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EXECUTIVE SUMMARY

Brief description of the project

These methods can conflict with one another. Giving priority to public transport might cause severe disruption to other vehicles. Slowing vehicles down appears to be in direct opposition to schemes to reduce vehicle delay. However, it was possible to design schemes that use these methods in a co-operative way. Making vehicles move with similar speeds can produce well behaved platoons that are more effectively controlled. Speeding the progress of public transport vehicles can also help private traffic.

Objectives of the project

• Review state-of-the-art ATT methods for queue management, public transport priority and traffic calming on urban arterials
• Develop integrated strategies using these methods and test them by simulation and field trials.

Description of work done

An interface program has been produced to link the Italian simulation model NEMIS to the UK SCOOT system, allowing them to interact. Simulations have been carried out, using the appropriate interface, of the best strategies to find out their effects more accurately. These simulations suggest that synergy can be produced by combining appropriate strategy elements with significant reductions in travel time, vehicle operating costs, pollution emissions and accident rates being achieved.

The Italian SPOT UTC system and the UK SCOOT UTC system have been improved to let them carry out the most promising of the new ATT strategies. This includes the incorporation of a new inexpensive bus priority method.

An evaluation framework has been developed to allow consistent appraisal of both the simulations and the field trials and to allow comparisons with other DRIVE projects. This has been used to help draw up guidelines for other project's evaluation plans.

The SCOOT UTC system has been installed at the field trial site in Leeds at no cost to the project. Extra funding was obtained from the UK DOT to install the SPOT units in Leeds, along with special bus detection equipment, a speed violation camera and a VMS system. The Leeds bus operators have also purchased and installed the electronic tags for their fleet of buses. The UK EPSRC has also funded a project to look at the transferability of the PRIMAVERA techniques to other sites.

Permission was obtained to use the modified SPOT UTC system during the UK field trials. The SPOT system has been installed at ten intersections in Leeds and at seven intersections in Turin. An interface between the Italian SPOT system and UK signal controllers has been successfully developed and implemented. Permission was obtained from Turin City to use the AVM and UTC systems. All the trials in Leeds and Turin have been completed.

Main achievements

Dissemination of information

Validation and user acceptance

Contribution to the wider programme and domain objectives

Consequences for the Fourth Framework Programme

Results and Exploitation plans

OBJECTIVES OF THE PROJECT

1. review state-of-the-art ATT traffic control and management techniques for:
• managing queues on urban arterial corridors to reduce the disruption caused to crossing and opposing traffic, particularly in saturated conditions;
• providing priority to public transport;
• calming the traffic movement, ie. reducing speeds to more constant and appropriate lower levels, minimising braking and acceleration and thus reducing noise and pollution and improving safety.
2. develop means of integrating the above techniques with one another to ensure cooperation between them, and provide also for integration with existing traffic control, public transport and environmental protection measures;
3. simulate these integrated ATT strategies on arterial corridors with differing operating conditions in two medium sized cities to test and, as necessary, enhance their performance;
4. conduct and evaluate field trials of the most promising integrated ATT strategies in those same cities;
5. produce recommendations for the selection of the most appropriate integrated ATT strategies for a range of types of urban corridor, and for their implementation in differing traffic control environments;
6. implement and analyse the field trials in Leeds and Turin.

TECHNICAL APPROACH

Introduction

In the field of congestion management, it has increasingly been realised that computer based traffic control systems which rely on forward progression are inadequate in highly saturated conditions, because queues form which can disrupt upstream conditions and render forward progression infeasible. To overcome this, techniques for managing upstream queues, to ensure that they do not disrupt other movements, and for regulating, or gating, the input flows, have been developed. The literature includes a range of techniques applied in cities such as Athens, Bangkok, Paris, Graz, London, New York, Southampton and Turin. The main benefits arise in reductions in delay for counter-peak and crossing traffic. Such procedures are now available in the traffic signal control methodologies of several EC countries, but no consistent guidelines have been developed for their use. In most cases, these procedures operate in fixed time, but recent research has developed a real time gating technique based on parameters such as upstream flow, downstream occupancy and the extent of downstream queue storage space. Such real time techniques are important in treating highly volatile conditions which arise in over saturation, and in responding to incidents. Neither type of technique has yet been effectively integrated into the area wide traffic control strategies applied in city centres. In particular, such integration should permit morning peak demand on the centre to be regulated to ensure that it continues to operate in under-saturated conditions. In the evening peak the problem is more complex, since gating to ensure efficient operation of the radials can exacerbate city centre congestion. A range of fixed time and dynamic gating techniques in conjunction with the existing traffic responsive signal control strategies in operation in the case study cities were tested.

State-of-the-art Reviews

 In the field of public transport priority, extensive use is made of priority lanes, and their operation is well understood. However, they lack flexibility in traffic control, and may be counterproductive in their impact on the pedestrian environment. An alternative approach involves selective detection of priority vehicles, which may, or may not be, specially equipped. This approach provides for greater flexibility, and was tested as part of the range of techniques considered. A third approach involves modification of existing signal control strategies to provide greater weighting to those routes which have higher flows of priority vehicles. This again is an approach which is more flexible, although it may be disruptive to routes which cross the case study corridor. Finally, there is the approach of using gating techniques with priority for public transport. Most of these have been applied as part of motorway access control, but there are a few references in the literature to their use on urban arterials. The first three of these approaches are already in widespread use in Europe, and will be further developed as part of an overall strategy of public transport enhancement in DRIVE II. In our project, we tested the full range of these methods, by simulating their incorporation into existing signal control strategies. However, it was necessary to develop them further by considering their interaction with the gating techniques outlined above. It will be clear that gating could be disruptive to public transport unless it took place on approaches not used by public transport or it enabled public transport to bypass the resulting queues. Opportunities for these alternative ways of integrating the two approaches were evaluated. The first stage in this area was to produce a review of the current state of the art in public transport priority, including both physical measures (busways, bus lanes etc) and techniques involving priority at traffic signals (biased offsets, stream weighting, selective vehicle detection etc).
 
 

TIRIS unit

Implementation of public transport priority measures would either be via traffic signals controlled by either SPOT or SCOOT. The former already had the capability to give priority with and without the use of SVD: the latter did not have the capability initially, but it was developed during the project to enable this. This involved the use of a new low cost transponder called TIRIS, which was used as an electronic tag to identify buses. The consortium built on these developments to produce an enhanced version of SCOOT for use in the field trials.

In the field of traffic calming, many of the developments have been in physical redesign of minor roads in residential and shopping areas. To an extent, these measures have aggravated conditions on the main radials, by transferring traffic back to them. More recently, attention has switched to those main urban roads, from which it is difficult to divert traffic. Traffic calming techniques have been developed which concentrate on keeping traffic moving, so that queues, and their resulting emissions, are not formed, while ensuring that traffic moves slowly, thus avoiding undue risk to pedestrians and other road users. Again, most of the measures have been physical, but signal control techniques have also been developed, in which platoons of traffic are formed and allowed to pass slowly through the environmentally sensitive area, with sufficient headway between them to enable pedestrians to cross. These approaches are still at a conceptual stage, and have yet to be tested in practice. In particular, they have only been simulated in fixed time operation, while in practice they will need to perform effectively under varying conditions and in response to incidents. As a result, little is known of their actual impact on the environment, or of road users' reactions to them. Moreover, it is possible that such signal control techniques could conflict with the need to provide priority to public transport, or to gate other traffic. The project has both tested these platooning techniques further, and investigated the potential conflicts between them and the related techniques for congestion management and for public transport priority.

A comprehensive review of traffic calming techniques introduced throughout Europe has been carried out by HETS with assistance from ITS, with the knowledge that these are much more advanced in some parts of the EC than others. This report forms Deliverable No. 3.

Traffic calming measures on both Dewsbury Road and the adjacent residential areas have been developed. Emphasis was given to control using traffic signals with only minor physical modifications on the arterial. A speed violation camera has been installed on the Dewsbury Road, combined with a VMS system to warn drivers if they are travelling too fast. If they fail to heed the warning given by the sign then the camera takes a picture of the vehicle and the driver is prosecuted.

Surveys

SPOT and SCOOT modifications

As an example, the SPOT system has been modified to implement a new gating strategy, which we have called auto-gating. Under a fixed time plan, unexpected traffic conditions can easily result in queues that cause excessive disruption when they begin to block upstream junctions. Recent approaches have tried to solve this problem by using a gating action to store vehicles upstream of a critical bottleneck, in a pre-determined section of road with plenty of storage capacity. Auto-gating or metering is a new form of gating whereby each link stores vehicles without blocking-back. This is achieved by funnelling the green times according to the downstream queues or space left.

A new queue evolution model, called the horizontal queue evolution model, presented in Primavera Deliverable 8, is used by the SPOT optimisation algorithm to forecast the evolution of the downstream queue as a function of the releases provided by different traffic light control strategies. This, together with information about the storage capacity of downstream approaches, permits the system to detect oversaturation conditions and to react through a gating action. Other methods of implementing auto-gating strategies with both SPOT and SCOOT have also been developed.

The SCOOT-NEMIS Interface

The interface package is installed on a MS-DOS PC connected by a serial line with the NEMIS computer and by another serial line with the WYHETS SCOOT system located in Leeds as shown in the following diagram.
 
 

The UTC System - NEMIS Interface

An arrangement as depicted here is suitable to enable simulation of a portion of the WYHETS SCOOT system (Dewsbury Road) while driving the rest of the area on line. The SCOOT system was configured complete with data for the whole area including Dewsbury Road. The NEMIS package was configured with Dewsbury Road region data only.

The SCOOT system computer is a FERRANTI 700 industrial computer, the hardware interface provided by the SCOOT computer is a standard RS232 serial interface working at 1200 baud. The NEMIS computer is a 486 computer working at 33MHz under the OS/2 operating system, the hardware interface is a RS232 working at 9600 baud or 4800 baud. The interface computer is a 386/40MHz MS-DOS machine with two RS232 serial ports. The software interface package is based on the FRONTEND package produced by MIZAR currently used to interface the NEMIS package with a network of SPOT units.

The FRONTEND package software, written in the C language, is able to simulate a multitasking operating system and can communicate on several serial ports at the same time and with different speeds. The NEMIS software package is written in the FORTRAN language.

For these purposes NEMIS was able to receive, in real time, control strings for the traffic lights and to send back measures of counting sensors located on the network in the format required by the SCOOT system.

EVALUATION FRAMEWORK

A standard set of impact parameters were used. The expected benefits on each of these impacts are given in Table 1 below. Table 2 shows how each of these impacts were measured during the field trials. Full details of the evaluation framework can be found in Deliverable No. 11. This includes a full statistical analysis giving the likely sample size required to measure the expected benefits and a detailed field trial plan for each city.
 

Table 1: Expected Benefits from Integrated Strategy

Impact Variable	Expected Benefit
Journey Time	Reduction in overall journey time or maintained journey time with reduced variability. Benefits expected from generally more controlled speeds through the system.
Vehicle Operating Cost	Reduced operating costs gained from fewer oversaturated junctions and reduced number of stops.
Comfort	Increased comfort as reflected in fewer (unscheduled) stops and benefits from reduced congestion.
Safety	Increased safety levels as a benefit of lower and more controlled speeds of vehicles.
Air and Noise Pollution	Reduced estimated pollution levels as a benefit of reduced congestion, fewer unscheduled stops and controlled speeds through the system.
Crossing delay, Uncertainty, Visual Intrusion and Severance	Reduced levels in each of these impact variables as a benefit of reduced congestion, lower and more controlled vehicle speeds.
Stress	Reduced driver stress as a benefit of reduced congestion and more controlled speeds. Reduced resident stress as a benefit of reduced and controlled speeds, reduced estimated noise/pollution and reduced crossing delays.
Traffic Flows	Traffic flows may be seen to increase overall as more vehicles move more efficiently through the system. However this should not occur at the cost of other impact variables such as journey time.
Vehicle Occupancy	Whilst little or no change may be expected in car occupancy, bus occupancy may be expected to increase as a response to the benefits of PT/ATT measures.

Table 2: Measuring Implemented Strategy Impacts

VARIABLE	DISAGGREGATE IMPACT GROUP	SAMPLING FRAME	COSTABILITY (UNITS)
Journey Time	Vehicle Category (total 5) - cyclist, car, bus, light commercial, heavy commercial Pedestrian: people category age/ability	Before study - 12 days, 193 runs by Moving Observer. 16 routes surveyed on 1 day. Hours 0800 - 0900, 1500 - 1600, 1700- 1800. 6 runs/hr each direction. After study the same + licence plate matching. Extra information available from Bus Survey.	Minutes
Vehicle Operating Cost	Vehicle Category (excluding cyclist) - car, bus, light commercial, heavy commercial	Not surveyed in before study. Questionnaire to drivers/bus operators  COBA No of stops data as surrogate	£/ECU
Comfort	Bus/car by people category: age/ability	Not surveyed in before study. Will use "number of stops" data as a surrogate	Multicriteria Form (MCF) or No of Stops
Safety	May be too small to disag. by people cat. Severity - slight/serious/fatal	Before study - all accidents in study area 1/1/87 to 1/1/92 After study - Conflict analysis	No and severity of conflicts.
Air and Noise Pollution	Residents, Pedestrian, Cyclist Groups	Not to be surveyed in the field - use Simulation Study (NEMIS)	MCF
Crossing Delay	People categories age/ability/visiting	Complete pedestrian survey carried out for before study. Simulation + small field surveys for after study.	Minutes or MCF
Stress	Residents, Pedestrians: age/ability/visiting Drivers: vehicle category	Questionnaires to resident categories. Could use traffic density, noise and pollution as estimates (waiting time / traffic speed / traffic flow for residents)	MCF
Traffic Flows	Vehicle category	Before study as follows: ATC's - 11 sites, both directions, 15 mins, 1 month (March 1992) MCC's + Junction. 1 weekday. 0700-1000, 1500-1800. 15 mins (information collected for 7 vehicle types) Subsid. MCC's on minor roads. Left/right turn 0700-1000, 1500-1800. 1 weekday. 15 mins (3 vehicle types collected) All before surveys - TUES/WED/THURS 3/92. After survey, same data (June-Oct 1994) + Extra bus information.	Total vehicles otherwise MCF
Vehicle Occupancy	Cars/Buses	Not surveyed in before study - Use field survey	People Numbers
Scheme Cost	-	-	CBA/£/ECU

Both a Cost-Benefit approach and a Multi-Criteria method have been used to assess the simulations. In the Cost Benefit Analysis (CBA) monetary values have to be given to each impact evaluated. The rates used are those given in the DRIVE I EVA manual, they are as follows:
 

Table 3 : The cost of each impact used in the CBA

Impact	Cost
Travel Time (UK)	14.26 ECU/person hour
Travel Time (Italy)	18.28 ECU/person hour
Fuel Consumption	0.36 ECU/l
CO Emissions	3 ECU/ton
NOx Emissions	443 ECU/ton
Hydrocarbon Emissions	348 ECU/ton
Fatal Casualty	744,177 ECU
Serious Casualty	105,593 ECU
Slight Casualty	7,080 ECU

For the Multi-Criteria Analysis (MCA) two different sets of weights were used, as shown in Table 4. The analysis has been carried out using the MASCOT program, which comes with three sets of weights built-in that reflect the opinions of the values of "Official", "Environmental" and "Commercial" groups. This set of weights has been supplemented by some additional values for impacts not originally considered. As the results of the "Commercial" weights are very similar to those using the "Official" weights, only the "Official" and "Environmental" weights are considered here.
 

Table 4 : Weights and targets used for the MCA

Impact	Units	Target %change	Official Weights	Environmental Weights
EFFICIENCY
Car travel time saving	k veh s	-15	5.5455	3.0248
Bus travel time saving	k veh s	-5	138.6388	106.645
Travel time sd reduction	k veh s	-15	2.7728	1.5124
Bus time sd reduction	k veh s	-10	69.3194	53.3225
Stops	k	-10	0	100
Speed sd	m/s	-1	0	-0.3
ENVIRONMENT
Fuel consumption saving	k litres	-5	360	3600
NOx emissions	kg	-10	-0.443	-4.43
HC emissions	kg	-10	-0.348	-3.48
CO emissions	kg	-10	-0.003	-0.03
Visual intrusion by queues	veh	-10	10	15
SAFETY
Mean speed	m/s	0	0	-10
Excessive speed time	k s	-5	0	50
Fatal casualty reduction	Casualties	-5	744177	1284910
Serious casualty reduction	Casualties	-5	105593	211186
Slight casualty reduction	Casualties	-5	7080	12390

Simulations

• Mid link traffic flows, in two directions, for two strategic positions in the network.
• Private vehicle journey times on four routes in the network.
• Bus journey times on two bus routes.
• Maximum observed queue lengths at three junctions.

1. Maximum speed for each vehicle class. The default values were 20m/s which was thought to be too high for existing traffic conditions. These values were modified to form a distribution of such speeds between 15 and 18m/s.
2. Car-following parameters for each vehicle class. The default parameters were for fast, short vehicles. The parameters of one of the vehicle classes were modified to model the behaviour of a slower, longer vehicle. This modification better represented the mixture of vehicle types using the traffic network. The parameters used for each vehicle class have been extensively validated during the development of NEMIS. Further validation has recently been carried out to ensure that these parameters are still applicable.
3. Minimum speed during acceleration and deceleration for each vehicle class. The default parameters were too abrupt. Vehicles tended to travel at high speeds when approaching the back of a queue and then abruptly slow down. A more gentle deceleration profile was found to better reproduce observed behaviour.

The Dewsbury Road Test Site

• Horizontal Queue Model (Q)

• Auto-gating 1 - The MX Strategy (A1)
• Auto-gating 2 - Local Feedback Control (A2)

• Bus Priority using TIRIS (B)

1. prevent an early termination of the stage which benefits the bus;
2. extend the stage which benefits the bus;
3. recall early the stage which benefits the bus.

Bus priority using TIRIS

• Speed Advice and Enforcement (S)

The VMS and speed camera

Table 6 contains the % change in the impact over the base case. The travel times of the bus services given priority treatment (Bus TT) are also shown.
 

Table 6 : % changes in Network Impacts over standard SPOT - AM Peak

Impact	Q+S	Q+B	B+S	Q+B+S
Mean Speed (m/s)	2.27	1.08	2.49	3.06
Speeding Time (s)	-8.24	0.91	-7.94	-8.18
Blocking Back (s)	5.39	17.22	32.37	6.74
Stops (veh)	-1.67	-0.73	-2.46	-1.64
Delays (s)	-1.13	-1.28	-2.45	-4.33
Travel Time (s)	-2.26	-1.22	-2.44	-2.95
Fuel Consumption (l)	-0.79	-0.38	-1.06	-1.02
CO Emissions (g)	-1.81	-1.17	-2.40	-2.66
NOx Emissions (g)	-1.04	-0.78	-1.54	-1.76
HC Emissions (g)	-1.68	-1.08	-2.01	-2.38
Bus Travel Time (s)	-2.10	-1.21	-1.50	-1.66
Bus Time Route 2 (s)	-2.23	-4.32	-2.96	-2.75
Bus Time Route 24 (s)	0.38	1.46	2.51	-1.85
Bus Time Route 46 (s)	-3.07	-2.83	-1.49	-2.07

Table 7 indicates the results of the CBA. All values refer to the two hour AM peak data collection period. All the monetary values are in ECU. The rates used for the CBA can be found in Table 3. For the SPOT based strategies in the AM Peak, the integrated strategy containing the Horizontal Queue Model, bus detection with TIRIS and Speed Advice using VMS is easily the most beneficial integrated strategy. Giving priority to buses always improves a strategy when combined with other components.
 

Table 7 : SPOT based strategies for the AM Peak - Leeds

Strategy	% Benefit over standard SPOT
B	3.28
Q + B + S	1.88
Q + S	1.69
B + S	1.63
Q + B	1.00
Q	0.41
S	-1.17
A1	-1.35
A2	-2.47

The travel time figures dominate the costs associated with each strategy. Typically they are about ten times larger than the accident costs, twenty times larger than the fuel costs and a thousand times larger than the pollution emission costs. The CBA will therefore favour strategies which reduce travel time, with little regard for environmental or safety factors. Safety is a problem on the Dewsbury Road, having an accident rate of nearly double the national average for roads of its type. The CBA does not adequately reflect any improvements in safety. For this reason, the MCA is preferred.
 

A multi-criteria analysis has been carried out using the MASCOT program. This program comes with three sets of weights built-in that reflect the opinions of the values of "Official", "Environmental" and "Commercial" groups. This set of weights has been supplemented by some additional values for impacts not originally considered. As the results of the "Commercial" weights are very similar to those using the "Official" weights, only the "Official" weights are considered here. The weights and targets used can be found in Table 4.
 

MCA - SPOT based strategies

For each integrated strategy three scores are obtained that relate to each of the three DRIVE goals of Safety, Efficiency and the Environment. These three scores can define a point on a three dimensional graph whose axes are the three DRIVE goals. By plotting each strategy in this way it becomes relatively easy to see the effects of integrating strategy components and to isolate families of strategies that have similar consequences. To aid strategy recognition, all the individual strategies are represented by a hollow symbol and all the integrated strategies by a solid or filled symbol.
 

For the SPOT based strategies the Q+B+S strategy comes out on top when using the "Environmental" weights and second with the "Official" weights. There is a cluster of strategies which are all good on safety, efficiency and the environment, these being Q+S, B+S and Q+B+S. For all the strategies, integration with Speed Advice improves safety without adversely affecting efficiency or the environment. Integration with bus priority does not have much effect. A sensitivity analysis has been carried out which reveals that it is very difficult to remove Q+B+S from its top position by changing the weights. The most likely change is to reduce the excessive speed weight by a factor of three, which puts the B strategy on top. Changes in scores can also change the rankings, however within the uncertainties associated with each score it is only possible to get either Q+S or B+S to replace Q+B+S as the top strategy.

Field Trials

VMS Sign

Leeds

• SCOOT - Starting and stopping waves, bus priority and speed advice.
• SPOT - Horizontal Queue model, bus priority and speed advice.

• SPOT - Co-operative auto-gating and speed advice.

1. Baseline conditions, Leeds and Turin
2. SPOT operating alone, Leeds
3. SPOT operating with the strategies devised for PRIMAVERA, Leeds and Turin
4. SCOOT operating alone, Leeds
5. SCOOT operating with the strategies devised for PRIMAVERA, Leeds

• Automatic and manual traffic counts
• Queue length surveys
• Pedestrian delay surveys
• Journey time surveys
• Conflict studies

Leeds field trial data collection

The main improvements deduced due to adoption of the PRIMAVERA strategies in Leeds are:

• a 10% reduction in travel times for buses, when compared to the current state-of-the-art UTC systems, without significant disruption to cars
• the virtual removal of speeding vehicles on entry to the arterial in the AM peak, with consequent improvements in safety.

• Automatic and manual traffic counts
• Journey time surveys
• Bus journey time surveys
• Queue length surveys
• Cycle time surveys

• a reduction of travel time in the network of 10% in the AM peak and 12% in the PM peak
• a reduction of journey time on the arterial between 11% and 30% on the different routes in AM and PM peaks
• a reduction of bus journey times of about 6%
• a reduction of the number of stops on the arterial of the order of 30%
• no significant changes in the queue lengths in terms of vehicles per lane

ACHIEVEMENTS

Reviews of the current state of the art in Queue Management techniques, Public Transport priority techniques and Traffic Calming techniques have been produced.

The consortium decided to develop and install a low cost bus priority system based on TIRIS transponders as part of the field trials in Leeds. Leeds City Council obtained funding and installed the necessary loop detectors and TIRIS readers at four junctions on the Dewsbury Road. The main bus operators have installed the TIRIS transponders on their fleets of buses at their own expense. The system has performed successfully during the Leeds field trials.

Funding was obtained and the VMS equipment and an automatic speed violation camera were installed on Dewsbury Road, Leeds. The system has performed successfully during the Leeds field trials.

The SCOOT UTC system has been successfully interfaced with the NEMIS simulation model and tested satisfactorily. Enhancements have been made to the SCOOT software to allow it to implement the new queue management and bus priority strategies developed by PRIMAVERA. The field trial networks in Leeds and Turin have been coded into the NEMIS model and successfully calibrated against real data. Simulations of the new integrated strategies have been performed and evaluated.

The SPOT system has been modified to incorporate a new "Look Ahead Cost" to enhance recovery from saturated conditions and a new model for horizontal queue evolution has been developed for the new auto-gating strategy. It has also been modified so that it can implement other auto-gating strategies and give priority to buses via the TIRIS tagging system in Leeds. Innovative strategies for ATT traffic calming and bus stop protection have been developed and incorporated into the SPOT system. An interface between the SPOT units and UK local controllers has been successfully developed to allow SPOT to control UK signals. The new system has successfully operated during the Leeds field trials.

The report of the extensive 'before' surveys carried out in Leeds and Turin has been produced. This has been used in the model calibration. An evaluation framework has been produced that allows efficiency, safety and environmental benefits to be measured. This has been used to evaluate both the simulations and the field trials. The evaluation framework has been used by the Urban Traffic Management and Information Task Force as a basis for recommendations for other DRIVE II projects. Extensive surveys of the best SPOT based and SCOOT based strategies in Leeds have been carried out, and similar surveys for the SPOT system have been completed in Turin.

A best practice manual has been produced which gives guidelines on the design and evaluation of integrated strategies.

In their latest transport plan, Leeds City Council are recommending that the techniques developed by PRIMAVERA are used on other radial routes in the city. This reflects the close cooperation between the project and the cities.

LIST OF DELIVERABLES

LIST OF PUBLICATIONS