Home

- eCoMove

1. Not applicable ecoStrategic Model has not been integrated with simulation environment 2 10 3 Practical experience Variant 1 The eCoMove simulation environment together with the component ecoNetwork Prediction could be realised with all its features and worked as planned Verification tests have been performed to prove the operation of the system It turned out that the online adaptation of VISSIM local routing decisions is not feasible in terms of performance in case of very large VISSIM networks Munich and Helmond Therefore an alternative solution has been realised While running the ecoNetwork Prediction model writes the routing schemes in the format of VISSIM routing decisions into a separate ASCII file The content of the ASCII file can be copied into the VISSIM configuration file in order to run the VISSIM scenario a second time with different optimised routing decisions Variant 2 Not applicable ecoStrategic Model has not been integrated with simulation environment 26 06 2013 49 Version 1 0 final ve D550 58 D5 8 Setup manual and O Ove experiences with the traffic management and control applications 2 11 Component ecoEmission Estimation and Prediction 2 11 1 Application setup for simulation Micro The text below refers to the micro version of the ecoEmission Estimation and Prediction component It is available for use with output from a microscopic traffic simulation model In the eCoMove p
2. DynasmartOutputDataFull PlusEmissions mat xlsfileout DynasmartOutputDataFull PlusEmissions xlsx csvfileout DynasmartOutputDataFull_PlusEmissions csv calculated_on 28 Sep 2012 09 38 50 co2ecomove info co2ecomove p p 28 sep 2012 09 35 11 co2ertable info co2ertable pl mat 19 jul 2012 10 33 55 with amp emission rate tables data hdrs 1x23 cell data 45360x23 double 22 gt gt d2 get2dpar d 1 gt gt d2 de matfilein DynasmartOutputDataFull_PlusEmissions mat matfileout DynasmartOutputDataFull CO2 E Link Total g 2D mat xpar LINKNR ypar UTCTIME s zpar CO2 E Link Total g x 378x1 double y 120xl double zz 120x376 double 26 06 2013 53 Version 1 0 final I EP D550 58 D5 8 Setup manual and e O Ove experiences with the traffic management and control applications V V x 10 5 1 5 5 CO2 E Link Total g TNO innovation for life mum eCoMove CO2 E Link Total g as function of LINKNR and time LINKNR l qu Y wn e wn e nn o Ww e wn o a a m r m r co on co 00 C o e o oe o o o e e e e co ed uuuu uu euim c Figure 26 An example of the data calculated with CO2eCoMove_P p and extracted and displayed with Get2DPar p the total CO2 emission per link X axis per time period as a function of time Y axis 26 06 2013 54 Version 1 0 final VPA D550 58 D5 8 Setup manual and O Ove experiences with the traffic management and
3. 5 cccccesseeseeeceeseossscecasoosecccceeeseenerees 39 2 9 1 Application setup for simulation eeeeeessssseee eene 39 2 9 2 User Manual and Adaptability cesses 43 ZA 3IEPUDHOHLOXDOPIONCE oemsacttn tentatio oou Ma oan ee 45 26 06 2013 3 Version 1 0 final control applications ve D550 58 D5 8 Setup manual and O Ove experiences with the traffic management and 2 10 COMPONENT ECONETWORK PREDICTION ccceeeeeeeeeeeeeessnnenaceneeeeeeeeeeeees 47 2 10 1 Application setup for simulation csse 47 210 2 User Manual and Adaptability eee eene 46 ZU JEPRIGHUCALOXDEHEICEnIaama ene bitu mtn O aD 49 2 11 COMPONENT ECOEMISSION ESTIMATION AND PREDICTION ee 50 2 11 1 Application setup for simulation csse eene 50 2 11 2 User Manual and Adaptability eee 50 zog PTU U EOP IE eise EDU ATDIEPA UIDERI NMNEEDRUA AT DIEM IUE 55 2 12 COMPONENT ECOTRAFFIC STRATEGIES cerent 56 224 Practical CXDCVICNCE scscascces totes Wie THE RT ER VERSER NUS a es 56 3 INTEGRATION AT TEST SITES 1 eec cere eee eee nnn anoo noon aaua coca s 57 3 1 NOTE ON TEST SITE MUNICH eeeeeeeee eee enne nnne IA eee uad 57 3 2 APPLICATION ECOROUTE ADVICE esee m MA 58 3 2 1 Application setup for test site sessi ether eennn nnne 58 3
4. D5 8 Setup manual and O Ove experiences with the traffic management and control applications decided to transmit the TPEG TEC message constantly from a number of intersections 26 06 2013 6l Version 1 0 final ve D550 58 D5 8 Setup manual and O Ove experiences with the traffic management and control applications 3 3 Application ecoParking Advice 3 3 1 Application setup for test site The ecoParking Advice application is provides a freely addressable webservice This webservice uses the xRoute server from PTV which also provides a webservice To hook ecoParking Advice to the test site a configuration for the test site is necessary The delivered configuration currently holds parkings of the city of Helmond The configuration of the ecoParking advice consists of a series of geometries for the parking area s using the WGS84 coordinate system The ecoParking advice application runs as a webservice within the eCoMove framework The webservice URL is configurable in the configuration file of the webcontainer This configuration is described in the manual of the webcontainer From the Traveler Support Manager in the simulation environment calls can be made to the webservice that 1s provided by the ecoParking advice service The interface description can be found in the design implementation and verification documentation 3 3 2 User Manual and Adaptability See Section 2 2 2 3 3 3 Practical experience During test
5. Figure 4 Scenario local level routing Helmond eessseeeeese 13 Figure 5 Location of the line in Activator java Class ecoRouteAdvice src eCORoute Advice Activator Java cccsssccccccccccccccccsessssssssssssssseecesceceeeceeseeeeaeeesssseeses 14 Figure 6 Location and name of VISSIM input file ceeeseseeeseeeeeeeeeeeeeees 15 Figure 7 Integration of application ecoGreen Wave in eCoMove simulation TN V1 MEIC LERNEN EO RO ODE 18 Figure 8 Helmond Green Wave Architecture ccccceseeeceeeeceeeceeeeeeeeeaaaeesseceses 19 Figure 9 Coordination architecture cccccccssssssssssssessesccccccccccccscceeeeeessse e Raf 20 Figure 10 Section of the Optimisation eeeeeesssssssseseeeeeeeeeee enn nennen 22 Figure 11 ecoBalanced Priority Architecture ccccceccccccccceceaneeesetsneeeeeeeeeeeeeees 24 Figure 12 Configuration settings for an intersection eseeeeesseeeeeerreenee 25 Figure 13 Overview of on ramp and VSL strategy activated sssssssss 27 Figure 14 Flowchart of virtual stop line strategy seeeeeeeeeeeene 28 Figure 15 Flowchart of truck priority strategy eeeeeeeeeeeeeeeeem 20 Figure 16 The VISSIM model with the on ramp Badhoevedorp 20 Figure 17 MOBYSIM simulation environment with VISSIM and the RIS application
6. Start Matlab and go to the previously mentioned local folder or include it in your Matlab path Start the emission addition routine CO2eCoMove_P p by issuing the command d co2ecomove_p Doing this without any input arguments will execute the routine with all defaults In the archive a sample DynaSmart output file for testing DynaSmartOutputDataFull csv is included and this 1s then used Depending on the speed of your PC CO2eCoMove_P will take between 3 and 6 minutes or longer if you have a very slow PC to process the csv file and besides the output struct d may yield 3 output files 1 e o DynasmartOutputDataFull_PlusEmissions mat o DynasmartOutputDataFull_PlusEmissions xlsx o DynasmartOutputDataFull_PlusEmissions csv In principle these contain the same information albeit in different formats For eCoMove the most important information is the total emission of CO2 per link per time period which in the xIsx file can be found in column O Next that information can be extracted as a 2D matrix with time and link number along the vertical resp horizontal axes very easily with the routine get2dpar p by issuing the command d2 get2dpar d The routine can optionally store the 2D matrix contained in struct d2 as a mat file e g DynasmartOutputDataFull CO2 E Link Total g 2D mat Also it can make a 2D colour plot of the CO2 emissions per link per time period as a function of time For more details see session clipping in section 3 Sessio
7. TrafficStates Current States with Emissions Simulation Module Current States Streaming Sensor a eStraM LE RealTimeRaw dependencies Prediction s Module Ve gt eStraM Module YN 1 Java Projects Ael OD Estimation Module Historical Demands Counts40D Emission Macro Module Historical Count data Figure 40 Directory Structure ecoStrategicModel project which is located in the eStraM Module Java Projects folder eStraM runs standard in the offline mode in which all input data will be processed into traffic state which will be saved in the Traffic States folder 26 06 2013 87 Version 1 0 final C 1 P D550 58 D5 8 Setup manual and e O Ove experiences with the traffic management and control applications Visualize network Dynasmart can be used to visualize the network in order to interpret the results Figure 4 shows a screenshot of the Dynasmart Simulation software with the Helmond network For more information on how to work with Dynasmart we would like to refer you to the Dynasmart manual Ejte pe gae feet Weiss piip l jie DuBA ee a ates Tue Fase jaiten ieee amp mu x likl v drg rw 20305051 bee bats Li Pent Tum Bicis Ble Figure 41 Screenshot of Helmond network in Dynasmart The emission hotspots are visualized with the hotspot identification module Figure 42 shows a screenshot of the hotspots
8. VPA D550 58 D5 8 Setup manual and Q ove experiences with the traffic management and control applications moo O amp B A a caa D T rPOSnIDEM W Lg a a p s Baer 2 AD y 21 32 M dead Da aL I PIE 5 EU Inm E Figure 31 Communay South A46 motorway Communay South A46 motorway is classified as a positive slope truck parking area 26 06 2013 72 Version 1 0 final D550 58 D5 8 Setup manual and e Q Ove experiences with the traffic management and control applications im m io j IH 1 b 1 4 Aud a a i j a M Ls O it 1 i ge b i C oogle i Figure 32 Saint Rambert d Albon east and west A7 motorway Saint Rambert d Albon east and west A7 motorway is classified as two normal truck parking areas 26 06 2013 73 Version 1 0 final 1 P l D550 58 D5 8 Setup manual and e Q W Ove experiences with the traffic management and control applications FF I l Fg i p a x 1 s f i 4 jh F fija f TL TA jia Al ri j OGGE ig o TT Tr i r ZF c lh TH Hal LI F i F s a F i Figure 33 Roussillon Truck Only area A7 motorway Roussillon Truck Only area A7 motorway is classified as a big truck parking area On this area the truck has to visit all the lines of parking place 26 06 2013 74 Version 1 0 final D550 58 D5 8 Setup manual and experiences with
9. Variant 1 The application is solely made for the Helmond situation and no effort has been made to really productize the application for commercial exploitation Therefore all 26 06 2013 25 Version 1 0 final ve D550 58 D5 8 Setup manual and O Ove experiences with the traffic management and control applications configurations are hard coded in the application and it cannot directly be implemented in another network A detailed manual is not really applicable either then the code is well documented using javadoc and comments so that changes of configuration are easy to make Special attention has to be given to the line numbers and what kind of vehicle a certain line number is simulating Variant 2 When optimizing the performance of a controlled intersection often only the stopped delay is taking into account One of the reasons for this is that 1n order to finish the optimization in time some sacrifices are made with respect to the fidelity of the model Typically either a vertical or horizontal queuing model is employed in which traffic assumes one of two states free flow or idling For eCoMove two additional models were developed The first model takes into account additional traffic states amongst which the traffic states intermediate to idling and free flow 1 e decelerating accelerating but also the fact that it is inevitable in some cases that vehicles are stopped twice The second model builds upon the first model an
10. Variant 2 The preparation for test site operation of the ecoStrategic Model includes the following main steps e Prepare live data feed TLC data or similar data from loops or other sources of data e Install the shell and all necessary elements see Figure 40 including the Dynasmart model and ecoEmission Estimation and Prediction component macro version e Adapt the settings file in java paths parameters For any new network a calibrated model has to be made available and mapping tables have to be made to link input data to the network model elements Ideally the output module feeds into the ecoMap but this connection has not been made for the ecoStrategic Model in Helmond 26 06 2013 89 Version 1 0 final el E D550 58 D5 8 Setup manual and Q Ove experiences with the traffic management and control applications 3 11 3 Practical experience Variant 1 The eCoMove component ecoNetwork Prediction could be realised with all its features and worked as planned Verification tests have been performed to prove the operation of the system Variant 2 At the moment of writing the following observations about the practical experience can be made There were many difficulties translating the network from VISSIM to Dynasmart These included mapping issues but also the fact that it took a long time for the VISSIM model to be finalized It involved a much manual work There were difficulties in getting the de
11. approachName gt lt lane gt lt laneNumber gt 10020 lt laneNumber gt lt laneWidth gt 3 5 lt laneWidth gt lt laneLength gt 138 7 lt laneLength gt lt speedLimit gt 50 0 lt speedLimit gt lt wayPoint gt lt ptLat gt 51 477522 lt ptLat gt lt ptLon gt 5 659740 lt ptLon gt lt ptAlt gt 20 0 lt ptAlt gt lt wayPoint gt lt wayPoint gt lt ptLat gt 51 477705 lt ptLat gt lt ptLon gt 5 657756 lt ptLon gt lt ptAlt gt 21 0 lt ptAlt gt lt wayPoint gt connectsTo lt lane gt 40000 lt lane gt lt intersection gt 101 lt intersection gt lt maneuver gt uTurn 0 uTurn lt sharpRight gt 0 lt sharpRight gt lt right gt 1 lt right gt lt slightRight gt 0 lt slightRight gt lt straight gt 0 lt straight gt lt slightLeft gt 0 lt slightLeft gt lt left gt 0 lt left gt lt sharpLeft gt 0 lt sharpLeft gt lt maneuver gt lt connectsTo gt The numbering and naming of the approaches is important for automatically matching the correct approach to a certain SLAM Then some additional OSGI parameters are required to let the applications run properly parameters required to connect to the 101 RSU 26 06 2013 Sl Version 1 0 final ve D550 58 D5 8 Setup manual and O Ove experiences with the traffic management and control applications Fnl peek ecomove ITMessage itmConfigLocationz home knopflerfish osgi 3 0 0 osgi jars CONTRAST Helmond101 topology xml Fnl peek ecomove ITMessage
12. properly The application is solely made for the Helmond situation and no effort has been made to really productize the application for commercial exploitation Therefore all configurations are hard coded in the application and it cannot directly be implemented in another network A detailed manual is not really applicable either then the code is well documented using javadoc and comments so that changes of configuration are easy to make 2 3 3 Practical experience German variant 26 06 2013 22 Version 1 0 final Om D550 58 D5 8 Setup manual and E O Ove experiences with the traffic management and control applications A detailed calibration of the vehicle driver models within the simulation will be performed after the driver behaviour assessment To run ecoGreen Wave it is necessary that all desired speed distributions included in the optimization process also exist within the INP files VISSIM must be run in English VISSIM 5 40 x is needed due to evaluation options needed Dutch variant In practice it turned out that the priority requests were not always satisfied in exactly the same amount of time Investigation is still going on what is causing this but a back up scenario has been made that implements the results of the green wave algorithm as a semi fixed time program in ImFlow The advantage of semi fixed time is that the stages not in the green wave can be configured in such a way that they can be extended or shortene
13. see section 3 11 and 2 there were problems obtaining the ecoMap which meant that a connection to the simulation environment could not be made via the ecoMap and not enough resources were available to make a dedicated connection 2 10 2 User Manual and Adaptability Variant 1 In the eCoMove simulation environment there are several batch files in order to start the whole system together with the necessary bundles and applications ADASRP eCoMove_Munich bat ADASRP eCoMove Helmond bat Part of this 26 06 2013 48 Version 1 0 final VPA D550 58 D5 8 Setup manual and E O Ove experiences with the traffic management and control applications batch job is the launch of ecoNetwork Prediction with a command like start NetStateMain data Munich The following items in the configuration ASCII file NetState conf are relevant to run the ecoNetwork Prediction within the eCoMove simulation environment UseRoutingDecision local routing decisions for VISSIM RoutingDecisionPort local routing decisions for VISSIM RoutingDecisionUpdateInterval local routing decisions for VISSIM SplittingRateEpsilon only update local routing decision if difference is larger than this value RatioEquipped Vehicles The ratio r of equipped vehicles that can send vehicle generated data 0 0 r 1 0 RunWithExtClockS ynchro Run the model with external time synchro InpFile the VISSIM network file Variant 2
14. sends and receives the messages via MOBYSTAT interprets the speed and headway advice and adjusts the speed of the equipped vehicles in VISSIM MOBYSTAT is a real time simulator for G5 vehicle ad hoc networking It uses a Statistical model to predict the delivery of individual messages based on the locations antenna and transmission power properties of the ITS stations The positions and properties of VIS and RIS communication units are received from the other simulators MOBYSTAT receives a byte encoded message from a sender predicts which neighbouring ITS Stations receive the message and forwards the message to each receiver in the other simulators 26 06 2013 32 Version 1 0 final p 1 D550 58 D5 8 Setup manual and e O Ove experiences with the traffic management and control applications Z 1 0 0 See E T E oe e A B i kbh a m TE UIT VISSIM Al AL EE n B mam an IL Figure 17 MOBYSIM simulation environment with VISSIM and the RIS application RS4 simulates the top layers of a RIS application unit Figure 17 It runs an application unit with facilities like the message managers a dynamic map and interfaces to road side sensors The message managers encode SLAMs for the speed profiles generated by the application and decode CAMs from the VIS Road side sensors like the video camera systems used in Netten 2011 are simulated by transforming the vehicle positions received fro
15. sn p 1 D550 58 D5 8 Setup manual and e O Ove experiences with the traffic management and control applications The integration in the Knopflerfish environment can be seen in the screenshot below Fie Eade Dues Ware Has ba m t amp E i A Sit irae al Career ka ruler ache e he i pe Plea pe E E a n P b T on alre MPE D ni rH H ri Dar rmai Le riii a h rE E erum Hirt Log Bernice rm Carm zr Ctr cir mat Sib st Ba bptruu m rare Im ai TE maian Lii Wiari anri n t ct e Bald Maia Tim D Ti Aa EET Fr rin Linie on ios Serie a iihi HE 42 cin Car ii Vw ani Benik Amari ene m s Tet eT PLE fau Cage atte O Bemir Hanimin 2 dle d en m ES Beas iarra iau riae p Ema F 3 F gt E 3 E g E o Waaudbe HgruhuhnHaces Cui niais ls sii e feli o Ln Lge rn Zac HIVE en m Cnmearau Ee Log mmu EA Cama enda ee LAE leper Farkhagm mg ag area es RT UMT eee F 77amm timu m nel papa yir ki jia pede em E E LT a p ETE Eri DE Heiene jee he Tessin HIE ad MER LiB qh mem RR pul um NUES TN eater rey Tay dbi La mn S mai hom nam ouem d Baak mi Verses p y i 2 p A E 1E ai E Dabam imm ae LETT Rude See HFA ar rx Sei ee eed x z Tig Figure 21 Integration into the Knopflerfish environment Both bundles are linked to the VISSIM simulation They get active when the simulation is started by calling the batch file During runtime of the simulation they
16. the XML data as provided is 3361 bytes long which does not fit into a TPEG datagram when transmitted via GeoNetworking To overcome this problem the TPEG sender was modified to decode and encode the XML contents allowing the output to be filtered The encoder contains a list of relevant elements only these and their enclosing elements will be encoded into the TPEG message The elements relevant for the receivers 1n the vehicles are ApplicationRootMessageML effectCode messagelD versionID 26 06 2013 50 Version 1 0 final ve D550 58 D5 8 Setup manual and O ove experiences with the traffic management and control applications messageExpiryTime cancelFlag LocationReference freeFlowTravelTime delay Besides this the message messageExpiryTime element must be filled with a correct date and time This is done during the encoding process The resulting TPEG message is shown below it has an XML payload size of 725 bytes TPEGM TPEG Message Version 0 MessageType TPEGM GenerationTime 1362658168308 2013 03 07 12 09 28 308 Management Actionld SequenceNo 7867 Stationld 103 DataVersion 0 Reliability 100 IsNegation false Location EventPosition EventPositionCurrentDefinition Latitude 51 477190 Longitude 5 662690 Elev 20 00 m LocationRef RefTrace Traceld 0 Waypoints 0 points RelevanceArea GeoAreaCenter Latitude 51 477190 Longitude 5 662690 Shape Circle 300 00 m Dis
17. 2 OSGi desktop is popping up 5 Activate the ecoRamp Metering Bundle 26 06 2013 20 Version 1 0 final ve D550 58 D5 8 Setup manual and O Ove experiences with the traffic management and control applications 6 Activate the Vissim connector Bundle Virtual stop lines The two control plans and AIMSUN are activated and deactivated based on measurements from detectors and sections which are evaluated by triggers In AIMSUN a trigger is a true or false expression based on a predefined criterion Exploratory simulations teach that on ramp traffic enters stop and go behaviour when the on ramp occupancy exceeds 80 Hence 80 occupancy was selected as an indicator for stop and go traffic The VSL strategy control plan is activated when three conditions are met 1 The occupancy at detector is greater than 80 2 The queue formed at section is greater than or equal to 10 3 The occupancy at detector 2 is less than 80 The first and second conditions are used to check if there is a queue formed at the on ramp with more than 10 vehicles The third condition checks if there is an overspill to the adjacent network In short the VSL strategy is only activated when there is no overspill to the adjacent network and there is a queue greater than or equal to 10 vehicles The VSL strategy is deactivated again if one of two conditions is met 1 The occupancy at detector 2 1s less than 80 2 The queue formed at section is less than
18. 6 Application ecoSpeed and Headway management The application is evaluated on the network of the French test site the A10 near Tours The network is modelled in VISSIM 2 6 1 Application setup for simulation The application is tested in the MOBYSIM simulation environment ref ITSC2011 PreDrive which consists of several simulators see Figure 17 VISSIM simulates traffic on the A10 near Tours ENVIVER is used for off line evaluation of the VISSIM data dotted arrow The Road Side Sensors and System Simulator RS4 simulate the Road side ITS Stations RIS running the eCoSpeed amp Headway Management application MOBYSTAT is communication simulator and simulates the delivery of the messages between the RIS and Vehicle ITS Stations VIS The CLOCK controls the timing of the simulation runs and controls the synchronization of the real time simulators with VISSIM time steps The MOBYSIM middleware light blue channel provides all communication between the simulators including the simulator control thin blue arrows the G5 communication thick green arrows and the road side sensor input to the RIS thick blue arrow M2M interfaces VISSIM to the MOBYSIM environment and manages the time synchronization of VISSIM M2M uses the COM interface to exchange data with vehicles in VISSIM M2M reads vehicle positions and forwards these to the other simulators M2M also contains the logic for the Vehicle ITS stations it encodes decodes the G5 messages
19. ECOTOLLING seeeessssssssssrssesssssssroettresseessssassesssesssssrseotttessssssens 79 3 10 eA PRLICATION ECOAPPROACH ADVICE cccccceeeeeeeeesetseessssceeaeeeeeeeeeeeeeeees 80 3 10 1 Application setup for test site eiie nennen nenne SO 3 10 2 User Manual and Adaptability eese SO S405 Pracheal CXPCTICNCE cicsnnesacesevcessssanstanadswacsutuedaanedensainbicectsntuosntentteedtaudes 82 3 11 COMPONENT ECONETWORK PREDICTION cceeeeeeeenn eene 83 OJJ ADDU CANON SCIUD TOF TEST SUB cock seescrcostencuensxestrseicacstadaveckasteinnis duon dos 83 3 11 2 User Manual and Adaptability eee 89 SS E PS ME ui 27H17 CCU CS arias toss vastness eae sw ead eo 90 3 12 COMPONENT ECOEMISSION ESTIMATION AND PREDICTION 91 I P CIA EPTO ea EEA EE AT E 9 3 13 COMPONENT ECOTRAFFIC STRATEGIES cerne eene nennen 91 Jdid Prachcal experien E eieaa a E RANU EERAREEER A dE ER EERRUES 9 26 06 2013 4 Version 1 0 final control applications ve D550 58 D5 8 Setup manual and O Ove experiences with the traffic management and FIGURES Figure 1 Deliverables flow diagram eeeeeessssssseeeeeeeeee eene eene 9 Fipure 2 Configuration Of deDe Dell CY stessaiaseeatoncdacessnessasunnetsandauaeeaessecdccmmeusteonteiedenss 12 Figure 3 Routes having the same starting and ending points ssssss 13
20. Junction gt element of the xml file used for initialization if speed advice should be given for the entire intersection or must be added to the Signal Signal element of the xml file when advice should only be given for certain signals Allowed values are 0 no speed advice 1 one shot speed advice and 2 continuous speed advice The element distance 26 06 2013 44 Version 1 0 final ve D550 58 D5 8 Setup manual and E O Ove experiences with the traffic management and control applications advice gt value lt distance advice gt can be used to specify the distance at or from which the speed advice must be given Passive deceleration is realized by influencing the speed of a driver in VISSIM indirectly through modification of the desired speed of a driver Aggressive deceleration is realized by influencing the speed of a driver in VISSIM directly For all speed profiles minimum and maximum values can be set for both speed and deceleration for the junction as a whole or per signal group by adding lt speed min gt lt speed min gt lt speed max gt lt speed max gt lt acc min gt lt acc min gt and lt acc max gt lt acc max gt entries to either the lt Junction gt lt Junction gt element or the lt Signal gt lt Signal gt element of the xml file Variant 3 The application is solely made for the Helmond situation and no effort has been made to really productize the application for commercial exploitation
21. Therefore most configurations are hard coded in the application and it cannot directly be implemented in another network A detailed manual is not really applicable either then the code is well documented using javadoc and comments so that changes of configuration are easy to make When a queuing model ITM and SLAM messages have already been configured for the field it is a relatively easy job of no more than 10 minutes per intersection to adapt the code for a different network The ITM and queuing model are configured using intuitive XML files while the SLAM was configured using the xargs OSGI file in the field see 4 9 2 for details However this simulation application runs without OSGI for improved debugging capabilities higher stability and faster operation Therefore the few SLAM parameters have been configured in the code To make this application more easily adaptable to other networks a configuration file should be made that tells the application which ITM and queue configurations to load Additionally relationships between ITMs and SLAMs and queues should also be made explicit In the field this is easier because there is only one instance of ITM SLAM and queuing model per intersection and thus per application In simulation it runs faster to combine everything in a single application so that more configurations are required 2 0 3 Practical experience Variant 1 For running the application successfully it is important tha
22. and E O Ove experiences with the traffic management and control applications 3 9 Application ecoTolling No test site activities Application only exists in simulation environment 26 06 2013 79 Version 1 0 final S m D550 58 D5 8 Setup manual and e Q ove experiences with the traffic management and control applications 3 10 Application ecoApproach Advice Three different implementation variants are distinguished in this section Each variant is designed for a different baseline or different traffic light control algorithm They have been developed by different partners but share the same basic principles 3 10 1 Application setup for test site Variant 1 No test site activities Application only exists in simulation environment Variant 2 No test site activities Application only exists in simulation environment Variant 3 ecoApproach Advice covered 14 signalized intersections in Helmond The equipment of the FREILOT project was re used and the software upgraded to the latest standards and expanded with eCoMove applications y 2 Wo E ge 2g 9 09 99 Da bs gt EEE p x3 uud Figure 37 Overview Helmond ecoBalanced Priority intersections The ecoApproach Advice application works the same as in simulation see section 2 9 1 except for the fact the traffic light controller is actually attached to real sensors and signal heads No special arrangements made in simulation with regard to driver behaviou
23. applications 05 9 Report on test site operation Figure 1 Deliverables flow diagram System concepts are described in D5 1 and further detailed in D5 2 towards system designs The setup of the simulation environment and required extension are discussed in D5 3 while the actual implementation is described in D5 7 Following D5 2 there are two deliverables describing the prototype implementations D5 6 presents the prototypes of individual applications and components and also includes verification plans Results from laboratory verification tests are presented in D5 7 while results from field verification are discussed in D5 9 General information about the setup of applications operational instructions and practical experiences are reported in D5 8 Validation results are discussed in two deliverables D5 9 includes the results from field validation while D5 10 is dedicated to impact figures coming 26 06 2013 9 Version 1 0 final ve D550 58 D5 8 Setup manual and O Ove experiences with the traffic management and control applications from simulation activities Finally D5 4 addresses the integration of applications both in terms of technology as in terms of synergies where impact is concerned 1 2 Document Overview 1 1 1 Intended Audience This document has been prepared to give the reader some understanding of how the applications and components have been simulated and how they have been tested The content of this doc
24. as is the case in the simulation setup used In order to come up with an advice the emission of a number of different speed profiles are compared 1 aspeed profile in which a driver passively decelerates towards the speed that allows the driver to pass the stop line without further deceleration 2 aspeed profile in which the driver aggressively decelerates towards the speed that allows the vehicle to pass the stop line without further deceleration The speed with which the vehicle can pass the stop line will in this case be higher than when the vehicle decelerates more passively 3 A speed profile in which the driver decelerates at the last possible moment 4 A speed profile in which the driver starts to decelerate as early as possible For cooperative vehicles all of the above speed profiles can be considered For regular vehicles the first three speed profiles can be considered Whether a vehicle is cooperative bidirectional communication possible from vehicle to infrastructure traceable unidirectional communication possible from vehicle to infrastructure or regular vehicles are detected using regular roadside infrastructure and communication with the driver is done by means of variable messages signs is determined in VISSIM by choosing the right mix of vehicle types In order to be able to choose between the different speed advices speed advice gt value lt speed advice gt element must be added to either the lt Junction gt lt
25. coming from outside these motorways excluding of course all the area linked services and rest area 3 8 3 Practical experience 26 06 2013 T Version 1 0 final Om D550 58 D5 8 Setup manual and O Ove experiences with the traffic management and control applications For the test sites Difficulties the availability of an equipped truck accompanied by a skilled team Facilities the test site doesn t require any configuration or ground modification For the application Perhaps the most sensitive part of the EcoTruckParking Application is the map matching module The map matching process is based on the last three locations returned by the OBU From this three points the system deduce where is the OBU and what is its direction For some situation such as request made on a roundabout on a rest area where the driver doesn t respect strictly the defined driving direction the map matching can t be able to deduce the direction of the truck and thus no truck park status will be displayed Another strange case follows in roadwork sections when the two directions of drive have to be temporary done on the same side of the motorway the map matching doesn t understand the situation when a request is done in countersense To finish for some areas mixing the traffic flow from the motorway two directions this is impossible to know where the truck will go 26 06 2013 78 Version 1 0 final VPA D550 58 D5 8 Setup manual
26. in strange behaviour of the vehicles near the exits Cars and HGVs try to take the exit from the second or even third lane combined with very low speeds to make the exit just in time This causes significant delays and jams on the exits Discussion with the creators of the model revealed that it was not possible to correct this behaviour without significant programming effort this behaviour is therefore still present in the model 26 06 2013 35 Version 1 0 final ve D550 58 D5 8 Setup manual and O Ove experiences with the traffic management and control applications 2 7 Application ecoTruck Parking The simulation process for EcoTruckParking can be summarized as an extrapolation work The simulation wants to answer the further question how many energy and CO2 can be saved if the application is used To answer this question this is needed to start by real measurements what is the consumption of a truck when it stops looks for and doesn t find a parking place With this basic information this is possible to evaluate by extrapolation the global amount of saved energy 2 7 1 Application setup for simulation Application details and preparation The Application must have been installed on the OBU e OBU to be use SAMSUNG GALAXY 3S2 e Application file ecoTruckParking apk e 3G network capability switched on e GPS localization switched on e ASFA servers in production The Application can be used while the simul
27. or equal to 2 Both conditions check if the vehicles in section 1 have been cleared to the motorway If the section is nearly empty the normal control plan is activated until the conditions for the VSL strategy are met again Truck priority Similar to the VSL strategy triggers are used for evaluation this time using the occupancy measurements of the detectors on the on ramp Truck priority is only realized if the truck 1s the fourth vehicle in the queue Preliminary simulations showed that giving priority to trucks at a bigger distance from the stop line disrupts the flow on the motorway disproportionally In summary the TP strategy control plan is activated when 1 A truck is present on the on ramp 2 The truck is among the first 4 vehicles in the queue 26 06 2013 30 Version 1 0 final ve D550 58 D5 8 Setup manual and O Ove experiences with the traffic management and control applications 2 5 3 Practical experience Green frequency and speed advice Simulations were executed The first results give the impression that the distance of 200 meter between entering the ramp and the stop line is too short for speed adaptation without stopping Virtual stop lines Simulation results showed that the VSL strategy reduces fuel consumption on metered motorway on ramps significantly This can be explained by the reduction of stop and go behaviour while queuing It is important to note that the VSL strategy is experimental to
28. 2 2 User Manual and Adaptability cesses eene nennen 58 O0 FOET CNC eee E E a E EEE O 59 3 3 APPLICATION ECOPARKING ADVICE 45 9 62 3 3 1 Application setup for test site sessi entes nnne nennen nnns 62 3 3 2 User Manual and Adaptability 8 989 98 eeeeesscssesss 62 3 3 3 Practical experience c fe aif eere 62 3 4 APPLICATION ECOGREEN WAVE 5 45 e etge esee en ent trrneeI nennen nnn 63 3 4 1 Application setup for test sitez ss WM ccc ccceessccccccsenssescccsensseeeceseaseees 63 3 5 APPLICATION ECOBALANCED PRIORITY censere 64 3 5 1 Application setup for tgff siia M eeeeesesseeesessssseeeeeee esee 64 3 5 2 User Manual and Adaptability eese 64 3 5 3 Practical experience midi ooo ttt uer SERERE EE eSIbS 65 3 0 APPLICATION ECORAMP METERING eere nennen nne neneeennnnnnn nenne 68 301 FOG CR BERT 66 3 7 APPLICATION ECOSPEED AND HEADWAY MANAGEMENT eer 69 3 8 APPLICATION ECOTRUCK PARKING eeeeeeee eene nnnen enne nennen 70 3 6 1 Application setup for test SItC cccccccscccccccccsseesccececaessecceeaseeesceeseaanseeeeeaas 70 3 6 2 User Manual and Adaptability ecce esses eene 77 3 8 3 acap experience ccccccccsnnsecccccccnssesccccscassneecccceasecesccseaaseeesecseasesereeees 77 3 9 ANILICREJON
29. 2 4 1 Application setup for simulation eeeeeesssssseee eene eene 24 2 4 2 User Manual and Ad aptanpility c ccccccccccecccccccccsenseeeecccenssesesccsaasseesecees 23 20 Fractal e DO NE ennari aE EE PIN NUMSSRGUA DPI DIR HIDE 26 2 5 APPLICATION ECORAMP METERING eere eene ntneenen nnne nnt 26 2 5 1 Application setup for simulation eeeeeessssseeeee eee eennn nnn nes 26 2 5 2 User Manual and Adaptability cesses 29 PAS MEME QU COI CC TU 31 2 0 APPLICATION ECOSPEED AND HEADWAY MANAGEMENT ener 32 2 6 1 Application setup for simulation eee 32 2 6 2 User Manual and Adaptability eese 34 2 4 5 9 PRACTICAL experience eese eene eere ahh ene naa rese serena nna 35 2 EA PBLICATION ECOTRUCK PARKING eeeeeeeeeeee eere n enne nennen nnne 36 2 7 1 Application setup for simulation eese eene 36 2 7 2 User Manual and Adaptability e ceeessseeeeesseeeeeeeee eene 37 Dae T E 22124 2172 181 AA E ONA aps ee 37 235 APPLICATION ECO TOLLING cree esters te gs dscosseacee cto noina eaii ie 38 2 6 1 Application setup for simulation eeeeesssssseee eene eene nennen 3 20 2 User Manual and Adaptabllityusnseussussusmeet E e eR EU u PP PEE HU UNNUPE 38 Zu IUYODUGU CX CHCH CS asume Pass N PEDI PRIM NEEDED PM ME 38 2 9 APPLICATION ECOAPPROACH ADVICE
30. Cooperative Mobility Systems and Services for Energy Efficiency eCoMove D550 58 D5 8 Setup manual and experiences with the traffic management and control applications SubProject No SubProject Title ecoTraffic Management and Control Workpackage No WP5 Workpackage Title Integration and verification Task No T5 5 1 Task Title Integrate the applications for specific test sites Authors C Bresser W P van den Haak R van Katwijk J L ssmann M Mann B Netten P Matthias C Sanchez J Vreeswijk F van Waes I Wilmink Dissemination level PU PU PP RE CO File Name 130628 DEL SP5 D550 58 b5 8 Installation Instructions for the traffic management and control applications v 1 0 Delivery date 01 07 2013 Project supported by European Union DG INFSO ICT 2009 6 1 ICT for Clean and Efficient mobility FP7 ICT 2009 4 IP Proposal 247908 IP Manager Jean Charles Pandazis ERTICO ITS Europe Tel 32 z 400 0714 E mail jc pandazis mail ertico com ve D550 58 D5 8 Setup manual and O Ove experiences with the traffic management and control applications Control sheet Version history Summary of changes 22 08 2012 Vreeswijk 10 09 2012 Review of template 13 12 2012 J Vreeswijk Update of template 0 5 27 02 2013 F Van Waes Contributions partners added 03 04 2013 F Van Waes Last contributions partners added reviewer processed O Name Date Project partners 28 06 2013
31. D5 8 Setup manual and E O W ove experiences with the traffic management and control applications The virtual stop line VLS strategy has been implemented using the control plan functionality of Aimsun Two control plans were used One control plan to regulate the ramp metering installation based on the ALINEA algorithm and a second control plan to control a virtual stop line 50 meters upstream of the ramp metering installation Motorway Figure 13 Overview of on ramp and VSL strategy activated The on ramp is divided into two sections When the VSL strategy is active vehicles in section one will anticipate to the ramp metering installation based on the ALINEA algorithm as they normally would while the vehicles in section two remain idle until the VSL strategy is deactivated Also see Figure 13 The activation and deactivation process of the VSL strategy is summarized in Figure 14 26 06 2013 27 Version 1 0 final control applications VPA D550 58 D5 8 Setup manual and O Ove experiences with the traffic management and Normal Control Plan Activated T Real Time Measurement fram Queue Detector NO Y Is Queue Formed At Section 17 YES Y Activate Control Plan VSL Strategy T Real Time Measurement From Oers pl Detector v fs There Overspill At YES Deactivate Control Adjacent Network Plan VSL Strategy a YES T Real Time Measurement Fram ALINEA Detector NO Y YES Is Number Of Vehicles l
32. European Commission 01 07 2013 26 06 2013 II Version 1 0 final ve D550 58 D5 8 Setup manual and O Ove experiences with the traffic management and control applications Table of Contents MBN ROD COON reiia EE a EE Eae eaaa 9 IN BAC ORON D esc wn N E E A ee 9 I2 JIDOCDMBNT OVERVIEV e T ce canseeweees 10 Pe dnended AUTIENCE 10 1 1 2 Document Structure 10 2 INTEGRATION IN SIMULATION ssssssssecceccccccccccccsssssssssssscsccecececsossssoososssee 11 2 1 APPLICATION ECOROUTE ADVICE esssssssssssssesssssssoerereesessssesseesseese M E 11 2 1 1 Application setup for simulation eeeeeessssseeee eene 11 2 1 2 User Manual and Adaptability eee eene 15 2 1 3 Practical experience steiaciusto tenis omtosetosta um gl cos d oin 15 2 2 APPLICATION ECOPARKING ADVICE ecce cente three nennen nennen nn 16 2 2 1 Application setup for simulation cesses eene nnns 16 2 2 2 User Manual and Adaptability f f eeeeeesseeeee 16 2 2 3 Practical experience Nn Bee eee 17 2 3 APPLICATION ECOGREEN WAVE 49W 599 18 2 3 1 Application setup for simulation eeeesessssseeee eene 18 2 3 2 User Manual and Adaptabilfy 555 eese esses eese esee tears 20 PASTAS TACTIC CXC CIC RR ceva see ence 22 2 4 APPLICATION ECOBALANCED PRIORITY eese nene 24
33. M message at the vehicle side was challenging but successful after several tests The only change we requested was to get a more accurate time to stop line since 1 second accuracy was too few During verification tests interference of ecoBalanced Priority was experienced in the sense that green priority changed the time to green which made the speed advice unreliable 26 06 2013 82 Version 1 0 final ve D550 58 D5 8 Setup manual and O Ove experiences with the traffic management and control applications 3 11 Component ecoNetwork Prediction As many different modelling practices exist it is possible to implement a state estimation and prediction system in various ways This section distinguishes two variants one implemented by a research institute and another implemented by a traffic systems developer 3 11 1 Application setup for test site Variant 1 ecoNetwork Prediction is a component to compute online current future and optimal ideal traffic states for a road network It reads its static configuration data network topology road attributes etc from an ASCII configuration file and writes the traffic states into the ecoMap while processing dynamic data vehicle detector and signal group states from the real test site The component ecoNetwork Prediction is fully integrated in the eCoMove system of the real test site It receives periodically dynamic data from various data sources that are connected to the system via s
34. StraM modules and its software dependencies should be available in order to prepare the eStraM application setup for simulation Inputs eStraM needs a number of inputs to set it up for simulation in Helmond Table 5 shows these inputs Input Used by Description lookupTableVxx csv Data Collection and Preparation Mapping TLC count module id s to Dynasmart Network link id s TLC Count files Data Collection and Preparation Count values historical module Helmond from period available in historical database in csv files TLC Count files live Data Collection and Preparation Count values module Helmond per 5 minute per junction in csv file Dynasmart Network Simulation Module Complete Dynasmart simulation network of Helmond Table 5 inputs for eStraM Peek provides via a live feed TLC count data to the TNO server which is refreshed roughly every five minutes providing aggregated data traffic counts over the last five minutes Folder structure and setup In order to run eStraM all modules software dependencies and inputs need to be placed in the correct folder Figure 40 shows the directory structure N B Emission Macro Module refers to the macro version of the ecoEmission Estimation and Prediction component 26 06 2013 86 Version 1 0 final e D550 58 D5 8 Setup manual and e Ove experiences with the traffic management and control applications Predicted states with Emissions Predicted states
35. Traffic Strategies was made the structure and planning of the eCoMove project did not allow building an actual prototype Evaluation of the potential of ecoTraffic Strategies will be done using a traffic simulation but in an indirect manner through the validation of other applications Emphasis will be on joint operation of applications ecoRoute Advice ecoGreen Wave ecoBalanced Priority and ecoApproach Advice Main aim is to gain knowledge about the performance of applications in response to control targets their behavior in specific traffic conditions as well as synergies between applications Results of this analysis will be reported in D5 4 26 06 2013 56 Version 1 0 final f es D550 58 D5 8 Setup manual and O Ove experiences with the traffic management and control applications 3 Integration at test sites This chapter describes the test site activities How were the applications setup for the test sites what preparations a configurations were made and what are the most notable practical experiences It gives an overview of the work performed in WP4 See Table 3 Test Site Application Verification Validation Format Network Network ecoRouting Network routing ecoRouting Local level routing Helmond ecoParking Advice Helmond ecoGreenwave German variant ecoGreenwave Dutch variant Balanced Priority Variant 1 Helmond Helmond Balanced Priority Variant 2 ecoRamp Metering Ba
36. able to share the roadside equipment This was accomplished by changing the radio frequency of all FREILOT equipment roadside and on board to 5 9 GHz 26 06 2013 65 Version 1 0 final VPA D550 58 D5 8 Setup manual and O Ove experiences with the traffic management and control applications Next the GeoNetworking protocol stack was added to all roadside systems The CALM FAST and GeoNetworking protocol stacks have been designed such that they can operate simultaneous using one radio unit CAM PRIO TSPDM SLAM ITM FREILOT FREILOT TSPDM SLAM ITM CAM Priority sender sender sender CONTRAST eCoMove Priority handler TSPDM SLAM ITM CAM ecoCAM sender sender sender CAM ecoTPEGM ecoCAM ecoISPDM ecoSLAM ecoITM Figure 29 A roadside unit supporting three different projects Adding two additional projects to the existing FREILOT infrastructure would increase the number of connections to the traffic controller significantly As this number is 26 06 2013 66 Version 1 0 final Om D550 58 D5 8 Setup manual and O Ove experiences with the traffic management and control applications limited a Proxy has been introduced which connects once to the traffic controller and offers multiple connections via a JSON interface to the project specific functions Both the CONTRAST and the eCoMove projects send out similar messages TSPDM SLAM and ITM with very minor differences To allow both projects to u
37. are feed with dynamic traffic data by the activator classes The dynamic data include signal state sensor data from inductive loops and vehicle data CAM While the signal state and sensor data is set on change vehicle data is set each time a C2X vehicle requests a speed and lane advice SLAM A C2X vehicle requests an initial SLAM for the next intersection when it is on a link right behind the signal head is located and it requests SLAM updates periodically when it approaches the next signal head At SLAM updates the speed advice may change but the advised timeslot and the advised lane remains the same as they are only calculated once for the initial SLAM The procedure is visualized in the figure below Figure 22 Visualization of the procedure for a SLAM update Variant 2 26 06 2013 40 Version 1 0 final VPA D550 58 D5 8 Setup manual and O Ove experiences with the traffic management and control applications This application extends upon the ecoBalanced Priority application description The reader is referred to that section for information with respect to application setup 26 06 2013 41 Version 1 0 final ve D550 58 D5 8 Setup manual and E O ove experiences with the traffic management and control applications Variant 3 For Helmond ecoApproach Advice was based on the predictions of the ImFlow traffic light controller Due to the dynamic nature of the controller advice wasn t always possible o
38. ata Graphical User Interface Local Dynamic Map Nitro oxide On Board Unit Origin Destination Open Service Gateway initiative framework Parking Information Requirement Roadside ITS Station Roads and Multimodal Routes Roadside Unit Speed and Lane Advice Message Sub project Traffic Event Compact Traffic Flow Prediction Traffic Light Control Traffic Management Centre Traffic Information Database Truck Priority Truck Parking Area Transport Protocol Expert Group Use Case Vehicle ITS Station Virtual Stop Line Extensible Markup Language 8 Version 1 0 final VPA D550 58 D5 8 Setup manual and O Ove experiences with the traffic management and control applications 1 Introduction This deliverable deals with a detailed overview of simulation and test sites activities of the ecoTraffic Management and Control sub project undertaken as well as lessons learned from these activities 1 1 Background 05 1 Use cases and system requirements i 5 2 Architecture and system specification D5 3 Extension of simulation functionalities and test site modelling D5 4 System prototype implementation 1 D5 6 Prototype implementation of the applications and components 05 10 Traffic management and contral simulation results 5 7 Develapment and testing of traffic management and control measures 5 8 Setup manual and experiences with the traffic management and control
39. ation is done but this is difficult to find an interest to do that The measurements of truck consumption can be done independently Truck details and preparation An extrapolation is executed to determinate the average consumption for a place search A series of consumption measurement are made for different supposed situation normal areas in slope areas and big areas So an average and representative consumption must be determinate by considering e the number of the each different type of truck areas of the network e a weight on each area considering the truck frequentation of each area VOLVO chooses to do the consumption measurement with a truck specially equipped e with a multi parameter probe including of course a consumption measurement e a GPS tracking system e a computer connected to the CAN bus to control and record parameters The speed profile of such an event has to follow the sequence cruising decelerating low speed accelerating cruising At the end of data validation VOLVO simulated his vehicle model with the reference truck data set on a driver scenario model This is done to extend the data to different truck mass 26 06 2013 36 Version 1 0 final el D550 58 D5 8 Setup manual and Q Ove experiences with the traffic management and control applications The truck is a Renault Truck Premium DX111 410hp The Truck is classified in the Distribution type such as utilitary or Lo
40. atrix the ecoNetwork Prediction component is needed The exchange of data is realised to a text file The text file has a VISSIM INP data format for routes Local level routing Local level routing in eCoMove uses pre configured route diversions which are activated by a dynamic event For each situation the user e g the road operator needs to determine the triggering event the route s affected by the event and the recommended desired alternative routes 2 1 3 Practical experience Network routing Getting the output of the application may take some time up to 5 minutes depending on the performance of a computer Local level routing Simulation results showed that in terms of CO2 the rerouted vehicles hardly benefit from local level routing This can be explained by the extra distance they travel with an extra signalized intersection to pass These vehicles did have significant time savings There were clear CO2 improvements on a network level which can be best explained by increased and therefore more continuous vehicle throughput when the railway crossing is closed As a consequence compared to the baseline vehicle queues decreased and less vehicles had to be processed immediately after the railway closure Adaptive traffic light control with queue estimation played a crucial role in this process 26 06 2013 15 Version 1 0 final ve D550 58 D5 8 Setup manual and E O Ove experiences with the traffic management and control ap
41. balancing factor e Linking between signal heads and Link IDs e Saturation flow headways The Configuration java for the Queue Estimator contains parameters about e Saturation flow headway for platooned and queued vehicles e Vehicle length e Deceleration e Speed limit 26 06 2013 43 Version 1 0 final ve D550 58 D5 8 Setup manual and E O Ove experiences with the traffic management and control applications e Cycle time e Correlation settings During runtime it can be seen that C2X vehicles change their speed For evaluation VISSIM output files such as the vehicle protocol and the travel time protocol can be used A validation setup foresees the integration with the ecoBalanced Priority For isolated runtime the signal program is set to fixed time with a cycle time of 90 seconds For combination of the ecoApproach Advice with the ecoBalanced Priority the cycle time is no longer fixed but it must be updated according to the output of the ecoBalanced Priority The cycle time is used by the VehicleAllocator to determine the next green time of the advised lane Variant 2 Two types of ecoApproachAdvice have been implemented One that is continuously updated as the vehicle approaches the stop line possible when the vehicle is equipped with an on board unit and one in which the advice can be sent out only once at a specific location from the stop line possible when there are variable message signs available at the roadside
42. ber VISSIM x y coordinates leading vehicle ID and speed New desired speed is sent back to Vissim by the application Inside the application the working principles are kept as close to the field implementation as possible Therefore VISSIM x y coordinates are converted into lat long coordinates to match the vehicles to approaches defined in the ITM messages which are also sent out on the street The approach of the ITM can then be linked to the correct SLAM message and matched distance to stop line can be used to find the correct zone in the advice for the vehicle Additional for the simulation is the driver behaviour That is why the current lane is necessary because the advice is only for traffic going through A real life driver knows this but a vehicle in simulation is not aware of these things Therefore if the laneID 1s from a lane that leads to a right or left turn the advice 1s turned off This 1s not perfect as the direction should actually also be known before entering a lane that 26 06 2013 42 Version 1 0 final ve D550 58 D5 8 Setup manual and O Ove experiences with the traffic management and control applications leads to a turning signal group but this is not available on the C2X interface The current speed and leading vehicle ID are required for modelling anticipating behaviour around the stop line In the field the advice is simply not shown anymore but that would make the vehicles in simulation accele
43. cceeesssesscccccccseessssescccccccsccssssssseccccccee ns GMB SDR ecsssesccccccssseessssseseccessseeeess 33 Figure 18 RS4 environment to simulate the RIS applications and facilities and the mterlace 1O MOBYSIM m 34 Figure 19 OSGi Bundle of the ecoApproach Advice sssssssseenesssssssseeeresssssssseerees 39 Figure 20 Dependencies of the Bundle Vehicle Allocator 39 Figure 21 Integration into the Knopflerfish environment cccccccccceeeeeeeeeeeeeees 40 Figure 22 Visualization of the procedure for a SLAM update 40 Figure 23 Helmond ecoApproach Advice Architecture eeeeeeeesssss 42 Figure 24 Integration of component ecoNetwork Prediction in eCoMove simulation VE NN ccc b OE EM 48 Figure 25 List of files used in ecoEmission Estimation and Prediction macro 52 Figure 26 An example of the data calculated with CO2eCoMove_P p and extracted and displayed with Get2DPar p the total CO2 emission per link X axis per time period as a function of time Y AXIS 0 ccssssssssssseseeeecececeeeeeeeeeeaasesesessssseseeeeeeseees 54 Figure 27 gt Alternative routes in Helmond seeeeeeeeeeeeeeeeeeeeeeeee 58 Figure 28 Overview Helmond ecoBalanced Priority intersections 64 Figure 29 A roadside unit supporting three di
44. control applications 2 11 3 Practical experience Micro The adaptation of the existing emission model on which the micro version of the ecoEmission Estimation and Prediction component is based was relatively straightforward and no problems were encountered during the testing and validation of it It was distributed among partners and no problems have been reported Macro The macro version of the ecoEmission Estimation and Prediction component took much more effort to develop and test This was because extensive microscopic traffic simulation was needed to derive emission function suitable for use at the macroscopic level Because of the specific requirements it was not possible to use existing data sets The finished version has been distributed among partners and although there were a few bugs these were easy to deal with and the component works well 26 06 2013 55 Version 1 0 final Om D550 58 D5 8 Setup manual and O Ove experiences with the traffic management and control applications 2 12 Component ecoTraffic Strategies 2 12 1 Practical experience Due to technical organization and practical limitations ecoTraffic Strategies was not implemented To develop and operate such an application more knowledge was needed about the performance of applications controlled by ecoTraffic Strategies their response to control targets the behavior of applications as well as synergies between the applications Although a design for eco
45. d according to the demand of the traffic dynamically The disadvantages are that the order of stages is fixed and that the green wave timing cannot be adapted dynamically according to the traffic demand 26 06 2013 23 Version 1 0 final ve D550 58 D5 8 Setup manual and O Ove experiences with the traffic management and control applications 2 4 Application ecoBalanced Priority As ecoBalanced Priority builds upon existing traffic light control algorithms there are various ways to implement this application Two variants are distinguished in this section one developed by a traffic systems vendor and one developed by a research institute 2 4 1 Application setup for simulation Variant 1 For simulation ecoBalanced Priority uses the following architecture eCoBalancedPriority application Traffic lights Traffic light Adaptive Traffic controller control system Sensors Figure 11 ecoBalanced Priority Architecture Again just like in the green wave application the traffic lights and sensors are connected to the traffic light controller through the SimInterface dll Additionally priority vehicles from VISSIM now also send their PT telegrams through this same interface The adaptive traffic control system ImFlow works just like on the street but gets configuration parameters dynamically through the connection with the ecoBalanced Priority application These are determined according to the weight of the vehicle emis
46. d associates the different delay components with different levels of CO2 production i e an idling vehicle emits significantly less CO per second than an accelerating vehicle does This model furthermore takes into account the different emission characteristics of vehicles as a truck emits significantly more CO2 than a person car does In order to be able to choose between the different models the lt performance gt value lt performance gt element must be added to the lt Junction gt lt Junction gt element of the xml file used for initialization otherwise the default model will be employed in the optimization module Allowed values are 0 default model high fidelity delay model and 2 CO2 performance model 2 4 3 Practical experience Variant 1 The application worked well in simulation Trucks get their priority and can be tracked nicely on the ImFlow web interface see D5 7 to verify that the application is working well Variant 2 No simulation was executed 2 5 Application ecoRamp Metering 2 5 1 Application setup for simulation Green frequency and speed advice The application will be evaluated on the network of the Badhoevedorp test site the A9 near Badhoevedorp The network is modelled in VISSIM The ecoRamp Metering Application has been developed as one OSGi bundle A second bundle has been built to link the VISSIM simulation environment Virtual stop lines 26 06 2013 26 Version 1 0 final ora D550 58
47. ded to the latest standards and expanded with eCoMove applications EE hs ER z 5993 T xz EOD eo dd 3 ES R ER ees feri DA A N Figure 28 Overview Helmond ecoBalanced Priority intersections 3 5 2 User Manual and Adaptability Variant 1 To provide ecoBalanced Priority at the test site in Helmond the eCoMove software had to be combined with other operational systems and pilots During the eCoMove test period the infrastructure had to be shared between the following projects e FREILOT e CONTRAST e eCoMove The following OSGi bundles have been used for all projects e nl peek audit logger generic logging e nl peek spits Idm the LDM by Peek e org safespot trail reference tracks with map matching by Peek e nl peek eurocontroller the TLC proxy e nl peek eurocontroller api API of the TLC proxy e JsonRpc2 JSON used by the TLC proxy e nl peek uts rpdb proprietary protocol to connect to the TLC 26 06 2013 64 Version 1 0 final control applications nae D550 58 D5 8 Setup manual and 7 experiences with the traffic management and e Org cvisproject gpsd GPS receiver connects to gpsd The following OSGi bundles have been used for FREILOT e nl peek cvis rsubeacon FAST CAM messages e nl peek spits calmapi CALM FAST router API e nlpeek priority messages radio messages for priority service e nlpeek priority roadside FAST priority service e nl peek keystore security key ma
48. dhoevedorp Badhoevedorp Green frequeny and speed advice VimalSeptines 000 0 E Virtual BID lines BESONDERE CC 4 ne ERR AL ecoTolling ecoApproach Advice Variant 1 n ecoApproach Advice Variant 2 ecoApproach Advice Variant 3 ecoNetwork State and Prediction VISSIM Helmond VISSIM Helmond Sea ESE ecoNetwork State and Prediction Variant 2 Table 3 An overview of the applications related to the verification validation at the test sites 3 1 Note on Test Site Munich Despite many attempts it was not possible to get the necessary support from local authorities and find a suitable location to setup a test site in Munich In particular the installation of roadside units was problematic Hence it was not possible to verify and validate ecoApproach Advice ecoBalanced Priority and ecoGreen Wave at a real world site in Munich as planned Besides as it was not possible to include a fleet operator in test site Munich a low penetration rate of vehicles hindered validation of ecoRoute Advice Therefore only verification will take place in the real test site environment 26 06 2013 57 Version 1 0 final VPA D550 58 D5 8 Setup manual and e Q ove experiences with the traffic management and control applications 3 2 Application ecoRoute Advice 3 2 1 Application setup for test site Local level routing When travelling to the business park from the West the route passes a railroad crossing Due to the
49. e M e Le Graf St Geolre A iare Want lemps enV St Protssillon 22 Ts E Vienne m 4 2 porn ont Finny Roussillon ma J St teme ulis y Onm er EE setriares M oor VU Ste a vilre r serv e aux pot lourds 2i t ail art ast Me i SE o RE etoumac Edge ouest St Vall y St Marcel Vallier ne C ATA e de S vecs Sj GRENOBLE f araa a EDG GPL P4 EAT S 4 vig d xt Jullen oT gt StF ae pa Tere 3 font llard Mi Eu v7 X X 4 TOURNON dE ib auro Meet n erR de Lans Jr S RHONE ZA 2 en Royans S ieu Lignon A Pont de s re St Perey v T y Valence nord Monestier gt sk Xeon kA IST VALENCE ecamgt d a nastier de Varamas la 5 185 Arteche emou enV aD Valence Clelles POPE ET UNIRES ouest Portes les Valence est PEIX er a O 5 i Voulte Lortol buzet PRIVAS i on ezat i 5 Dr me Saillans Chatillon tap aigues Saulce est en D Thueyts Chom rac Marsanne s T gt SPL z Dr me Luc en Diols Vals les Bains ff wre ha x Valnarne Aubenas Rochemaure Bourdeaux A 7 Asnri Figure 30 A map with an overview of the truck parking areas Here after details on each truck parking areas the route planned to be followed yellow arrows are presented in the Figure 31 Communay South A46 motorway Figure 36 Vienne East and West A7 Motorway 26 06 2013 71 Version 1 0 final
50. e closure for a period to be pr cised e disabled vehicle 2 8 3 Practical experience The average measured speed for vehicle crossing the tollgate through the nonstop tolling lanes is between 15 and 21 km h 26 06 2013 38 Version 1 0 final eCoMove D550 58 D5 8 Setup control applications 2 9 Application ecoApproach Advice Three different implementation variants are distinguished in this section Each variant is designed for a different baseline or different traffic light control algorithm They have been developed by different partners but share the same basic principles 2 9 1 Application setup for simulation Variant 1 The ecoApproach Advice has been developed as two dependent OSGi bundles 1 The QueueLengthEstimator bundle and 2 The VehicleAllocator bundle including 8 java classes each The VehicleAllocator bundle requires the bundle QueueLengthEstimator manual experiences with the traffic management and class ecoApproachAdvi VehicleAllocator QueueLengthEstimator Figure 19 OSGi Bundle of the ecoApproach Advice and In addition it requires the bundle eCoMap The dependencies must be configured in the bundle manifest of the bundle VehicleAllocator rad Indos vraie U DE wenns memi a r p E bii EUST ID en oJ Ppi my m m FF gap crum I bow Figure 20 Dependencies of the Bundle Vehicle Allocator 26 06 2013 39 Version 1 0 final
51. ent through the same SimInterface to the traffic light controller The traffic light controller is basically the same one as on the street just a windows executable version of it that is compatible with the SimInterface The adaptive control system works the same as on the street as well it takes over control of the timing and planning of the signal phases and its configuration can dynamically be adapted The last block the central Green Wave application is ecoGreenWave It changes the configuration while the system is running Inside the application coordination and timing length for a centrally controlled green wave is calculated This is injected in the adaptive control system following the architecture depicted below Green wave signal phase constraints solution generator Final zolution Evaluation Queue information and prediction E Cost function 26 06 2013 19 Version 1 0 final ve D550 58 D5 8 Setup manual and O Ove experiences with the traffic management and ooo Control applications SSS Figure 9 Coordination architecture The idea is that the adaptive signal controller gives away control over the main directions signal groups and the central green wave controls them That way outside the green wave there is still full flexibility for the controller while the green waves are guaranteed However because there is no direct interface to inject green wave constra
52. erview in Table 1 Simulation Application Verification Format Model Network ecoRouting Network routing ecoRouting Local level routing ecoParking Advice LAN ecoGreenwave German variant VISSIM Munich ecoGreenwave Dutch variant VISSIM Helmond Balanced Priority Variant 1 VISSIM Helmond VISSIM Munich VISSIM Munich Green frequeny and speed advice ecoRamp Metering AIMSUN AIMSUN Virtual Stop Lines ecoRamp Metering AIMSUN AIMSUN Truck Priority ecoTruckparking e o ecoNetwork State and Prediction VISSIM Helmond VISSIM Helmond Variant 1 ecoNetwork State and Prediction VISSIM Munich VISSIM Munich Variant 2 VISSIM Helmond VISSIM Helmond Table 1 Overview of the applications related to the verification validation in simulation 2 1 Application ecoRoute Advice Two variants are implemented e Network routing e Local level routing 2 1 1 Application setup for simulation Network routing The ecoApproach Advice has been developed as a dependent OSGi bundle The ecoRouteAdvice bundle and it includes one java class The ecoRouteAdvice bundle requires the bundle eCoMap which is included in the eCoMove simulation environment bundle set 26 06 2013 11 Version 1 0 final v D550 58 D5 8 Setup manual and O ove experiences with the traffic management and control applications In order to run the ecoRouteAdvice bundle the dependencies must be configu
53. es of the bundle are e Accessing all routes defined in VISSIM by reading main VISSIM input file inp which is located in path to installation folder Data Name of the city e g Munich e Extracting routes including broken links Strategic Route extraction in order to provide first shortlist of routes e Then accessing the first shortlist to determine the best route in a route groups having a same starting and the ending point as defined in Figure 3 26 06 2013 12 Version 1 0 final ora D550 58 D5 8 Setup manual and O W ove experiences with the traffic management and control applications A Figure 3 Routes having the same starting and ending points e The final step is to compare acceptable routes and desired routes Local level routing A route diversion strategy was implemented for a situation involving a railway crossing in Helmond Due to a high frequency of trains this railway crossing may be closed for a period up to 10 minutes Local level routing guides drivers to the next intersection where they can pass the railway by means of a tunnel The traffic situation was modelled in VISSIM see Figure below and also section Error Reference source not found and the dynamic route decision module of VISSIM was used to influence route choice The eCoMove local level routing application monitored the status of the railway crossing open closed If the railway crossing was closed it would overwrite the planned route of ve
54. ew signal plan offsets from any remote partner ecoGreen Wave via socket and processes these new offsets by rotating the signal plans With these mechanisms it is possible to test the dynamic ecoGreen Wave online together with VISSIM Program offsets socket DLL calls TLC sensor status TLC Sensor socket Adapter Loo agii V D Tstate INP VCOM g a VISSIM W Map VISSIM Missi COM Adapter Ss ecoMap pommer Speed advice S z COM Car2x i socket ecoApproach Speed advice Advice Simulation Subsystem ECoMove System Figure 7 Integration of application ecoGreen Wave in eCoMove simulation environment 26 06 2013 18 Version 1 0 final ve D550 58 D5 8 Setup manual and E O ove experiences with the traffic management and control applications Dutch variantThe Green Wave Application for Helmond is working with ImFlow Therefore the architecture of a local controller looks like this Central greenwave application Traffic lights Traffic light Adaptive Traffic controller control system Figure 8 Helmond Green Wave Architecture In simulation this means the following for the blocks in the figure Traffic lights are Signal Heads in VISSIM they are sent to the traffic light controller through the SimInterface dll that couples Peek controllers to VISSIM Sensors are inductive loops in real and modelled as such in VISSIM as well Their information is s
55. face with the dll requires therefore a time series of the velocity the vehicle type and a check code to ensure appropriate access The interface 1s low level and fast the arrays of data are exchanges by reference The development of the main code used the associated lib file and a sample code to determine the check code The dll was compiled under Linux using the MinGW compiler in combination with the dlltool The interface or calling sequence of the dll 1s the following FUNCTION em n tim vel acc inc veh emi check INPUT int n number of samples double tim O n 1 time series sec 26 06 2013 50 Version 1 0 final el control applications E D550 58 D5 8 Setup manual and Q Ove experiences with the traffic management and double vel 0 n 1 velocity series km h double acc 0 n 1 acceleration series m s2 double inc 0 n 1 inclination series height distance int veh passenger car 1 medium truck 2 heavy truck 3 bus 4 int check check code reproduce supplied code on application side OUTPUT double emi 0 3 emissions in grams CO2 0 NOx 1 PMIO 2 Macro How to run CO2eCoMove P m A complete set of routines and files to run CO2eCoMove P p is found in the archive eCoMove p files 4 DynaSmart zip which is delivered with the Matlab Routine see Figure 25 for the list of files The recipe to install and run the routines is simple and straightforward Unzip the archive in a local folder
56. fferent projects 66 Figure 30 A map with an overview of the truck parking areas 71 Figure 31 Communay South A46 motorway sees nnne 12 Figure 32 Saint Rambert d Albon east and west A7 motorway 73 Figure 33 Roussillon Truck Only area A7 motorway eeeeeeeerrreee 74 Figure 34 Pond d Is re A7 Motorway eese nennen nennen 75 Figure 35 Latitude 45 A7 Motorway ssssssssseeesssssssseceresssssssecerensssseecreessssssseeeeeos 76 Figure 36 Vienne East and West A7 Motorway eese TI Figure 38 Overview Helmond ecoBalanced Priority intersections 80 Figure 39 Integration of component ecoNetwork Prediction in the real test site Mumich Helmond 0 een ne ree nen ner eee 84 26 06 2013 5 Version 1 0 final control applications VPA u g D550 58 D5 8 Setup manual and E O Ove experiences with the traffic management and Figure 40 eStraM modular overview ccccccsssssssssssseeeeececcccccecceeeaaaaaaessseeeeeeeeeeeees 85 Peug 4t DITe CLOT SUCIO sarson A e dietus Sesdietsds 87 Figure 42 Screenshot of Helmond network in Dynasmart esses 88 Figure 43 Visualisation of hotspot identification in Helmond network 88 26 06 2013 6 Version 1 0 final control applicatio
57. file of the webcontainer This configuration is described in the manual of the webcontainer From the Traveler Support Manager in the simulation environment calls can be made to the webservice that 1s provided by the ecoParking advice service The interface description can be found in the design implementation and verification documentation 2 2 2 User Manual and Adaptability To get the ecoParking Advice application up and running the following steps should be performed 1 Install xServer along with a working license using the supplied installation manual For the simulation environment an xServer simulator should be created that can handle requests from within the simulation environment and the associated coordinate system 2 Copy the application files of the ecoParking Advice application to the eCoMove simulation environment webcontainer 3 Start the eCoMove container The ecoParking advice configuration contains the following settings which influence the behaviour of the external interface 26 06 2013 16 Version 1 0 final el l 2 D550 58 D5 8 Setup manual and O Ove experiences with the traffic management and control applications A KLM file containing the parkings and serving area s currently called Helmond KLM This file is created using Google Earth An xml file containing logging settings for Log4J See the Log4J manual for further configuration options The URL and port can be configured using
58. formation can be used by navigation manufacturers to provide a list of destinations from which the user can choose 26 06 2013 17 Version 1 0 final ve D550 58 D5 8 Setup manual and E O Ove experiences with the traffic management and control applications 2 3 Application ecoGreen Wave 2 3 1 Application setup for simulation German variant The ecoGreen Wave application was developed as one project in a C environment It consists of 10 classes Besides theses classes a DLL for emission calculation and VISSIM models including the fixed time program is needed to run ecoGreen Wave Connected to the simulation the optimization starts automatically every optimization interval due to the simulation time stamp Via a text file the ecoGreen Wave gets input about predicted traffic volumes and turning rates The offset of the traffic light controllers in VISSIM is automatically changed via the external Fixed Time Controllers ext FTC In order to integrate the component ecoGreen Wave into the simulation environment the following additional developments have been undertaken External control of VISSIM signal groups according to given fixed time plans ext FTC The component ext FTC has been realised that is via DLL calls connected with the micro simulation VISSIM It reads all within VISSIM defined fixed time signal plans and controls the VISSIM signal groups according to these plans remotely It furthermore can receive n
59. frequent railroad traffic the crossing closes often When the crossing is closed the traffic can reach the destination via a longer route which crosses the railroad via a tunnel Both routes are shown in Figure 27 The red route is the shorter route which passes the railroad crossing The alternative route is drawn in blue 1 i zi a t Dm om s f 4 k c I L z HEPR T I p i bs p l m a E y E E a i gt i i a 1 i EN r d m H I E E a had Tu F F J i 1 D sa A j hey bi lj p 1 m y 1 i ae PUT j CR f i f f f y i E s If i EF ui P 7 Me T i a E p Eg 1 T i l z3 ak a r Li I tp i i i 41 LI m r i is L I Figure 27 Alternative routes in Helmond The traffic controller close to the railroad crossing receives a signal from the railroad crossing when a train is approaching Therefore it can signal the oncoming traffic with an advice to take the longer route 3 2 2 User Manual and Adaptability Local level routing The detour information to bypass the railroad crossing see Figure 27 is encoded as a TPEG TEC message The message contains the alternative route encoded with OpenLR The XML specification of the message is shown below lt xml version 1 0 encoding UTF 8 standalone yes gt lt ns1 TpegMLDocument xmins ns1 http www tisa org TPEG TpegMLDocument_3_0 xmins ns2 http www tisa org TPEG AbstractDataTypes_3_0 xmins ns3 http
60. he new entry in the java class Activator java located in the bundle ecoRouteAdvice should be in path to installation folder Data Name of the network folder Name of the VISSIM input file inp e g CASP5 Simulation EnvironmentiData HelmondWetwork inp public class Activator implements BundleActivator non Javadoc see org osgi framework BundleActivatorsstart org osgi framework BundleContext T public void start BundleContext context throws Exception try 1 Figure 5 Location of the line in Activator java Class ecoRouteA dvice src ecoRoute Advice Activator java e Cs 5 En aemuiahipn Enercon Daran Halimzn p MY Get tad ta na Cin ern 1 hi rur wp Funwurtan IB eip E Evening Pa ja Goenka d Evefong Pese FEAR j Sekri beue b Morrung Peak A Memmg Pask FRIS al Bulcithakan if ies Bey Jiru H Cokumentes 1 de i Kai dons mets Bday n Cospune amp Loiske l aigrezasar L z ad ihi COD E57 38285 1 Fira amp n mnp BDS8 shes CF pai T J dh E V nzbunidaiar yur E x beris iles T deta x herin PRA 28 223 OVE s repika G dehik 010357 34 227 damrre x poblr CUIDESTOM i axtFTC dii da Heel se al ENEE ambdapre cos 26 06 2013 14 Version 1 0 final ve D550 58 D5 8 Setup manual and E O Ove experiences with the traffic management and control applications Figure 6 Location and name of VISSIM input file For the desired route m
61. hicle intending to pass the railway crossing Both local vehicle actuated and network adaptive traffic light control were both used to see which of two performance best with route diversion strategies Figure 4 Scenario local level routing Helmond 2 1 2 User Manual and Adaptability Network routing The ecoRouteAdvice is initialized by calling the batch file The simulation network and the Knopflerfish with the integrated bundles open The application is executed during runtime of the simulation It is a precondition that a certain percentage of 26 06 2013 13 Version 1 0 final VPA D550 58 D5 8 Setup manual and E O Ove experiences with the traffic management and control applications equipped vehicles C2X vehicle are configured as these are the only vehicles influenced by the application The application requires the setting the location of VISSIM input file inp of related network By default path to and the name of VISSIM input file is set as C SP5_ Simulation _Environment Data Munich2012 EcoMove_05 21 withGlobalRoutingDecisions However the location and the name completely depend on path to installation folder and the name of VISSIM input file In order to run the application this default path and name configuration must be changed with the actual path and the name of network VISSIM input inp file in your computer Figure 5 and Figure 6 explains how to change this default value more detailed T
62. in Helmond from a simulation Figure 42 Visualisation of hotspot identification in Helmond network 26 06 2013 88 Version 1 0 final D550 58 D5 8 Setup manual and experiences with the traffic management and control applications eCoMove 3 11 2 User Manual and Adaptability Variant I In the eCoMove simulation environment there is a batch files Start_NetState bat in order to start the ecoNetwork Prediction component The OSGi bundles ecoMap adapters must be started separately The following items in the configuration ASCII file NetState conf are relevant to run the ecoNetwork Prediction within the eCoMove test site environment NetFile the static ecoNetwork Prediction configuration NetState VisuAddress data transmission to NetStateVisu NetState VisuPort data transmission to NetStateVisu RunWithExtClockS ynchro Run the model with external time synchro SignalGroupPort port to receive dynamic data DetectorPort port to receive dynamic data WriteRoutingSchemes write routing schemes to an external ASCII file TypeOfRouteLinks type of link references for routing schemes RunWithPrediction also estimate a prediction PredictionHorizon the prediction horizon in minutes ConsiderDetectors consider dynamic detector values Simulation Threads parallel computation scheme TrafficStateUpdateInterval time interval for traffic state update in sec LinkMappingFile which mapping file to use
63. in both cases and should be placed in the directory where the VISSIM input files also reside Using the VISSIM user interface the to be controlled intersections should be selected to be of type external For all of the externally controlled intersections the files SignalDLL dll and SignalGUI dll essentially a stub dll as the application does not offer any dialogs should respectively be selected as Program file and Dialog DLL file The library that uses a network socket for communication employs a protocol that is adapted from the VLOG protocol a Dutch communication standard for real time communication with a traffic signal installation As the network and the use of this protocol introduce a slight overhead this interface 1s not used for the batch simulation runs The name of the first parameter file Data file 1 1s interpreted either as the name of the file to be used for shared memory communication or as the name of the socket Figure 12 shows the configuration settings for an intersection Ma Bud Mame Cycle Time 0 s Type External variable Offset fo 5 Controller Ext SigTimTbl Config LDP Config Program File sianalDLL dl Ej Dialog DLL File SignalGUT dl m Edit Parameters Edit Signal Groups Data File 1 ia1i7 Data File 2 Hummy vap WTT Files Program no fi Debug mode Figure 12 Configuration settings for an intersection 2 4 2 User Manual and Adaptability
64. ing the following usage and development issue was noted e Because of missing parking saturation information the application can still route towards parking areas that are full In the Netherlands work is on going to get this information in a public database In Munich this data was omitted from the ecoMap As a result ecoParking Advice has no possibility to access this data 26 06 2013 62 Version 1 0 final VPA u g D550 58 D5 8 Setup manual and E O Ove experiences with the traffic management and control applications 3 4 Application ecoGreen Wave 3 4 1 Application setup for test site German Variant No test was excuted Also see section 3 1 Dutch Variant No test was excuted as this was not feasible with the legacy systems presents 26 06 2013 63 Version 1 0 final g m C VI D550 58 D5 8 Setup manual and e Q ove experiences with the traffic management and control applications 3 5 Application ecoBalanced Priority As ecoBalanced Priority builds upon existing traffic light control algorithms there are various ways to implement this application Two variants are distinguished in this section one developed by a traffic systems vendor and one developed by a research institute Only the first variant was implemented in the field 3 5 1 Application setup for test site Variant 1 ecoBalanced Priority covered 14 signalized intersections in Helmond The equipment of the FREILOT project was re used and the software upgra
65. ints into ImFlow yet these constraints were modelled by using priority requests while normal sensors from the main direction were removed in order not to get green on those directions outside the green wave These requests are sent directly to the controller who sends them to ImFlow in the same way it would send a real bus priority request 2 3 2 User Manual and Adaptability German variant ecoGreen Wave needs four different inputs e Configuration File e Road File e Demand File e and VISSIM input files In the Configuration File the following parameters can be set e Path of Road and Demand File e P address of corresponding VISSIM simulation e Port and IP address of the ecoApproach Advice for data exchange e Optimisation interval in seconds e Number of progressive speed variants e Maximal deviation from default speed in kilometres per hour e Object Function 1 Platoon model 2 Simulation model optimization on CO emissions e Optimisation Algorithm 0 Iteration In the road file the following parameters are configured The Road File is split up into three sections The configuration has to be done mostly according to the VISSIM INP files Intersection configuration has to be configured for each intersection e Intersection Index e Intersection name e Signal program Index e Cycle time e Signal program offset 26 06 2013 20 Version 1 0 final ve D550 58 D5 8 Setup manual and O Ove experiences w
66. irst an overview of the eStraM modules will be given Then we will describe the software dependencies the inputs and the folder structure of eStraM In the end we will explain how to visualize the Helmond network and its hotspots eStraM overview Figure 39 depicts a modular overview of eStraM which consists of the Data Collection and Preparation module OD Estimation Module Traffic Prediction Module Simulation module Multi objective criteria simulation module the output module and the hotspot identification module These modules and their relationships are explained in D2 10 Traffic Management and Control Simulation Results eStraM is linked to the ecoEmission estimation Module Macro and could in the future be linked to the eCoMap as well eStraM integrates all these modules into one integrated application called the shell Each separate module as well as the shell itself is programmed in Java as a separate project but some have dependencies to applications which are programmed and compiled in other programming languages 26 06 2013 84 Version 1 0 final eCoMove Data Collection and Preparation Module gt O D Estimation module D550 58 experiences with the traffic management and D5 8 control applications Traffic prediction module Simulation module Dynasmart Multi objective criteria simulation module Dynasmart Setup ma
67. ith the traffic management and control applications GreenWave configuration has to be configured for each section to be optimised a section consists of two neighbouring intersections e GreenWave Index e GreenWave Path Path of the VISSIM INP file e ID of VISSIM Input Links beginning left anti clockwise 1 1f Input Link is not existing GreenWaveNodes configuration has to be configured for each node and driving direction the order of the notes is relevant first one direction then opposite direction e Intersection Index e Green Wave Index e Path to the corresponding VISSIM fixed time signal plan configuration file e Direction direction 1 opposite direction e VISSIM approach links link IDs of to the stop line e VISSIM exit link link ID of link after the stop line e Signal group index for signal groups belonging to last the approaching link e Begin and end of green time for signal groups belonging to last the approaching link e Distance from last intersection e Minimal number of lanes on approach e Speed limit on approach The Demand File includes information about predicted traffic volumes and turning rates for each section of the information This information can come from the ecoNetwork Prediction In simulation this information is part of the INP file and therefore known For each section a VISSIM INP file has to be created Figure 10 Section of the Optimisation shows a secti
68. itmTransmitPeriodMillis 5000 Fnl peek ecomove TSPDMessage tspdmTransmitPeriodMillisz 1000 Fnl peek ecomove queueingModel queueConfigLocationz home knopflerfish osgi 3 0 0 osgi jars ECOMOVE Queue101 xml Fnl peek ecomove SLAMessage slamQueues 101008 101002 Fnl peek ecomove SLAMessage slamTransmitPeriodMillisz1000 Fnl peek ecomove geonet daemonAddress router Fnl peek ecomove geonet daemonPort 1235 Fcom qfree ecomove ecomessages tspdm port 5102 Fcom qfree ecomove ecomessages tspdm dstaddress 0 geonetworking shb 5102 Fcom qfree ecomove ecomessages slam port 5104 Fcom qfree ecomove ecomessages slam dstaddress 0 geonetworking shb 5104 Fcom qfree ecomove ecomessages itm port 5105 Fcom qfree ecomove ecomessages itm dstaddress 0 geonetworking shb 5105 Note that the SlamQueue parameter is the same number as defined for the queue in the queue configuration XML The ITM number 1000 should also give the same number as the slamqueue parameter 1000 otherwise the software cannot match the right SLAM to the right ITM approach object 3 10 3 Practical experience Variant 3 The software was working well in the field For a FOT project with similar goals it has been stable for many months Practical experience pointed out that the GPS accuracy and stability of the vehicles was very important because when the GPS is off the vehicle cannot be matched to an ITM approach and therefore cannot see an advice In practice interpretation of the SLA
69. lusEmissions xlsx csvfileout DynasmartOutputDataFull_PlusEmissions csv CO2eCoMove_P importing DynaSmart output file DynasmartOutputDataFull csv CO2eCoMove_P import successful CO2eCoMove_P starting with calculation and addition of CO2 emission per row CO2eCoMowve P first iteration of main loop for from nodes CO2ERTDbI P loading co2ertable pl mat processed row 5000 of 45360 26 06 2013 52 Version 1 0 final Om D550 58 D5 8 Setup manual and O Ove experiences with the traffic management and control applications processed row 45000 of 45360 CO2eCoMowve P second iteration of main loop for to nodes processed row 5000 of 45360 processed row 45000 of 45360 CO2eCoMove P Saving output struct d to DynasmartOutputDataFull_PlusEmissions mat CO2eCoMove P Saving matrix data d data_hdrs amp d data to DynasmartOutputDataFull PlusEmissions xlsx CO2eCoMove P Saving Dynasmart traffic data together with VERSIT emission data to DynasmartOutputDataFull PlusEmissions csv CO2eCoMowve P All processing finished bye now Total processing time for this file is 161 s Number of rows link time period combinations processed is 45360 Number of unique time periods and of unique links is 120 resp 378 Time period length info is min max mean std I 1 1 OJ minutes Average processing time used per unique time period is 1 3404 s gt gt d d csvfilein DynasmartOutputDataFull csv matfileout
70. m M2M into sensor outputs The road side sensor outputs and CAMs are fused and the detections of vehicle objects are updated in the world model The fusion is handled by the Object Detection component D4 7 section 6 7 1 The world model is a Local Dynamic Map equivalent to the ecoMap The application consists of several components D4 7 section 6 7 1 The Shockwave detector reads vehicle positions from the map to detect perturbations and shock fronts The shockwave monitor request the output from the detector to monitor the progress of perturbations e g the wave speeds and magnitude of the perturbation The Profile Generator computes the required speed and headway measure to damp the perturbation Finally the message generator encodes a SLAM for the speed profile The application is decomposed in this way to allow the successive components to run at different time scales and request data at different abstraction levels from the map 26 06 2013 33 Version 1 0 final ora D550 58 D5 8 Setup manual and e Q Ove experiences with the traffic management and control applications Application Layer Facilities Layer MOGYSIM interface Figure 18 RS4 environment to simulate the RIS applications and facilities and the interface to MOBYSIM 2 6 2 User Manual and Adaptability The ecoSpeed and Headway Management application components are running on the RS4 simulator The configuration properties of the application componen
71. n Example 26 06 2013 51 Version 1 0 final D550 58 D5 8 Setup manual and experiences with the traffic management and control applications eCoMove Name i CO2eCoMove P Quick Reference pdf _ coZecomove p m _ co2ecomove p p BEE coZertable pl _ coZertbl p p _ dynasmart2eco p GL DynaSmartOutputDataFull csv EH D ynasmartOutputDataFull CO2 E Link Total 9 2D BEE DynasmartOutputDataFull_PlusEmissions DynasmartOQutputDataFull_PlusEmissions csv Type Adobe Acrobat Document M File P File Microsoft Access Table Shortcut P File P File Microsoft Excel Comma Separated Values File Microsoft Access Table Shortcut Microsoft Access Table Shortcut Microsoft Excel Comma Separated Values File Microsoft Excel Worksheet _ fiqure2 p findcell p _ findfiles p _ get2dpar m _ get2dpar p _ roundnd p _ signatur p sigtno p _ sigtnologo p _ sort nat p subdir p a tno new logo png utc2datenum p P File P File P File M File P File P File P File P File P File P File P File PNG image P File Figure 25 List of files used in ecoEmission Estimation and Prediction macro Session Example gt gt d co2ecomove_p 1 1 1 Running CO2eCoMove_P which calculates CO2 emissions for DynaSmart macro traffic data per link csvfilein DynasmartOutputDataFull csv matfileout DynasmartOutputDataFull_PlusEmissions mat xlsfileout DynasmartOutputDataFull_P
72. n area are supposed to influence the truck consumption So we have classified each area to the following categories e Normal Area e Big area e Negative slope Area e Positive slope Area This classification will help the extrapolation of the measurements to all kind of truck parking area of ASFA network If relevant and probably because of results too different from the Normal Area category it could be possible to create a new category Small Area after analysing the data collection Here after an overview of the test sites A7 and A46 Motorways where truck parking areas are surrounded 26 06 2013 70 Version 1 0 final 2r ON D550 58 D5 8 Setup manual and O ove experiences with the traffic management and control applications HHUAMNMME amp M ayn tre te 2 Perreux Thizay EE EE Villars les D Chalamont Amb rieu ipes ii e iaol GI Tr voux EcrL Oingt Solaize St Rambert en D A89 i Anse Gd 1r exime dee Lagnieu pease eee Swe 9 cn T3 o A CNB me de Serezin Vaulx enWelit y 2 BELLEY 5 Meyzleu Pont de Ch ruy N Villeurbanne a T aded 9 cn EX cor polds lourds segui bt Genix an uem T me Yen St Genis St Ric At Ai Za St H and ee ka GE Mi dd PA Corie A St Chamond j m a P lussim ft Chazelles Lyo j Communay sud Rasesoseuis E AG n ou em E an CH d Tr polds lourds E Q
73. n this point for the entire network A specific and probably detailed work on this point has to be done Several methods can be used to estimate the global number of truck stops avoided One considering that the starting point is the number and locations of rush hours for truck parkings another want to start by the global number of whole mandatory truck stops on the network The most probable thing will be to compare and criticize the two results 26 06 2013 37 Version 1 0 final Om D550 58 D5 8 Setup manual and O Ove experiences with the traffic management and control applications 2 8 Application ecoTolling 2 8 1 Application setup for simulation No additional development had to be done for ecoTolling All functionality is covered by the used simulation environment VISSIM However the eCoTolling needs to be calibrated regarding the following topics e Tollgate architecture lanes types and configuration modes e Tollgate traffic volumes trucks light vehicles and T Tag equipped vehicles distribution e Speed limits and decreasing speed advices 2 8 2 User Manual and Adaptability Regarding speed decrease advices defined on the Sorigny simulated test site when the distance to reach the tollgate 1s e 685m speed limit is 180km h 560m speed limit 1s 90km h 420m speed limit is 70km h 250m speed limit is 50km h 160m speed limit is 30km h The possible parameters to assess the sensitivity of the model can be e lan
74. ng haul type The truck mass was 18 tons corresponding to a quasi empty situation The truck is driven by a professional and a technician is present on board to run and ensure the measurements session like planned 2 7 2 User Manual and Adaptability The scaling up process must be to extrapolate results to a network level ASFA one for a year For that the different steps will be l P Pe Determinate the global consumption for a place search for the global population of trucks on the network for a year considering mainly the results from section 2 7 1 and the global number of trucks on the network Determinate the number of needed stops for the whole population of trucks considering mainly e the global number of kilometres trav elled for a year by trucks for the network e the average travel on motorways e the maximum driving time period Determinate a number of unsuccessful stops for the whole population of trucks considering mainly e the number of needed stops for the whole population of trucks e the penetration rate for an application such as EcotruckParking based on an ASFA survey Determinate the global fuel consumption avoided by using an application broadcasting the truck parking status such as EcoTruckParking by merging steps 1 and 3 Practical experience When preparing the extrapolation we face different difficulties Sorting the truck area with the categories defined the central database of ASFA is not so clear o
75. ns VPA D550 58 D5 8 Setup manual and O Ove experiences with the traffic management and TABLES Table 1 Overview of the applications related to the verification validation in SIUE PI UEENBTS PENNE EET D OT EO E 11 Table 2 ecoSpeed and Headway Management application properties 35 Table 3 An overview of the applications related to the verification validation at the STI HO 57 Table 4 Software dependency Overview eStraM ccccccccccccssseesseeceeeceeaaeeeseeeeeees 85 Table 5 inputs for eStraM sian ciwsteresseunsescsautencncnvavoncedecawctuaesetaniecaneveawerdeocdeceesi Mos 86 26 06 2013 7 Version 1 0 final ve D550 58 D5 8 Setup manual and O Ove experiences with the traffic management and Abbreviation API CACC CAM CIS CO DLL ecoABC ecoATS ecoMM eStraM ETIP FCD FVD GUI LDM NOx OBU O D OSGi PKI REQ RIS RMR RSU SLAM SP TEC TFP TDC TMC TMDB TP TPA TPEG UC VIS VSL XML 26 06 2013 control applications TERMS AND ABBREVIATIONS Definition Application Programming Interface Cooperative Adaptive Cruise Control Cooperative Awareness Message Central ITS Station Carbon dioxide Dynamic Link Libraries ecoAdaptive Balancing and Control ecoAdaptive Traveller Support ecoMotorway Management ecoStrategic Model External Traffic Information Processor Floating Car Data Floating Vehicle D
76. nual and Y AP Output module ecoEmission estimation Module Figure 39 eStraM modular overview Software dependencies The following list shows the dependencies from each separate module to other software Module java project Data Collection and Preparation module O D Estimation Module Traffic Prediction Module Simulation Module Multi objective criteria REMODE_Dyna_OD exe simulation module Output Module ecoEmission estimation and prediction component Hotspot Identification Module eStraM shell 26 06 2013 Dependency No dependency No dependency co2ecomove2x exe Hotspot cars exe All of the above REMODE_Dyna_Sim exe EcoMove_Prediction_Aug2012 exe Dynasmart co2ecomove2x exe baer n Y Hotspot Identification module Description OD Estimation software Prediction model for count data Dynasmart Simulation package runnable from command line Module uses Dynasmart but with an adapted cost function and using emission data provided by the ecoEmission estimation and prediction component Emission estimation component Macro Hotspot identification program The Java project combines all separate modules Table 4 Software dependency overview eStraM Version 1 0 final Om D550 58 D5 8 Setup manual and O ove experiences with the traffic management and control applications All e
77. nual and O Ove experiences with the traffic management and control applications The ecoNetwork Prediction can work with a virtual time instead of real time that is given from the eCoMove simulation environment Simulation Subsystem FP i TLC Coordination G w Emissions File Schemes ecoGreen Wave Macro ee TLC Detector TLC Vehicle VISSI M States COM Adapter Speed Advice Vehicle states Vehicle Detector L eus 5 TLC States VISSIM VISSIM Car2X Ext CAM SLAM a x ecoMap Feeder ecoMap i D oo Gc c 5 c te 2 O o Routing decisions Speed Advice c 2 d i 2 c 3 E E o o Routing decisions Synchro states Vehicle states TLC states Detector states Network States ecoMap current future Adapter Traffic Network eCoMove System Figure 24 Integration of component ecoNetwork Prediction in eCoMove simulation environment Variant 2 This variant is the ecoStrategic Model using the Dynasmart traffic model as described in D2 10 Traffic Management and Control Simulation Results It was originally foreseen to couple this component to the simulation environment However at the end of the development stage it was decided not to do the integration with the simulation environment as it was decided to focus on the implementation in the field in Helmond There were two reasons for this 1 the field implementation required more effort than was planned
78. o integrate the component ecoNetwork Prediction into the simulation environment the following additional developments have been undertaken 1 Harmonisation of the static data base NetState Converter The component NetState Converter reads the VISSIM network file of the eCoMove simulation environment and creates the ASCII configuration file for the ecoNetwork Prediction model This ensures that the link 1ds of VISSIM ecoNetwork Prediction and ecoMap are largely identical which enables an easy assignment of data Furthermore the NetState Converter enriches the VISSIM network file with local routing decisions that are used in operation mode to adjust the routing behaviour of the VISSIM vehicles remotely 2 Bi directional interface ecoNetwork Prediction gt VISSIMComAdapter A socket connection has been implemented in order to exchange data between ecoNetwork Prediction and VISSIMComAdapter This interface comprises time synchronisation signals vehicle detector signal group states and routing decision information 3 Routing decision extensions for VISSIMComAdapter The component VISSIMComaAdapter has been extended in order to receive routing decisions from ecoNetwork Prediction via socket connection and to adjust local routing decisions of VISSIM periodically via VISSIM COM interface 4 Various ecoNetwork Prediction extensions for time synchronisation with VISSIM 26 06 2013 47 Version 1 0 final ve D550 58 D5 8 Setup ma
79. on including the traffic light configuration The net model only contains the most important part of the network 26 06 2013 21 Version 1 0 final VPA D550 58 D5 8 Setup manual and O ove experiences with the traffic management and control applications VISSIM 540 04 c ecogreenwavevissimisrc data geo sectionl sectionLinp File Edit View Base Data Traffic Signal Control Evaluation Simulation Presentation Test Scripts Help Bea s k l amp q 5 20 PA 166 0 287 1 Signal heads select link Figure 10 Section of the Optimisation The following elements have to be configured e inks and connectors including lane information e Routes e Signal heads e Fixed time control e Pre signal for the main direction to model the platooning effect of the ecoApproach Advice e Desired speed decision points including desired speed distributions according to the Configuration File e Vehicle composition according to simulation environment e Simulation settings e Evaluation settings Dutch variantRunning the application is quite straightforward Just start up the code when a simulation has just been started VISSIM can be paused right after starting up so that there is enough time to start up the java application for green wave VISSIM should also be instructed not to collect evaluation data for the first 5 minutes this 1s 1n order to fill the network with traffic and let all applications and systems initialize
80. on results could be obtained from real world tests the application was not implemented at one of the test sites Also see section 2 5 26 06 2013 68 Version 1 0 final VPA D550 58 D5 8 Setup manual and O Ove experiences with the traffic management and control applications 3 7 Application ecoSpeed and Headway management No test site activities Application only exists in simulation environment 26 06 2013 69 Version 1 0 final ve D550 58 D5 8 Setup manual and E O Ove experiences with the traffic management and control applications 3 8 Application ecoTruck Parking The test activity is mainly focused on consumption measurement starting point of the simulation extrapolation activity 3 8 1 Application setup for test site The measurement session must be done in normal traffic situation avoiding days and hours with heavy traffic The data collected must reflect average search condition Data representing a long stop due to a blocked traffic can t be representative ASFA check in this own traffic database a day corresponding to these characteristics on the motorways A7 and A46 the date finally chosen was the morning of 9 of May 2012 The test site is a real site with real conditions so nothing on the ground have been change or adapted for the measurement session ASFA and VOLVO define a specific ride on each truck area yellow arrows on the following maps The topography the ride and the slope situation of a
81. ona D550 58 D5 8 Setup manual and O ove experiences with the traffic management and RIS Communication Unit location m list of locations Map start location of detection zone m 20 000 end location of detection zone m 24 000 maximum speed limit km h 130 Shockwave Detection and Monitoring minimum monitoring frequency Hz 2 start monitoring location m 20 000 end monitoring location m 24 000 trigger speed km h 70 minimum string length of perturbation nr vehicles 5 Profile and message generation minimum broadcast frequency Hz desired acceleration at inflow m s2 0 5 desired acceleration at outflow m s2 0 5 desired time headway Ie minimum advice speed km h 50 Profile and message generation for driver speed advice minimum update rate sec 10 minimum speed step km h 10 linear or fixed step profile choice fixed speed step location optional list of VSL signs Table 2 ecoSpeed and Headway Management application properties 2 6 3 Practical experience Preliminary results indicated that the inefficiencies in traffic flow that this application is able to solve would not present in the simulation environment for Tours Two approaches were thus followed Firstly the ecoSpeed and Headway Management application was applied at the A270 test site in Helmond Secondly the traffic demands are increased in the simulation for Tours such that the anticipated effects do occur Incrementing traffic demand resulted
82. pecific adapters e g MunichDynDataAdapter In order to integrate the component ecoNetwork Prediction into the real test site the following additional developments have been undertaken 1 Reading and writing of dynamic data gt ecoMap Adapter This component reads writes dynamic data from into the ecoMap data base It 1s connected with ecoNetwork Prediction via socket and uses the ecoMap API to communicate with the ecoMap data server The following data 1s read detector states signal group states vehicle states The following data 1s written current and future traffic states 2 Receiving and converting dynamic detector data from the city of Munich and the Munich motorways gt MunichDynData Adapter and ecoLoop Adapter This component receives dynamic detector states from the test site Helmond and sends the data directly via socket to the ecoNetwork Prediction In order to assign the data specific ASCII mapping files are used 3 Receiving and converting dynamic detector data from the Helmond test site NetState Helmond Adapter This component receives dynamic detector and signal group states from the test site Helmond and sends the data directly via socket to the ecoNetwork Prediction In order to assign the data specific ASCII mapping files are used 4 Local or remote visualisation of ecoNetwork Prediction results gt NetState Visualisation This component receives model results periodically from ecoNetwork Prediction via
83. plications 2 2 Application ecoParking Advice Although the application is not used during simulation it is possible to do so Below is a theoretical description on how this can be obtained The actual application was not hooked to the simulation environment because of a lacking routing engine which is necessary to evaluate which is the most eco route and destination for parking using the coordinate systems and network from the simulation environment 2 2 1 Application setup for simulation The ecoParking Advice application is provides a freely addressable webservice This webservice uses the xRoute server from PTV which also provides a webservice To hook ecoParking Advice to the simulation environment a configuration for the simulation environment and a simulator for the routing engine must be created The configuration of the ecoParking advice consists of a series of geometries for the parking area s using a coordinate system The simulation configuration must use the Same coordinate system as the simulation environment and the simulated parking areas should be located at the correct location The routing engine simulator must use the coordinate system of the simulation environment and must contain the network of the simulation environment in order to be able to route to the correct locations The ecoParking advice application runs as a webservice within the eCoMove framework The webservice URL is configurable in the configuration
84. r had to be made in the field 3 10 2 User Manual and Adaptability Variant 3 To configure the ecoApproach Advice application several parameters have to be set The ITM and queuing model are configured using intuitive XML files while the SLAM and the locations of the XML files were configured using the xargs OSGI file in the field The XML file for the queuing model contains data about the names of detectors and signal heads in the traffic light controller and their locations with respect to the queues For the ITM the configuration contains information about the geographic 26 06 2013 80 Version 1 0 final Om D550 58 D5 8 Setup manual and O Ove experiences with the traffic management and control applications location and connections between different approaches of possibly different ITMs An example of an ITM configuration is given below lt intersection gt lt stationID gt 101 lt stationID gt lt name gt Helmond 101 Kasteeltraverse Zuid Koninginnewal lt name gt lt id gt 101 lt id gt lt Intersection ID lt reference point gt lt latitude gt 51 477668 lt latitude gt lt longitude gt 5 657423 lt longitude gt lt elevation gt 21 0 lt elevation gt lt approaches are ordered by intersection arms usually an intersection has 4 arms a T intersection has 3 gt lt approaches gt lt approach gt segld 1 segld approachld 1002 approachld lt approachName gt SG2 lt
85. r reliable Therefore when a prediction was more than x usually 15 30 seconds in the future no advice was sent to vehicles in order to prevent them from getting wrong advice Architecture is depicted in the figure below Traffic lights Traffic light Adaptive Traffic controller control system Sensors Lann Vissim eCoApproach vehicles Advice Figure 23 Helmond ecoApproach Advice Architecture The traffic lights are signal heads in VISSIM again and together with the sensors connected through the SimInterface dll to the traffic light controller The adaptive traffic control system connects to the controller just like in the field For ecoApproach Advice information about time to green and detection is required Functionally speaking this information can all come from the Adaptive Traffic Control system but in practice the connection is actually with the traffic light controller because it has an easy interface and receives the data from the adaptive system With this information about detection and signal planning a queuing model can run in order to make advice for traffic approaching the tail of a queue more accurate In theory ImFlow also has a very accurate queue but in the field also non ImFlow controllers were used Therefore to keep the application generic a queuing model was included Through the VISSIM C2X interface information about the vehicle is transferred to the Java application This includes current VISSIM lane num
86. rate quickly just to stop again at the tail of the queue or in front of the red light a few instances later With the leading vehicle ID of which the application has all information as well the application can derive the following distance and time With that information and the current speed a more detailed speed advice can be made that would resemble how a real driver would drive the last meters in front of the stop line Information about the traffic lights plan is intentionally left out of this equation because that would give an unfair advantage to the AI driver 2 9 2 User Manual and Adaptability Variant 1 The ecoApproach Advice is initialized by calling the batch file The simulation network and the Knopflerfish with the integrated bundles open The application is executed during runtime of the simulation It is a precondition that a certain percentage of equipped vehicles C2X vehicle are configured as these are the only vehicles influenced by the application The application requires configuration of the VISSIM network in three files e aneConfigData Greenwave xml e Configuration java for Vehicle Allocator e Configuration java for Queue Estimator The LaneConfigData_Greenwave xml contains data about e Intersection IDs e Approaching links including IDs and Lane numbers e Detectors IDs e Signal group IDs e Lane types The Configuration java for the Vehicle Allocator contains parameters about e Cycle time e Queue
87. red in the bundle manifest of the bundle ecoRouteAdvice Figure 3 indicates the required dependency configurations Buncdla Manifest General Information Baile beet h Tran atin sean general informahon act tha turris Tha veian deria a undiss infernal rlaunzath Bask nd oration 2 Bumi liti farmboke Heme erofooa Adios Lenn Lon Mame ero Erba Arh Update Location Mid klante Yeruon 2 Package Tha iectien Gals packages Ghat att exporter aci emperted by tha bundle Arie del c eo haute Ae ect A rirebes Ereti Peparted Parkages Oocumentation Let of package raves that are exported y thes bundle Tere ices D irurrin Lateiri Aad Vendor adoration Vender Hime Imported Packages Lint ol pat age namei hal mum ha mpo id by Eh bunda Lanlack Son Copynght Remm Categories et of chery names b idd Dearne baard Pat kaye Sie Si Lut of g t kiga hares thal can be imported ad cursim by the Eundia Preca Emeirmnnmens let p exeriumcn eer that must he peeserrt ion ihe Sener Platoon Aki i Mother Cm Bundle Manilesi Bunde Packaging hundig man est Figure 2 Configuration of dependency The ecoRouteAdvice bundle is programmed to work in 3 main steps 1 Strategic Route extraction 2 Acceptable Route extraction 3 Acceptable Route Since the second step needs travel time consequently it requires dynamic data Therefore the bundle gets active when the simulation 1s started by calling the batch file The basic working principl
88. roject this would be VISSIM The Versit code used in Ecomove is a dll This is a standalone library for software on the Microsoft platform A similar solution can be developed for use with other software platforms The dll can be run in conjunction with an application code For instance the ecoNetwork Prediction application uses this dll Macro The text below refers to the macro version of the ecoEmission Estimation and Prediction component It is available for use with output from a meso or macroscopic traffic model specifically Dynasmart and the ecoNetwork Prediction component For the eCoMove project the Matlab routine CO2eCoMove_P p adds CO2 emissions to output from meso macro model traffic simulation program DynaSmart or another model that can provide similar output For CO2eCoMove P p the relevant output from DynaSmart 1s the mean vehicle speed per link and some additional link node and traffic properties for each time interval This info is stored in comma separated value files 1 row per time interval link combination e g DynaSmartOutputDataFull csv The routine CO2eCoMove_P p reads this DynaSmart output and based on TNO s proprietary vehicle emission model VERSIT then calculates the corresponding CO2 emissions per time interval link combination and outputs this in various formats 2 11 2 User Manual and Adaptability Micro The dll produces the emissions of a single vehicle velocity trajectory The inter
89. s to the correct SLAM advice 26 06 2013 46 Version 1 0 final ve D550 58 D5 8 Setup manual and E O Ove experiences with the traffic management and control applications 2 10 Component ecoNetwork Prediction As many different modelling practices exist it is possible to implement a state estimation and prediction system in various ways This section distinguishes two variants one implemented by a research institute and another implemented by a traffic systems developer 2 10 1 Application setup for simulation Variant 1 ecoNetwork Prediction is a component to compute online current future and optimal ideal traffic states for a road network It reads its static configuration data network topology road attributes etc from an ASCII configuration file and writes the traffic states into the ecoMap while processing dynamic data vehicle detector and signal group states from the simulation environment The component ecoNetwork Prediction is fully integrated in the eCoMove simulation environment Thus the simulation environment substitutes a real test site by providing exactly the same dynamic data as the real test site would do Moreover the optimized routing schemes computed by the ecoNetwork Prediction model can directly be used to change the routing schemes of the simulation environment This allows examining situations with high penetration rates of equipped vehicles regarding overall traffic CO2 emissions In order t
90. se their specific variants the messages are bound to different port numbers The final software architecture is shown in Figure 29 Here it can be seen that the Proxy decouples the traffic controller from the projects The FREILOT LDM is used to store and track the locations of FREILOT and eCoMove road side units and on board units The traffic queue model developed for CONTRAST is used to generate the ecoSLAM messages of eCoMove When an ecoCAM message is received from an eCoMove vehicle the eCoMove priority handler will verify the location in the LDM and request priority for the vehicle from the Proxy which in turn hands over the priority request to the traffic controller Next the traffic controller will propose the priority request to the network control system ImFlow 26 06 2013 67 Version 1 0 final VPA D550 58 D5 8 Setup manual and O W Ove experiences with the traffic management and control applications 3 6 Application ecoRamp Metering 3 6 1 Practical experience Green frequency and speed advice Testing 1s planned for the summer of 2013 Virtual stop lines Since the Virtual Stop Line Strategy was experimental and with low penetration rates no meaningful validation results could be obtained from real world tests the application was not implemented at one of the test sites Also see section 2 5 Truck priority Since the Truck Priority Strategy was experimental and with low penetration rates no meaningful validati
91. seminationAreaSize SAME XML TPEG data Length 725 bytes lt ns1 TpegMLDocument gt lt ns1 TransportFrame gt lt ns1 ServiceComponent gt lt ns1 ApplicationRootMessage gt lt ns1 ApplicationRootMessageML xsi type ns4 TECMessage gt lt ns4 mmt gt lt ns3 messagelD gt 1333 lt ns3 messagelD gt lt ns3 version ID gt 0 lt ns3 version D gt lt ns3 messageExpiryTime gt 2013 03 07T 12 14 28 lt ns3 messageExpiryTime gt lt ns3 cancelFlag gt false lt ns3 cancelFlag gt lt ns4 mmt gt lt ns4 event gt ns4 effectCode ns4 table tec001_EffectCode ns4 code 7 gt lt ns4 effectCode gt lt ns4 delay gt 300 lt ns4 delay gt lt ns4 event gt lt ns4 loc gt lt ns5 method gt lt ns5 LocationReference gt CwQIKCSa yKRAf a 6siAQ lt ns5 LocationReference gt lt ns5 method gt lt ns4 loc gt lt ns1 ApplicationRootMessageML gt lt ns1 ApplicationRootMessage gt lt ns1 ServiceComponent gt lt ns1 TransportFrame gt lt ns1 TpegMLDocument gt TPEGM message size 770 Originally it was planned to send out the TPEG TEC message only when the railway crossing was going to be closed In practice it turned out that this was not possible because the traffic controller close to the railroad crossing XP104 was being replaced by a new controller during the test period Consequently the railroad information was not available To be able to perform tests with vehicles it was 26 06 2013 60 Version 1 0 final VPA D550 58
92. sion class time of the day and can also be influenced by strategies coming from the ecoTraffic Strategies application However the latter is not implemented but technologically possible and not hard to integrate In simulation the vehicles do not send information about their emission class or weight in the field this information should be in the ecoCAM message Therefore variation was simulated by using different line numbers in the PT telegram that indicate certain virtual properties about the vehicle Variant 2 The ecoBalancedPriority and ecoApproachAdvice applications are both programmed using the JAVA programming language and are connected to VISSIM using a combination of application programming interfaces or API s The COM interface and the Signal Control API provided by VISSIM and the JNI API provided by the JAVA programming language are used to link the two components to VISSIM Communication with the signal controllers in VISSIM can be done in two ways either through a library that uses shared memory for communication or via a library that uses a network socket for communication or substituting one dynamic link library DLL for the other switches between the two modes of communication without 26 06 2013 24 Version 1 0 final control applications VPA D550 58 D5 8 Setup manual and E O Ove experiences with the traffic management and having to adapt any of the initialization or input files The DLL is named SignalDLL dll
93. socket and visualizes the data on a network topology that is read from a separate ASCII file NET file The following types of values can be visualized traffic flows travel times emissions and speed values Moreover the total of emissions over the whole network will be shown 26 06 2013 83 Version 1 0 final D550 58 D5 8 Setup manual and E O ove experiences with the traffic management and control applications Deti states Network states current future Dynamic data from various sources veh det TLC states Socket Det states Network states Vehicle states Det TLC states I I City Emails City Helmond i Munich s 7 Figure 38 Integration of component ecoNetwork Prediction in the real test site Munich Helmond Variant 2 This variant is the ecoStrategic Model developed by TNO using the Dynasmart traffic model as described in D2 10 Traffic Management and Control Simulation Results It was implemented in the field for the Helmond test site A live feed was set up by Peek Traffic to get real time detector data from approximately 40 intersections in Helmond to the TNO server The detector data feeds into the ecoStrategic Model The output is currently provided as csv files if a link with the ecoMap can be established the output can be stored in the ecoMap so that other applications can use it The remainder of this section describes the setup of eStraM for simulation F
94. study what energy savings could ultimately be realized Considering driver compliance the VSL strategy may not be very realistic in particular not when the penetration rate of cooperative vehicles is low Nonetheless the basic principles have proven their potential and could possibly also be applied in over saturated traffic conditions at signalized intersections Truck priority Simulation results showed that the Truck Priority strategy can significantly reduce fuel consumption on metered motorway on ramps without major negative side effects on the mainstream flow The basic priority principles could be applied in different ways for single and dual lane on ramps as well as single and dual branch on ramps This simulation study examined a single lane on ramp and decreasing green intervals in combination with an increasing number of vehicles per green When a dual lane on ramp is concerned the lane with the particular vehicle can be favoured over the other releasing more vehicles till the heavy vehicle has passed Such a way of lane discrimination could also be applied at dual branch on ramps where two traffic flows come together Based on the composition of the traffic flow e g share of heavy vehicle or upstream influences of the traffic flows e g spillback they may be treated differently 26 06 2013 31 Version 1 0 final ve D550 58 D5 8 Setup manual and E O Ove experiences with the traffic management and control applications 2
95. t 27 Figure 14 Flowchart of virtual stop line strategy Truck priority The Truck Priority TP strategy has been implemented using the control plan functionality of Aimsun Similar to the VSL strategy the first control plan regulates on ramp flow based on the ALINEA algorithm i e without truck priority Under the condition that a truck is present on the onramp control plan two is activated The flow chart of the TP strategy is shown in Figure 15Figure 15 Flowchart of truck priority strategy 26 06 2013 28 Version 1 0 final p Fi D550 58 D5 8 Setup manual and e Ove experiences with the traffic management and control applications Normal Control Plan Activated Real Time Detection Of Trucks Every 0 6 sec 2 sm Truck Present lt Queue 4 veh uem M T aa o l ws ALINEA Control Plan Truck Priority Strategy f 1 Figure 15 Flowchart of truck priority strate d E T d 2 5 2 User Manual and Adaptability Green frequency and speed advice The TON A ns for starting the simulation are pen VIS SIM in the Quicklaunch Start TestTerm in the Quicklaunch Accept OK in the window popping up 465 VISSIM model with the on ramp Badhoevedorp 2 Start Cygin Bash Shell in the Quicklaunch A box appears e Changes the prompt from U into C e Type cd eCoMove dev runtime env osgi e Type tail f ecorampmetering log Start osgi bat in directory
96. t enough on a normal pc the sort of pc that is easy to set up There was successful cooperation with partners though with substantial efforts needed from both sides 26 06 2013 90 Version 1 0 final VPA D550 58 D5 8 Setup manual and O Ove experiences with the traffic management and control applications 3 12 Component ecoEmission Estimation and Prediction 3 12 1 Practical experience See section Q It works the same way wherever it is implemented 3 13 Component ecoTraffic Strategies 3 13 1 Practical experience Due to technical organization and practical limitations ecoTraffic Strategies was not implemented Also see section 0 26 06 2013 9 Version 1 0 final
97. t the mapping of the VISSIM link ID to the ADASRP link IDs ecomap_path_element_id 1s configured in the file LinkMappingInfo txt There must be comma as separator sign Variant 2 Practical experience has shown that is difficult to give a static advice to vehicles approaching an adaptive intersection as this severely limits the flexibility of the adaptive intersection Static advices should therefore only be given when the 26 06 2013 45 Version 1 0 final VPA D550 58 D5 8 Setup manual and E O Ove experiences with the traffic management and control applications estimated time of departure for the vehicle will change very little as the vehicle approaches the stop line If there is no possibility to regularly update the speed advice on the approach to the intersection it is when given the choice better both in terms of delay and CO2 produces to have the intersection adapt to the approaching vehicles instead of given speed advice Variant 3 In practice the ecoApproach Advice application worked quite well in simulation The driver behaviour issue was something that had to be added after the first evaluations as it was clear that a lot of unrealistic acceleration and deceleration was caused by it Attempts to use the ecoMap also failed because for some reason vehicles in VISSIM just didn t appear in the ecoMap Therefore the conversion of VISSIM coordinates to lat long has been added to the application in order to match vehicle
98. tector data real time and in a suitable format Here we also encountered many mapping issues For an on line version of eStraM the problem of timing of detector data needs to be sorted out Currently the live data provided does not come in at a consistent 5 minute interval sometimes there is a random gap of random duration so extra efforts are needed to interpret the data Attempts were made to get floating vehicle data were not possible or required too much effort It took very long to finalise the NDA for the ecoMap issues This involved much administrative effort resulted in long delay which resulted in no use of the ecoMap There was a poor match between the timing of work and deliverables this 1s an R amp D project but with much focus on requirements and architecture documentation at moments when a full design was not yet available due to uncertainty about available data Also the test site networks needed were not available in design phase It was decided to focus on getting the eStraM to work for validation A full on line version may be a bridge too far within this project given time and budget restraints although the work that needs to be done to achieve this is not complicated technically Much time was spent on getting the network and the input data available and in the right format and also in processing it in the right way On a positive note eStraM was implemented and all of the modules work eStraM works fas
99. terial e nl peek vehicle secret decoding vehicle priority keys e nlpeek ogging messages radio messages for logging e nlpeek ogging roadside FAST logging service e org bn ASN 1 encoder decoder The following OSGi bundles have been used for CONTRAST e MessageManager radio messages with encoder decoder e nl peek contrast data collection and message transmission The following OSGi bundles have been used for eCoMove e communication api communication API e connectionfactories peek connection to Peek Geonet router e ecomessages api eco messages API e ecomessages_qfree eco messages by Ofree e nl peek ecomove messageconverter data collection and message transmission e uniGone ASN 1 ASN 1 encoder decoder As can be seen from the list above the implementation has been simplified especially in the area around the LDM This is possible because the TLC is static therefore the map only needs to contain the local reference tracks across the intersection 3 5 3 Practical experience Variant 1 To provide ecoBalanced Priority at the test site in Helmond the practical problem arose how to combine this with other operational systems and pilots During the eCoMove test period the radio infrastructure had to be shared between the following projects e FREILOT using CALM FAST at 5 89 GHz e CONTRAST using GeoNetworking at 5 9 GHz e eCoMove using GeoNetworking at 5 9 GHz As a first step the radio frequencies had to be the same to be
100. thAffected 50 ns4 lengthAffected lt ns4 averageSpeedAbsolute gt 30 lt ns4 averageSpeedAbsolute gt lt ns4 delay gt 300 lt ns4 delay gt lt ns4 cause xsi type ns4 DirectCause gt lt ns4 mainCause ns4 table tec002_CauseCode ns4 code 2 gt ns4 warningLevel ns4 table tec003_WarningLevel ns4 code 1 gt lt ns4 unverifiedinformation gt false lt ns4 unverifiedInformation gt lt ns4 laneRestrictionT ype ns4 table tec004_LaneRestriction ns4 code 1 gt lt ns4 freeText gt lt ns2 languageCode ns2 table typ001_LanguageCode ns2 code 66 gt lt ns2 value gt eCoMove detour recommendation lt ns2 value gt lt ns4 freeText gt lt ns4 cause gt lt ns4 advice gt ns4 adviceCode ns4 table tec005_AdviceCode ns4 code 5 gt lt ns4 advice gt lt ns4 event gt lt ns4 loc gt ns5 method xsi type ns5 OpenLRLocationReference gt lt ns5 Version gt 1 lt ns5 Version gt lt Churchillaan gt lt ns5 LocationReference gt CwQIKCSa yKRAf a 6siAQ lt ns5 LocationReference gt lt ns5 method gt lt ns4 loc gt lt ns1 ApplicationRootMessageML gt lt ns1 ApplicationRootMessage gt lt ns1 ServiceComponent gt lt ns1 TransportFrame gt lt ns1 TpegMLDocument gt The XML message is added to a TPEG message and is broadcast at the relevant intersections 3 2 3 Practical experience Local level routing When the diversion XML content was provided to be transmitted a problem arose with the message size
101. the traffic management and control applications E p P Figure 34 Pond d Is re A7 Motorway Pond d Is re A7 Motorway is classified as a normal truck parking area 26 06 2013 75 Version 1 0 final aC oM ove D550 58 D5 8 Setup manual and experiences with the traffic management and control applications CETA de ael lt atitude 45 ET 1 z i iy abe Ps s p eid nas n Tir a Figure 35 Latitude 45 A7 Motorway Latitude 45 A7 Motorway is classified as a normal truck parking area 26 06 2013 76 Version 1 0 final fs D550 58 D5 8 Setup manual and e Q Ove experiences with the traffic management and control applications Figure 36 Vienne East and West A7 Motorway The Vienne East and West A7 Motorway is Classified as two normal truck parking areas envisaged as small truck parking area 3 8 2 User Manual and Adaptability For test site The instructions for the measurement were the following e Start the measure when the truck exits the cruise velocity at the entrance of the area e Stop the measure when the truck reaches the cruise velocity at the exit of the arca For the application The ecoTruckParking application 1s design to run on a test site composed by the ASFA ASF motorways A46 A7 A9 approx 2 x 580 km The On Board Unit user must physically be on these motorways to make a request The map matching process will reject all requests
102. the webcontainer configuration Next to the adaptations to these settings in the configuration the application can be extended as well using standard Java build tools as described in the development environment documentation 2 2 3 Practical experience During development and testing the following usage and development issues were noted xServer is a commercial product for which a license is necessary There exist Open Source alternatives and free alternatives but a distinct disadvantage of these products is that there is no guarantee that the interface will remain the same For production systems this is unacceptable so a product should be chosen to provide the green routing algorithm as this is no longer part of the eCoMove toolkit For test development or demonstration systems a free and open routing engine is more suitable as this gives more flexibility in test site usage The chosen routing engine is engineered to solve complex multiple destination routing problems that must overcome the traveling salesman paradigm This means that the used engine is very accurate and very suitable for backoffice applications The routes requested by ecoParking Advice are much less complex than the routing engine can handle The routing algorithm therefor can be optimized to provide better performance The ecoParking Advice application provides an easy to use and fast interface over which the eco parking information can be retrieved This in
103. ts can be set through the property file of the RS4 simulator Table 2 The monitored area for a single RIS is defined by a start and end location measured as the distance from the beginning of the network i e toll plaza The exit to the E502 is chosen as the end location of detection zone at the location 24 km The road side communication units are also defined as locations The sensitivity of the speed and headway management can be set The shockwave detector triggers on several conditions One condition is when a string of vehicles drop below a trigger speed If the application should respond quickly to damp smaller perturbation for example in combination with CACC equipped vehicles then the trigger speed and string length can be set to small values The minimum advised speed can also be set in function of the traffic management strategy this implies that the speed profile will not drop below this value even when stop and go traffic is detected A speed profile can be created in several ways for road side and in vehicle signalling If variable speed limit signs are used the fixed locations can be set and a step profile function is generated For in vehicle signage a linear profile is used For driver assistance application the rate at which profiles are adapted can be set The frequency at which shockwaves are monitored and profiled generated can be set accordingly 26 06 2013 34 Version 1 0 final control applications
104. ument may be of interest to a wide audience road operators traffic engineers vehicle manufacturers fleet and logistics etc The main purpose however is to enable developers to oversee the integration steps resulting from the work described in this document It concerns integration in both field and simulation environments with infrastructure legacy systems and vehicle systems and in traffic management and control systems Practical experiences are also discussed 1 1 2 Document Structure This section shortly summarizes the different chapters in order to create an overview of the document e g Chapter 2 focuses on simulation activities How were the applications setup for simulation what preparations were made how could someone else reproduce the work and what are the most notable practical experiences Chapter 3 focuses on test site activities How were the applications setup for the test sites what preparations were made how could someone else reproduce the work and what are the most notable practical experiences 26 06 2013 10 Version 1 0 final ve D550 58 D5 8 Setup manual and O Ove experiences with the traffic management and control applications 2 Integration in simulation This chapter describes the simulation activities How were the applications setup for simulation what preparations were made regarding the user manual and the adaptability and what are the most notable practical experiences See the ov
105. www tisa org TPEG MessageManagementContainer_3_0 xmins ns4 htto www tisa org TPEG TrafficEventCompact_3_0 xmlns ns5 http www tisa org TPEG LocationReferencingContainer 3 0 xmins ns6 http www tisa org TPEG TrafficFlowAndPrediction_3_0 xmins ns7 http www tisa org TPEG ServiceAndNetworkInformation_3_0 gt lt ns1 TransportFrame xmins xsi http www w3 org 2001 XMLSchema instance xsi type ns1 ServiceFrameML gt 26 06 2013 58 Version 1 0 final ve D550 58 D5 8 Setup manual and O Ove experiences with the traffic management and control applications ns1 EncryptionIndicator 0 ns1 EncryptionIndicator ns1 ServiceComponent xsi typez ns1 ServiceComponentML ns1 ApplicationRootMessage lt ns1 ApplicationRootMessageML xsi type ns4 TECMessage gt lt ns4 mmt gt lt ns3 messagelD gt 1333 lt ns3 messagelD gt lt ns3 version ID gt 0 lt ns3 version D gt lt ns3 messageExpiryTime gt 2012 07 04T 12 00 00 lt ns3 messageExpiryTime gt lt ns3 cancelFlag gt false lt ns3 cancelFlag gt lt ns3 priority ns3 table mmc001_Priority ns3 code 1 gt lt ns4 mmt gt lt ns4 event gt lt Churchillaan closed due to railway crossing detour recommendation for vehicles driving west on N270 via Lagedijk Engelseweg gt ns4 effectCode ns4 table tec001_EffectCode ns4 code 7 gt lt ns4 startTime gt 2012 07 04T 12 00 00 lt ns4 startTime gt lt ns4 stopTime gt 2012 07 04T 12 00 00 lt ns4 stopTime gt ns4 leng

- eCoMove

Contents

Download Pdf Manuals

Related Search

Related Contents