Looking at new tools like Signal Phase and Timing to reduce emissions and smooth traffic; Safety benefits for vulnerable road users; Using data direct from vehicles to improve signal timings to reduce congestion. Larger benefits from slower-burn deployments include: Mobility as a Service, which moves away from people owning cars to paying for travel by many means; Removing/reducing roadside infrastructure. These benefits are gained by an LA being actively involved with connected vehicles they are not benefits — simply from the existence of connected vehicles. For example: Congestion may be improved by sat nav without LA intervention but further improved with LA data and aligned with polices, especially for freight movement; Pay-as-you-go data may be used by an insurance company to improve driver safety without LA intervention or support. However, driver benefits may be enhanced with LA help in, for example, providing data to parking providers. Some benefits are likely to be more immediate than others. For example, removing physical infrastructure may take time to give cashable benefits but improving signals using new data might give more immediate benefits in emissions. This is an area where there are fewer tools currently available but a significant policy push and increasing political awareness. But most of the proposed outcomes are not yet well evidenced and indeed there is also a great deal of hype. Information we now show here is: Evident from previous research where possibilities the future’ are already here; ‘in From simulation, for example of signal junction delays or emissions reductions; Now being trialled in the UK, with results emerging from early projects, such as Compass 4D, and from other projects now starting, like UK CITE and the DfT’s C-ITS programme; About to be tested in the DfT’s 19 C-ITS projects (see Appendix A) From abroad which may not map to UK conditions but nevertheless show potential; Subject to ongoing research such as the T-TRIG programme. The level of support for building a business case will vary. Moreover, not all the benefits are delivered in the same way , there may be hard cash savings, economic benefits, or measurable gains in policy terms. 3.2 In terms of costs to local authorities: For the most part, the in-vehicle devices are paid for by the driver or vehicle operator (e.g. smartphone/device, onboard unit for fleet management or vehicle leasing);
Looking at new tools like Signal Phase and Timing to reduce emissions and smooth traffic; Safety benefits for vulnerable road users; Using data direct from vehicles to improve signal timings to reduce congestion. Larger benefits from slower-burn deployments include: Mobility as a Service, which moves away from people owning cars to paying for travel by many means; Removing/reducing roadside infrastructure. These benefits are gained by an LA being actively involved with connected vehicles — they are not benefits simply from the existence of connected vehicles. For example: Congestion may be improved by sat nav without LA intervention but further improved with LA data and aligned with polices, especially for freight movement; Pay-as-you-go data may be used by an insurance company to improve driver safety without LA intervention or support. However, driver benefits may be enhanced with LA help in, for example, providing data to parking providers. Some benefits are likely to be more immediate than others. For example, removing physical infrastructure may take time to give cashable benefits but improving signals using new data might give more immediate benefits in emissions. This is an area where there are fewer tools currently available but a significant policy push and increasing political awareness. But most of the proposed outcomes are not yet well evidenced and indeed there is also a great deal of hype. Information we now show here is: Evident from previous research where possibilities ‘in the future’ are already here; From simulation, for example of signal junction delays or emissions reductions; Now being trialled in the UK, with results emerging from early projects, such as Compass 4D, and from other projects now starting, like UK CITE and the DfT’s C-ITS programme; About to be tested in the DfT’s 19 C-ITS projects (see Appendix A) From abroad which may not map to UK conditions but nevertheless show potential; Subject to ongoing research such as the T-TRIG programme. The level of support for building a business case will vary. Moreover, not all the benefits are delivered in the same way , there may be hard cash savings, economic benefits, or measurable gains in policy terms. 3.2 In terms of costs to local authorities: For the most part, the in-vehicle devices are paid for by the driver or vehicle operator (e.g. smartphone/device, onboard unit for fleet management or vehicle leasing);