications by reports on using technical evaluation, impact assessment, user acceptance and exploitation.

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Purpose of deployment (UK Specific)

For the UK the complimentary objectives of: 1) Providing a test facility for improved connectivity between the roadside and connected vehicles (and potentially between connected vehicles); 2) Evaluating the benefits that the technology and applications/services can bring to public and private sector partners; 3) Developing a business case and business models for the wider deployment of these technologies and services; 4) Supporting growth in the South East by using technology to better manage the road network.

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Importance of Evaluation

  • The success of the project

depends on an effective evaluation.

  • A focus on the life benefits of C-

ITS applications in the areas of technical evaluation, impact assessment and user acceptance.

  • Proving Interoperability across

borders and over the entire network of corridors

  • A common framework needed to

be defined to enable the objective comparison and exchange of evaluation results between InterCor pilots (Common KPIs)

EXPERIENCE FED INTO THE C-ROADS EVALUATION & ASSESSMENT PLAN

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Evaluation Process Overview

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Evaluation Key Performance Indicators

  • KPIs defined for each Service / Area

THE C-ROADS EVALUATION & ASSESSMENT PLAN HAS A SIMILAR APPROACH

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Practical Evaluation Method – Adapting to the real world!

Data Collection for comparison

  • f pilots ‘logged data’ is
  • nerous even with Common

Logging Formats in place. So Technical Evaluation was distilled to Key PIs against the 5 Research Questions shown

  • pposite.

The outputs from these provided the basis for Impact Assessment and User Acceptance Evaluation

e.g. RQ1: Communications Delay, Packet Delivery Ratio, Effective Communication Range

THE C-ROADS EVALUATION & ASSESSMENT PLAN EXPECTS SYSTEMS TO BE VALIDATED BEFORE EVALUATION TAKES PLACE!

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Technical Validation (Key step prior to Evaluation)

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Technical Validation of GLOSA

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UK Pilot – current results

A number of controlled testing events have taken place and these will be discussed in the following slides We will focus on User Acceptance Results as these are quicker to process Technical Evaluation and Impact Analysis data has been collected, but validated results are not available today

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Overview of Focused Test Events

In total 28 participants took part in test drives between 6th August and 26th September. There were: 5 testing days of the following services: IVS (Dynamic Speed, Lane Change and Embedded VMS) GLOSA (time to green and time to red) 10 testing sessions (5 am & 5 pm) 2 test routes (urban and rural) 50+ hours of test drives

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GLOSA: Comparison between acceptability & acceptance 26 participants completed GLOSA acceptability questionnaire (prior to

test drive) and acceptance questionnaire (post test drive). The following results illustrate patterns of change in opinions after test drive. Overall, participants expressed POSITIVE opinions about:

  • Feeling at ease while driving with GLOSA
  • The usefulness of GLOSA
  • Willingness to have GLOSA permanently on dashboard
  • GLOSA’s accuracy
  • Willingness to recommend GLOSA to others
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GLOSA: Detailed Results (1)

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GLOSA: Detailed Results (2)

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GLOSA: Interview Highlights (1)

Perceiving and using the service: Opinions were divided. Some participants found it easy to follow the instructions (after the first few times). “I enjoyed it so much, I did it four times, I couldn't wait to get back to it. Each time tried not to use the brake at all and was successful every time”. The reported distraction and confusion was mainly associated with: Frequent changes in advised speed Jumps in the countdown to red/green Suggested 0 mph advised speed when approaching red light Inappropriate timing of the message causing distraction

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GLOSA: Interview Highlights (2)

Impact on driver behaviour: Opinions were also divided. About half of the participants reported that GLOSA had a positive effect on their behaviour as they adjusted their speed after receiving the message; they also felt more prepared especially when stationary and waiting at red lights: “I did slow down earlier because I knew I was going to hit a red light” However, most drivers feeling more at ease seen in the surveys was backed up in interviews: “Traffic light countdown was useful, the message came before could see the traffic light. If you didn't have that knowledge, you don't know whether you have a red or green light when you join a queue”

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GLOSA: Interview Highlights (3)

The majority of participants agreed that GLOSA would be particularly useful and readily accepted by HGV drivers as it would help them avoid stopping at junctions and allow for more stopping distance. The majority also agreed that GLOSA may have negative impact

  • n others’ behaviour in that it may encourage speeding (time to

red).

“Will encourage people to speed up and drive recklessly”

The technology may create additional risks and confusion among other drivers if they are not to have access to the service

“Slowed down a bit more than I would when it was a time to green - the person behind me was a bit confused as to what I was doing"

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Driver feedback: Suggested Improvements (1)

Value of the service – accuracy Participants noted that countdown and advised speed were accurate most of the time. Suggested improvements were: Technology to take into account queuing ahead Technology to take into account current speed “Sometimes recommended speed doesn't take into consideration current speed e.g. going from 50-18mph is not safe or realistic.” Technology to provide approximate advised speed (not exact) “Would be better if it said 'more than 2 minutes' instead the 120 seconds which wasn't correct” Technology to suggest time to next green instead of time to red

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Driver feedback: Suggested Improvements (2)

Overall feedback (applicable to all services): Opportunity to sync with SATNAV – participants could see the value of the services if synced with SATNAV (to show directions and speed limit) Customizability: so as to meet the needs of different profiles of road users and journey purposes (ability to switch between services for different journeys)

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Lessons learnt so far (1)

Management processes must remain flexible and responsive to project needs It is important to agree a Framework that is useful to evaluation experts whilst being understood by the broader stakeholders base Embedding evaluation in the project at the outset is imperative The need to focus on a limited number of incisive, common and achievable evaluations is important to achieving a successful outcome TESTFESTs provided an opportunity for a qualitative verification, but are not sufficiently accurate to verify interoperability and implementation of specifications

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Lessons learnt so far (2)

  • Having high quality and reliable services is key to user

acceptance

  • Human Machine Interface (HMI) design and position

mounting influences user acceptance – better integration into vehicle is desirable (e.g. via Android Auto, Apple Car Play) to reduce driver distraction improve observation of warnings (e.g. option for audible warning useful)

  • Seeing the difference in the raw data is difficult to measure.

Ideally a larger pilot with measured baseline and at least 20% of drivers (min penetration) enabled with C-ITS to be considered

  • Using a road with little or no existing ITS services to avoid

direct comparisons with existing ITS services would make ‘HMI reaction’ easier to measure

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When are we likely to learn more?

Pilots in InterCor are still operating and being evaluated. Evaluation activities likely to be completed in December 2019. Evaluation report due to be delivered at the End of February 2019.

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Other UK C-ITS Projects

Approximately 30 C-ITS schemes funded by the DfT including: SPATS (including Green Prioritisation and GLOSA) Intelligent Asset Management Smart Parking Connected Intelligent Technology (IoT)

A more ‘agile’ approach is being developed for evaluation, targeted at existing and future DfT-funded C-ITS schemes Learning from InterCor has already been fed back into a GLOSA based pilot in Somerset. This will enable local conditions and criteria to be evaluated to yield accurate impact assessments and more optimally targeted capital spend The scalable approach will be designed to be easy to use by Local Authorities with smaller evaluation budgets compared to National Schemes: Maximises the chances of it being performed effectively.

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THANK YOU!

Gary Crockford (Department for Transport) Jonathan Mann (Capita)