COMMISSION STAFF WORKING DOCUMENT Progress Report and review of the ITS action plan Accompanying the document Report from the Commission to the European Parliament and to the Council Implementation of Directive 2010/40/EU of the European Parliament and of the Council of 7 July 2010 on the framework for the deployment of Intelligent Transport Systems in the field of road transport and for interfaces with other modes of transport
Date: 2014-10-21
Institutions: European Commission
Subjects: carriage of goods, combined transport, information technology, intelligent transport system, national implementing measure, road safety, road traffic, transport infrastructure













EUR-Lex - 52014SC0320 - EN











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52014SC0320

COMMISSION STAFF WORKING DOCUMENT Progress Report and review of the ITS action plan Accompanying the document Report from the Commission to the European Parliament and to the Council Implementation of Directive 2010/40/EU of the European Parliament and of the Council of 7 July 2010 on the framework for the deployment of Intelligent Transport Systems in the field of road transport and for interfaces with other modes of transport /* SWD/2014/0320 final */









Table of Contents
1............ Introduction. 3
2............ Progress in the
implementation of the ITS Action Plan. 4
2.1......... Priority area 1: Optimal
use of road, traffic and travel data. 6
2.2......... Priority area 2:
Continuity of traffic and freight management ITS services on European transport
corridors and in conurbations. 7
2.3......... Priority area 3: Road
safety and security. 9
2.4......... Priority area 4:
Integration of the vehicle into the transport infrastructure. 11
2.5......... Priority area 5: Data
security and protection, and liability issues. 13
2.6......... Priority area 6:
European ITS cooperation and coordination. 14
3............ Impact of the
implementation of the ITS Action Plan. 16
3.1......... Achievements in the
implementation of the ITS Action Plan. 16
3.1.1...... Mainstreaming ITS and
raising awareness. 16
3.1.2...... Boosting stakeholder
cooperation. 16
3.1.3...... Promoting multimodality. 16
3.2......... Issues in the
implementation of the ITS Action Plan. 17
3.2.1...... Lack of prioritisation. 17
3.2.2...... Diversity of stakeholders
and vested interests. 17
3.3......... Relevance, effectiveness
and sustainability of the ITS Action Plan. 17
3.3.1...... Relevance. 17
3.3.2...... Effectiveness. 17
3.3.3...... Sustainability. 18
4............ Conclusions and way
forward. 18
4.1......... Transport data dimension. 19
4.2......... Multimodality dimension. 19
4.3......... Connectivity (ICT
networking) dimension. 20
4.4......... Coordination Platforms. 20
4.5......... Further use of the ITS
Directive. 21
4.6......... Shaping research and
innovation in ITS through Horizon 2020. 21
4.7......... Making the best use of
the Connecting Europe Facility and other funding instruments (European
Structural and Investment Funds, EIB…) for the deployment of ITS. 22
1.           Introduction
Innovative
technologies, and in particular intelligent transport systems, have a clear
role in addressing Europe’s transport system challenges. To achieve their
potential, greater efforts are required to set up and accelerate their
deployment in Europe. This is why, on 16 December 2008, the Commission adopted
a Communication on the Action Plan for the Deployment of Intelligent Transport
Systems in Europe — the ITS Action Plan[1].
With this, the Commission aims to accelerate and coordinate the deployment of intelligent
transport systems in road transport, including interfaces with other transport
modes.
To
assess progress in implementation of the ITS Action Plan, the Communication
included a commitment to review its progress in 2012 and explore the grounds
for possible future initiatives. This is the scope of this progress report.
In
pursuit of policy objectives, the ITS Action Plan proposed an approach for a
coherent and faster deployment of ITS across Europe in road transport,
including interfaces with other transport modes. It identified 24 specific
actions in 6 priority areas, with target dates for their achievement spanning
from 2009 to 2014. The plan integrates and complements the various activities
supported in the past at EU and national levels. It focuses on lifting existing
barriers to ITS deployment by benefiting from ongoing work and successful
deployment of emerging ITS applications and services. The ITS Action Plan
covers the short-to-medium term perspective in its efforts to promote ITS
deployment in the EU, but it also aims at building a long-term vision clearly
defining the role of ITS in tomorrow’s transport system in Europe.
In presenting the ITS Action
Plan, the Commission also presented a proposal[2]
for a Directive of the European Parliament and of the Council laying down the
framework for the deployment of intelligent transport systems in the field of
road transport and for interfaces with other transport modes. This proposal was
formally adopted by the co-legislators in July 2010 as Directive 2010/40/EU,
and is known as the ‘ITS Directive’.
This
progress report examines the current situation in implementing the ITS Action
Plan. It reviews all actions since its adoption in December 2008, assesses the
impacts of individual actions and their combined influence in accelerating ITS
uptake in Europe, and makes recommendations for follow-up initiatives. It
builds on the results of an external evaluation report[3] that includes
individual information sheets detailing the state of play of each action and a
summary of consultations with stakeholders.
This report presents
the state of play of implementation of the ITS Action Plan and its actions,
area by area, describing the completed work and outcomes. Section 3 presents
the global impact of the ITS Action Plan and assesses the relevance,
effectiveness, sustainability and efficiency of the actions. Section 4 provides
a conclusion and suggests next steps.
2.           Progress
in the implementation of the ITS Action Plan 
The
ITS Action Plan contains a wide range of measures intended to mobilise
industry, Member States, infrastructure and service providers, and other
stakeholders. It puts forward 24 specific measures, with target dates spanning
from 2009 to 2014, in six identified priority areas for action: 
•        
            Priority area 1: optimal use
of road, traffic and travel data;
•        
            Priority area 2: continuity
of traffic and freight management ITS services on European transport corridors
and in conurbations;
•        
            Priority area 3: road safety
and security;
•        
            Priority area 4: integration
of the vehicle into the transport infrastructure;
•        
            Priority area 5: data
security and protection, and liability issues;
•        
            Priority area 6: European
ITS cooperation and coordination.
The
implementation of the ITS Action Plan represents a joint effort by several
European Commission services in close cooperation with ITS stakeholders. Work
on implementing the plan has been taken forward with the help of several
preparatory studies launched since the end of 2009. Early findings were
discussed during the ITS Conference[4]
held in June 2010 and in workshops organised on the side. Further work and
findings were presented and discussed during the 2nd ITS Conference[5] in
Lyon in June 2011, and the 3rd ITS Conference and 19th ITS World Congress
organised in Vienna in October 2012[6].
The latest inputs and results were presented during the 4th ITS Conference in Brussels in December 2013[7].
In addition to their participation in the four ITS conferences, stakeholders
were involved in various public consultations and workshops, in meetings of
existing groups (e.g. eCall Implementation Platform) that support the various actions,
and in several meetings involving the European ITS Advisory Group established
under the ITS Directive.
Overall,
implementation of the Action Plan is well advanced. A significant number of the
24 actions are considered to be well on track (i.e. more than 70% completion),
with substantial outcomes realised.
Five
actions have been completed:
-         
A dedicated legal framework has been
established with the entry into force of the ITS Directive, supporting the
harmonised deployment in the EU of ITS solutions in road transport (action 6.1).
-         
 Specifications for data and procedures
for the free provision of minimum universal traffic information services
(action 1.4) have been defined with the adopted specifications under the ITS
Directive.
-         
The introduction of eCall (action 3.2) has
been supported through the proposed comprehensive regulatory framework for
eCall deployment by October 2015.
-         
The promotion of multimodal journey
planners (action 1.5), considered as a priority by the Commission to provide
users with all the required information to plan their journey door-to-door.
-   The
Urban ITS platform (action 6.4) has been set up to provide a dedicated forum to
raise awareness among the ITS community about the specific needs of local
authorities. The specific guidelines on urban ITS delivered in this context
have been promoted by the Commission under the urban mobility initiative[8].
These
five actions are among those that have benefited most from the priorities set
in the ITS Directive, therefore highlighting the importance of an EU legal
instrument in supporting implementation of the ITS Action Plan. Similarly,
actions 1.1 on EU-wide real-time traffic and travel information services, and
3.5 on secure parking places for trucks and commercial vehicles, benefited from
the work completed under the ITS Directive on specifications for safe and
secure parking places and for road safety related minimum universal traffic
information.
A
number of actions have been experiencing delays or have been suspended during
their implementation. This shows that prioritisation is essential, and perhaps
indicates that the Action Plan’s objectives have been overly ambitious,
considering the complexity of the area in which they seek to make an impact.
Another
element to take into account is that the later stages of implementation of any
action typically require more time than initially expected. In a number of
instances, delays and suspensions have been intentional, given the desire to
ensure complementarities with other policies (e.g. actions 2.1 on continuity of
ITS services, 2.3 on European ITS framework architecture, and 6.3 on guidelines
for public funding).
A
limited number of actions had their scope slightly modified, and were therefore
not pursued according to the initial plan. This holds true for action 2.2 on
e-Freight, the scope of which, from a policy viewpoint, will be addressed in a
forthcoming communication. Some actions (action 3.3 on a framework for a safe human-machine
interface, or action 6.3 on guidelines for public funding) could also have
benefited, in their implementation, from a better-defined work plan to ensure
clarity and visibility.
For
some of the actions (action 4.4 on standardisation, or actions 5.1 and 5.2 on
data protection and liability issues, respectively), more progress would have
been possible if there had been greater involvement and a more genuine
enthusiasm from key stakeholders to commit to the new EU approach based on the
ITS Action Plan and the proposed ITS Directive.
2.1.        Priority
area 1: Optimal use of road, traffic and travel data
Many
road ITS applications rely on an accurate knowledge of the road network and of
traffic regulations, such as one-way streets and speed limits. In the past, the
bulk of this knowledge was provided by authorities, but today, commercial
sources are increasingly exploited. The relevant data used to build the
provided traffic or travel information should however be duly validated in
order to ensure the safe and orderly management of traffic. In particular, this
concerns both digital mapping and the provision of (real-time) traffic and
travel information services. Optimal use of data is also crucial for enabling
multimodal journey planning.
The
re-use of transport data is crucial for developing and deploying the necessary ITS
services and applications. Not surprisingly this is the area of the ITS Action
Plan where most activities have been conducted and progress achieved. This is
also the area where all five actions are directly or indirectly related to the
priority actions under the Directive, for which specifications have first to be
adopted.
Despite
delays affecting target dates for actions 1.1 dealing with real-time traffic
and information services and 1.3 on availability of public data for digital
maps, the level of completion of the actions is very high, especially as
regards actions 1.4 on road safety-related traffic information and 1.5 on multimodal
journey planning:
–      Specifications for road safety-related minimum universal traffic
information services were adopted as a delegated act under the ITS Directive on
15 May 2013[9].
They provide the content and format of the safety-related traffic information
service for a defined set of road safety incidents. These specifications are
part of the technological approach contributing to the overall target of
halving the number of road safety fatalities in the EU by 2020.
–      Specifications for real-time EU wide traffic information are being
discussed with Member State experts and will be adopted by the end of 2014. They
will lay down the conditions for sharing and exchange of relevant transport
data between all public and private stakeholders.
–      EU-wide multimodal journey planners have been heavily promoted by
the Commission through the 1st Smart Mobility Challenge[10]. This
has demonstrated many ongoing developments, but has also highlighted the
remaining challenges in this area. In addition to promoting the opening of
access to transport data from which multimodal journey planners will benefit,
progress is also being made in the definition of specifications to ensure
interoperability for telematics applications for rail passenger services. This
represents an intermediate step to providing multimodal journey planners.
In terms of the uptake of technologies and initiatives in Member
States, this area is considered the most advanced among the four main priority
areas of the ITS Directive. This is seen in the national reports collected in
2011, and in the five-year national plans collected in 2012[11], as
part of the implementation of the ITS Directive.
The experience in some Member States in terms of platforms for
accessing or sharing travel and traffic data should be underlined. It
constitutes a good basis for the remaining work at EU level. This ‘evaluation’
underscores and confirms the coherence between the assessed importance of
priority area 1 and the level of commitment as pursued in most Member States.
Whereas
further work is already planned, notably in preparation of specifications
still to be adopted by the Commission under the ITS Directive on the provision
of EU-wide real-time information services (at an advanced stage of development)
and on the provision of EU-wide multimodal travel information services,
there seems to be a growing awareness among stakeholders and Member States
about the benefits of applying an open data policy to the transport sector.
To
advance this work, the Commission services opened a discussion[12]
on a possible initiative on access to multimodal transport data. The
challenge is to make transport data accessible, covering all modes of transport
and mobility services.
Other
key actions will include: ensuring and maintaining the quality of transport
data; further addressing the multimodal aspect of the provision of travel
information services, in particular, integrated ticketing; and tapping the
potential of crowdsourcing in the transport domain, especially by promoting next-generation
transport-related applications based on information provided and exchanged
among users themselves, whether they be those taking a journey or those
providing the transport service.
2.2.        Priority
area 2: Continuity of traffic and freight management ITS services on European
transport corridors and in conurbations
Despite
the work achieved in this area at project level, progress so far has been very
slow, with most actions either delayed or put on hold: 
–      Action 2.1 has a broad scope, aiming at seamless, effective and
co-modal travel and freight and logistics operations. The first priorities were
therefore narrowed to support for co-modal trip-planning and for enhanced
cooperation in urban and interurban (road) interfaces. This would be addressed by
improving effective exchange of travel and traffic data and by promoting continuity
of dedicated ITS services.
Significant results have been achieved in the field of standardised
data exchange (DATEX II) among neighbouring traffic management centres and the harmonised
use of variable message signs (VMS). Both actions were well supported by the
EasyWay II project (2010-2012). Progress with regard to the better
interconnection of complementary transport modes and a better balancing of
networks remains limited. This is simply because of organisational ‘islands’
hampering effective analysis and decision-making beyond the individual
transport modes, and the apparent absence of incentives and sound, co-modal
business models. It is recommended to review and set the objectives and
priorities of this action in light of the revision of the trans-European
transport network guidelines and of the upcoming e-Freight initiative.
–      With the uptake of a real EU single transport network, the ITS
services that are needed to support efficient and sustainable transport
logistics have progressively moved from a modal to a multimodal dimension. This
is being translated by the Commission into a dedicated e-Freight initiative
that takes forward the conclusions of several research projects (e.g. e-Freight
or Euridice) demonstrating the benefits of ITS applications in this field.
–      Progress to establish a European ITS Framework Architecture
infrastructure, building in particular on the FRAME and eFrame projects[13] led
by the FRAME Forum[14],
has been rather limited.
–      The European Electronic Toll Service, which will ensure the
interoperability of all electronic road toll systems in the EU, has not yet
become reality. This is despite the fact that the necessary legal framework
(Directive 2004/52/EC and Commission Decision 2009/750/EC) has been in place for
some time. Not all Member States and stakeholders have demonstrated the
necessary commitment to finalise the regulatory and operational context of the
service at their level, in such a way the timetable set out in the Directive could
be respected.
The Commission has recently taken some remedial follow-up measures. It
is starting infringement procedures against some Member States for not having
fulfilled their obligations and it is co-financing a regional toll
interoperability feasibility study (REETS project[15]).
Further funding under the Connecting Europe Facility could be given to concrete
deployment projects. If progress remains unsatisfactory, the Commission may
consider other possibilities, including regulatory intervention, as
appropriate.
Interestingly, the activities covered by the Member States in this
area — essentially related to the deployment of traffic management systems and
electronic tolling solutions — are quite advanced, according to the 2011
national reports. This seems paradoxical when considering the rather low level
of commitment from national stakeholders to contribute to and complete some of
the actions in this priority area, which focuses precisely on the interoperability
of systems, the continuity of services, and their actual implementation.
Specific encouragement and support for the deployment of
interoperable ITS applications and services is therefore needed in accordance with
adopted specifications. It should also use relevant provisions of the 2012
Deployment Guidelines[16]
that were issued and adopted under the EasyWay project.
Addressing
continuity of ITS services and ensuring urban-interurban
interoperability remains a priority. The recommendations made by the
Urban ITS Expert Group[17]
and promoted by the Commission in the Urban Mobility Package[18]
should be followed by local and national authorities. In addition, it is
crucial to ensure that urban, interurban, or mode-specific implementations will
all fit into an overall collaborative framework providing maximum possibilities
for effective data exchange and synergies beyond borders, networks and modes.
2.3.        Priority
area 3: Road safety and security
Road
safety is and remains an area that could clearly benefit from a broader ITS penetration.
Since the adoption of the ITS Action Plan, this has been re-confirmed in the Commission's
Communication on the policy orientations on road safety[19], and
by the definition of the zero-vision (of fatalities) laid down in the 2011
White Paper on Transport[20].
This is also underlined in the ITS Directive, where three of the six priority
actions relate to road safety and security: priority actions (d) on
interoperable eCall, and (e) on information and (f) on reservation services for
safe and secure truck parking. Several actions under priority area 3 have a high
level of completeness:
–      Substantial progress can be recorded as regards the promotion and
deployment of advanced driver assistance systems (ADAS) and safety and
security-related ITS systems. An agreement has been reached with international
partners within the United Nations Economic Commission for Europe on new
internationally harmonised rules on advanced emergency braking systems (AEBS)
and lane departure warning systems (LDWS); these will be mandatory for new
trucks and buses as from 2015[21].
Additional dialogue with stakeholders should help to assess how to accelerate
the further uptake of in-vehicle road safety-related ITS systems. An evaluation
of potential additional measures is planned for 2014, which will in particular identify
which of the available technologies — such as intelligent speed assistance
(ISA) and speed limitation devices or event data recorders (EDR) — would be
cost-effective and mature for deployment.
–      A considerable amount of work has been put into completing the
legislative framework on the effective deployment of eCall in Europe. The
Impact Assessment[22]
for the Commission Recommendation[23]
of 8 September 2011 clarified the need for a regulatory approach for the
deployment of eCall. It was followed by the eCall specifications on public safety
answering points (PSAP) adopted by the Commission, as a delegated act
supplementing the ITS Directive[24],
on 26 November 2012. The Commission proposed further regulatory steps in June 2013,
including a Regulation on the in-vehicle part of eCall[25] and a
Decision on the mandatory deployment of the part concerning public safety
answering points[26].
The latter was rapidly adopted by the European Parliament and the Council[27] and
the in-vehicle part is expected to follow quickly. Progress on support for the
implementation of eCall has also been substantial. It includes the finalisation
of the eCall standards, the efforts of the eCall Implementation Platform[28], the
launch of the HeERO[29]
pilot projects and continuous awareness campaigns (including eCall Day on 4 May
2011, HeERO International conferences in 2012 in Zagreb[30] and
in 2013 in Bucharest[31]
and eCall Days in several Member States).
–      The integration of nomadic devices into vehicles has so far been guided
by the recommendation on the European Statement of Principles (ESoP) on human-machine
interface (HMI)[32].
While such a framework is perceived as positive, it is important to conduct an
in-depth assessment of the results of this Statement of Principles before
deciding further action. In parallel, the magnitude of the threats of
distracted driving — caused by the proliferation of nomadic devices and new
in-vehicle applications, coming together with mobility apps — has been highlighted
but not yet sufficiently analysed in details.
–      Another area of development concerns the impact of ITS on vulnerable
road users, and the potential definition of a framework or rules to limit as
far as possible any negative impact of mainstream services and applications. A
preliminary assessment has been conducted and published[33]. Under
the Seventh Framework Programme for Research, the VRUITS project will take
forward some recommendations, and consider pilot developments[34]. An
evaluation of potential additional measures is planned for 2014. This will in
particular identify which of the existing technologies — such as pedestrian
detection system and emergency breaking (PDS/EBR) or blind spot detection for
trucks (BSD-T) — would be cost-effective and mature for deployment.
–      Specifications on information services for safe and secure parking
places for trucks and commercial vehicles were adopted as a delegated act under
the ITS Directive on 15 May 2013[35].
The Commission consulted Member States experts and the main stakeholders on the
reservation aspects, and the work on specifications and standards has been put
on hold for the moment (see report on the implementation of the ITS Directive).
In the area of road safety, Member States are quite active, as
illustrated by the 2011 national reports on state of the art in ITS deployment.
There is, in that respect, a convergence between their expressed commitment and
plans for the upcoming five years, illustrated in the 2012 reports, and the
priorities defined in this area to further work on road safety.
Most
actions in this priority area are still ongoing. This priority area is and
remains crucial because ITS applications and services can bring substantial value
and reduce the number of road fatalities and severe injuries.
Specifications
on eCall and information services for truck parking have been adopted and work
on in-vehicle road-safety ITS equipment is well advanced. Some follow-up
actions have already been planned. Nevertheless, this area deserves a renewed
focus, with additional efforts especially as regard the human-machine-interface
and the impact of ITS services on driving behaviour.
The
risk of distracted driving is likely to increase with the growth of
nomadic devices, mobile communication and social networks, and as a result of a
trend towards the ‘always connected traveller’ that builds on enhanced
communication between vehicles, infrastructure and people. In order to address
these issues, the Commission in 2014 launched a study to analyse the main
distraction factors and to consider possible countermeasures.
2.4.        Priority
area 4: Integration of the vehicle into the transport infrastructure
This
area of the ITS Action Plan has long been deemed one for the future, as it was
considered that work on an open in-vehicle platform architecture or progress in
cooperative mobility would take much more time before bearing fruit. Actions in
this priority area have however seen considerable progress, especially in the
area of cooperative systems:
–      Although a single open in-vehicle architecture has not yet been
established, a preliminary study[36]
has underlined that a dedicated approach would be required first for commercial
vehicles. A follow-up study has been launched to detail specifically the required
system and communications architecture.
–      There is progress on the actions related to cooperative systems. The
implementation of various research and innovation projects validating the
technical approach and necessary elements, and the progress in establishing the
necessary standards for cooperative systems, have cleared the path to define
the most appropriate deployment strategy. This was discussed in a dedicated
stakeholder workshop[37]
in June 2012 and in specific meetings with public and private stakeholders in
June 2013 in Dublin and in December 2013 in Brussels. There is however, a need
to prioritise the remaining work, to agree on a joint vision, to establish an
effective implementation platform and to concentrate the efforts on a European
scale. To that effect, a dedicated platform will be established in the autumn
2014 for which a call for applications has been published in July 2014[38].
–      Regarding exchange of information and communication between vehicles
and with the road infrastructure in cooperative systems, the European Committee
for Standardisation has approved specifications (DATEX II - CEN/TS 16157) for
the automated, electronic exchange of traffic data and information between
disparate systems (infrastructure-to-infrastructure — I2I). Additional work is
ongoing particularly with regard to the operational command of variable message
signs (messages to be displayed) and the exchange of information on truck
parking, including information on available parking lots. In the field of
vehicle-to-infrastructure (V2I) and vehicle-to-vehicle (V2V), the use of mobile
communication (3G, 4G) has been further explored. Basic standardisation has
been realised in short-range and radio technology, reflecting a growing,
world-wide consensus on the most appropriate communication means, depending on
the type of application, taking into account safety, security and quality
requirements.
–      In the standardisation lifecycle for ITS, there has been significant
progress for cooperative systems through standardisation mandate M/453[39].
Progress has also been achieved in the further standardisation of eCall, and
for electronic tolling through standardisation mandate M/338.
Looking at the 2011 national ITS reports, and the five-years
national plans of 2012, only a few Member States seem to be actively pursuing
their efforts towards deployment of cooperative systems in an operational
environment. The front runners in this area, in particular Austria and the
Netherlands, have been involved in large-scale demonstrations of cooperative
systems, such as the field trials in the Helmond[40] test
site, and in Vienna[41]
during the ITS World Congress.
Other Member States seem to be willing to consider pilot deployment
of cooperative systems, and would potentially offer financial support. Industry
still needs to engage effectively in such projects. Progress seems to be limited,
as far as the private sector is concerned, with ongoing discussions on the
prioritisation of types of ITS application and related investments. All this
underlines the need for additional work to bridge the gap between the research
and innovation phase and a business-as-usual deployment scenario.
Despite
some progress, more effort is needed to conclude the work on open in-vehicle
platform, using a renewed approach focusing on access to services and
vehicle resources, and to provide greater clarity, particularly by establishing
a joint vision and by agreeing on a deployment strategy for cooperative
systems.
Additional
standardisation work might be required on these topics, arising in particular from
the needs identified during the work on specifications and the stakeholder
consultations. The evolution of communication networks and services will also
need to be factored in when considering the development of the most appropriate
connections between vehicles and infrastructure, without forgetting the human
(people) component and data protection, privacy and liability issues.
Concerning
cooperative systems, the real bottleneck seems to be in deployment, requiring
concerted actions (including ambitious and flexible cross-border deployment
pilot projects) and synchronisation. There is a need for significant up-front
investments, including EU funding, and cooperation and synergies, with a clear
definition of roles and responsibilities need to be defined. In addition user
acceptance will rely on the overall quality, and continuity of the services
will stimulate user acceptance.
2.5.        Priority
area 5: Data security and protection, and liability issues
The
handling of data — in particular, personal and financial — in ITS applications
has raised a number of issues for citizens. Data integrity and confidentiality
as well as protection of personal data must be ensured for all parties involved
when ITS services are provided. Likewise, liability should be taken into
account in the provision and use of ITS applications.
This
area has been duly recognised in the ITS Directive with dedicated articles on
both data protection and liability. The European Data Protection Supervisor has
also addressed this issue in its Opinion[42]
on the ITS Action Plan and the proposed Directive, and is always consulted at
an early stage when drafting specifications in the ITS field. These legal
issues have therefore been taken up in studies assessing their importance for
ITS applications:
–      For data protection, a study[43]
has identified the issues and the most privacy-prone ITS applications. The
study suggests some specific measures, in particular, the preparation and
adoption of a template for privacy impact assessments for ITS applications.
–      For liability, in a similar study[44],
two specific types of ITS applications have been identified as the most
sensitive: cooperative systems applications and automated driving. Specific
recommendations to address these liability issues have been suggested. These
recommendations point out the need to further investigate the more systematic
use of in-vehicle event data recorders and to support the work on the
adaptation of the 1968 Vienna Convention on road traffic.
Both
studies have been instrumental in showing that issues exist but that they are usually
being taken care of by the respective stakeholders, although sometimes slower
than expected.
 Therefore,
applying both a privacy-by-design and liability-by-design
philosophy should be further promoted. The preparation, in close cooperation
with stakeholders, of instruments such as a privacy impact assessment
template for ITS, would in that sense be helpful to support ITS developers
and ITS services providers. Regarding liability, specific attention should be
given to multi-stakeholders applications, such as cooperative systems and
multimodal journey planning applications.
2.6.        Priority
area 6: European ITS cooperation and coordination
Coordinated
EU deployment of ITS requires intensive cooperation at European level between
all parties involved, and an adequate governance structure and legal framework.
Such coordinated deployment at EU and Member State level also requires greater
involvement of cities and regional authorities. Guidance and technical support
should be provided to facilitate consensus-building and decision-making, and to
make sure all ITS deployment is realised in a truly interoperable way, which provides
synergies and maximum opportunities for re-use of available data and
investments. The ITS Action Plan already helped to trigger many efforts: 
–      The adoption and start of implementation of the ITS Directive, with
the adoption of a Work Programme[45],
the discussions within the European ITS Committee and the European ITS Advisory
Group[46],
which ensure dialogue and a smooth decision-making process, and build on the
input of Member States and the industry.
–      The work under the EasyWay II project in terms of enhanced
consultation and development of an ITS deployment road map and Deployment
Guidelines[47]
for particular ITS services.
–      A decision-support toolkit[48]
for investment decisions in ITS applications and services was established
through the 2DECIDE[49]
project. Despite its potential, the instrument has not entirely fulfilled its
mission which was to promote best practices in the deployment of ITS
applications. Stakeholder uptake of the tool has so far been low, mainly because
of its complexity and the low number of existing shared cases and transferable
good practices. To ensure its wider use, stakeholders should commit to further
enhance and maintain it.
–      An interesting initial study[50]
resulted in better understanding of existing funding schemes and provided more
details on the existing sources of ITS financing currently used by authorities
and organisations wishing to deploy ITS. The Connecting Europe Facility (CEF)[51] will
make funding available in the form of both grants and innovative financial
instruments. ITS should benefit from guidelines to be developed to optimise the
available sources of funding.
–      The Urban ITS Expert Group[52],
established by the European Commission, has produced a set of guidelines for
ITS deployment in urban areas, a collection of best practices and a report on
further standardisation needs for urban ITS. The guidelines will help urban
communities in raising awareness on their specific needs in relation to ITS
applications. This work will be taken further in support of urban mobility
policies. In particular, urban ITS deployment is prominently featured in the Commission's
Urban Mobility Package[53].
Building
on the achievements in this priority area, additional work would be needed
especially in the area of support to business cases for ITS deployment
(including robust and commonly agreed methods of assessment and evaluation) and
with regard to interoperable and continuous roll-out of services. To that
effect, in 2014, the Commission launched a study to develop a recommended set
of common key performance indicators applicable to ITS for road transport
across Europe. This will in particular enable a better assessment of the
contribution of ITS to policy goals.
This
cannot be done without the direct participation and strong commitment of all
stakeholders, as for example illustrated by the observed limitations in the
creation and exploitation of a useful decision-support toolkit. To prove such a
commitment, Member States and other stakeholders should, in addition to
complying with the specifications adopted under the ITS Directive, effectively
use relevant provisions of the Deployment Guidelines for specific ITS services developed
under EasyWay. This requires the putting in place of additional forms of
stakeholders' involvement, notably through or with dedicated
collaboration platforms that could be supported under Horizon 2020, and
possibly including public private partnerships.
3.           Impact
of the implementation of the ITS Action Plan
3.1.        Achievements
in the implementation of the ITS Action Plan
3.1.1.     Mainstreaming
ITS and raising awareness
Mainstreaming
the notion of intelligent transport systems in the design of transport
policies, and highlighting the value of deploying ITS in the transport system,
can be considered as one of the major successes of the ITS Action Plan. The
adoption of the plan and its subsequent implementation, especially through the
work done under the ITS Directive, have contributed to that. In particular,
there is an increased awareness about the need to tackle bottlenecks that
hinder interoperable deployment and to address other technical or legal issues
hampering a broader take-up of such systems.
3.1.2.     Boosting
stakeholder cooperation
As
underlined by many stakeholders, the adoption and implementation of the ITS
Action Plan has also been a catalyst for a greater and more focused
involvement, cooperation and collaboration of the large stakeholder community. This
activity has built on existing research cooperation and existing forums and
initiatives such as the iMobility Forum[54]
and the ITS World and European Congresses organised by ERTICO-ITS Europe[55]. The
work undertaken in the implementation of the ITS Action Plan, especially under
the framework of the ITS Directive, has brought together, in expert meetings,
workshops and discussions in the ITS Committee and the ITS Advisory Group, the
most relevant stakeholders of the ITS and transport community. They have
coalesced around clear objectives and a clear road map of actions with
identified priorities and timetables. The structuring role of the ITS Action
Plan as a road map, and of the Commission as coordinator, facilitator and
moderator, have been widely appreciated by stakeholders.
3.1.3.     Promoting
multimodality
Another
element of satisfaction with respect to the implementation of the ITS Action
Plan is the progress achieved in specific areas, in particular the discussion
and debate around truly European multimodal journey planners that was launched
through the 1st Smart Mobility Challenge. This has contributed to highlighting
the issue and sparking a broader discussion on the value of the further sharing
of — and opening access to — transport data in all modes of transport, as was
the case during the Informal Ministerial Meeting[56] on
Transport and Telecommunications held in Nicosia on 17 July 2012. Another
specific achievement of the implementation of the ITS Action Plan — which, at
its inception, was primarily focused on road transport — is the promotion of synergies
and complementarities across existing Commission initiatives and programmes[57],
especially across modes of transport.
3.2.        Issues
in the implementation of the ITS Action Plan
3.2.1.     Lack
of prioritisation
Notwithstanding
the successes described above, the ITS Action Plan has also suffered some
difficulties in its implementation. As explained above, some actions have been
delayed as compared with the timing set out in the Action Plan, mainly because
of difficulties encountered in building consensus among Member States and given
the multitude and diversity of stakeholders. Also, the level of ambition set in
the Action Plan, with a wide range of very specific but quite different types
of action, did not help to prioritise actions.
3.2.2.     Diversity
of stakeholders and vested interests
As
a consequence of the various and sometimes diverging stakeholder interests,
progress has been slow in some actions (e.g. action 2.4 on a European
Electronic Toll Service or 4.1 on the open in-vehicle platform) owing to the
resistance of some players. For other actions (e.g. action 2.3 on a European
ITS framework architecture), it is rather the lack of involvement or real
interest from some major stakeholders that has caused delays. Even when
workshops and consultations have involved stakeholders, there was still a
perception, among some, that the implementation of some actions could have been
more inclusive.
3.3.        Relevance,
effectiveness and sustainability of the ITS Action Plan 
3.3.1.     Relevance
The
need to address the lack of ITS deployment in Europe was clearly acknowledged
by all stakeholders. There was also consensus on the need for clear policy
orientations and top-down steering at EU level. The bottom-up approach
previously followed, particularly through the EU financing of research
projects, has demonstrated its limitations.
Establishing
a list of common priorities for concerted actions through the Action Plan has
been highly appreciated. In terms of priority areas and specific actions,
feedback received from stakeholders confirms their relevance.
3.3.2.     Effectiveness
Regarding
the actual contribution of the ITS Action Plan to enhanced deployment of ITS in
Europe, the external report[58]
suggests that positive impacts can be expected — despite the difficulties in
measuring their effects — in terms of interoperability of applications and
systems, continuity of services in the EU, and enhanced cooperation and
coordination.
The
picture remains mixed, however. This probably reflects the fact that, for the
majority of actions, a follow-up step is still taking place or is only in a
planning phase. Nevertheless, uptake by stakeholders of the first results of
the various actions seems to have been quite high, according to the online
consultation and reactions from the ITS community. This can be seen by the fact
that standards developed for eCall (action 3.2), or for cooperative systems
(actions 4.2 and 4.4) are already being used by industry. It is also expected
that the specifications of the ITS Directive, in particular those on 112 eCall,
road safety-related traffic information services, and information services for
safe and secure parking places, will all be used extensively in a near future.
3.3.3.     Sustainability
The
sustainability of the various actions has also been assessed, and many
stakeholders believe that implementation of the ITS Action Plan will improve
the sustainability of the transport system. This is especially the case for the
achievements of actions 4.2 and 4.3 on cooperative systems, despite the additional
required efforts required in terms of prioritisation and deployment. It is also
the case for road safety actions (actions 3.1 on in-vehicle safety devices, 3.2
on eCall and 3.3 on human-machine-interface) which are expected to be formalised
by specific legislation (e.g. mandatory deployment for 112 eCall) or other
measures.
4.           Conclusions
and way forward
The
ITS Action Plan is still relevant in addressing the objectives of all the
defined priority areas. The Plan has also contributed to bringing stakeholders
together and offered a forum for discussion on a wide array of topics. However,
in certain areas, slippages compared with the initial timetable have occurred, and
some actions have been suspended. Difficulties can be explained partly by the
complexity of the ITS community and the need to reconcile divergent interests
and the wide range of approaches emerging from industry and users.
Looking
at the relevance of various actions, and based on the stakeholder consultations,
the needs and priorities, as defined in the ITS Action Plan in December 2008,
have not significantly changed and are still relevant.
Implementation
of the remaining actions of the ITS Action Plan should therefore be pursued, especially
through taking forward implementation of the ITS Directive. To ensure better
effectiveness, it is envisaged to define or complement, as appropriate, a
detailed work plan for each of the remaining actions. This work plan would take
into account synergies with complementary activities, in particular, research
and innovation, standardisation, and funding (trans-European transport network,
structural and investment funds, etc…).
Similarly,
especially within the context of the Connecting Europe Facility (CEF) and of
the new TEN-T Guidelines[59],
greater interest has been demonstrated for the need for appropriate funding
mechanisms, linked to the notion of serious business cases and evaluation
strategies. In parallel, interaction and further collaboration with
stakeholders should be further streamlined, intensified and stimulated. This
would help to focus on some actions that deserve better attention and require
proper follow-up.
Based
on feedback from the stakeholder consultations, the following areas may be
considered for future work, subject to an appropriate analysis of their
effectiveness in achieving the objectives of the ITS Directive and a careful
assessment of their impacts:
4.1.        Transport
data dimension 
With
respect to road, traffic and travel data, which was already defined as priority
area 1 of the ITS Action Plan, work started with the adoption of first
specifications, the 1st Smart Mobility Challenge and the follow-up
public consultation[60]
and stakeholder workshop[61]
on enablers for multimodal travel planning and information services. The work
needs to be pursued and reinforced.
Unlocking
the use of transport data remains a horizontal prerequisite to ITS deployment.
It will help to develop and deploy numerous applications (e.g. real-time
traffic information, multimodal travel planning) that bring substantial
benefits, especially in terms of road safety and optimisation of the usage of
transport networks. In addition, Smart Cities and Communities generic data
principles on ownership, privacy and optimising the data value chain will contribute
to these benefits linked to ITS deployment.
Specific
measures to open up access to transport data and to facilitate their effective
re-use have to be further pursued. This is especially necessary to define and
monitor data quality and to establish the necessary platforms to share data
among relevant stakeholders, including the definition of data formats and
exchange mechanisms. To tackle that, the Commission services are working on a
possible initiative in the field of access to transport data. Work has already
begun with a recent public consultation on access to multimodal traffic and
travel data in the European Union[62]
and the Commission Staff Working Document ‘Roadmap towards delivering EU-wide
multimodal travel information, planning and ticketing services’[63]. An
impact assessment is currently being drafted.
4.2.        Multimodality
dimension
Delays
have been experienced in priority area 2 (continuity of traffic and freight
management) and there is a re-emerging interest in multimodal transport chains
and well-functioning interfaces between urban and inter-urban environments. It
is crucial, therefore, to revitalise this priority area and especially to give
substantial support to on-going efforts to re-define the scope of the e-Freight
initiative.
It
is also important to further promote the deployment of EU-wide multimodal
travel information, planning and ticketing services by enabling a fair and
equal access to travel and traffic data and improving the availability of data.
Moreover, integrated ticketing will be promoted, for example by means of
standardisation activities.
Building
on the connectivity dimension and taking a user-oriented approach, this will
help to transform the current scattered mobility supply into integrated,
multimodal transportation services, allowing optimal use of existing capacities
and enhancing customer travel experiences through new, innovative mobility
services.
4.3.        Connectivity
(ICT networking) dimension 
Building
an ICT-connected transport system, where people, vehicles and transport
infrastructure are continuously connected and potentially interact, stands at
the heart of priority area 4. Some progress has been achieved in particular through
research and standardisation efforts on so-called ‘cooperative systems’,
facilitating the possibility for vehicles to ‘talk’ to other vehicles and to
the road infrastructure.
Today’s
world is one of high-speed communication networks, crowdsourcing and social
networks, the ‘internet of things’ and a multiplication of mobile applications.
They all provide the connectivity components of a new, ubiquitous information
and management space offering novel opportunities for personal mobility, for
the transport of goods and for the large-scale uptake of electric vehicles.
An
extension, at least partially, of automated driving to the road, with certain
priority functions for commercial fleets, could also drastically influence individual
transport preferences and habits. At the same time, it could enhance the
efficient use of infrastructure and of traffic management and improve road
safety to the levels experienced in rail or air transport. All these aspects
will need to be further and more systematically addressed in the future, both
at interurban and urban levels.
In
the context of a future definition of an EU road map for the coordinated
deployment of cooperative systems building on current initiatives such as the
Amsterdam Group[64],
a follow-up and policy steering by the Commission services and coordination of
stakeholders initiatives will therefore be required. This will be all the more
necessary because of the dramatic and accelerated expansion of the above-mentioned
ICT technologies, networks and services. The absence of further EU coordinated
action in that domain would probably lead to slow deployment of cooperative systems
and a patchwork of non-coordinated and proprietary initiatives.
4.4.        Coordination
Platforms 
Intelligent
transport systems are at the confluence of ICT and transport, and have a wide diversity
of stakeholders. The ITS Action Plan and the ITS Directive, and dedicated
projects — such as the EasyWay II project to some extent —, have contributed to
raising awareness about the benefits of ITS and to bringing stakeholders
together to discuss and tackle important issues and barriers for the deployment
of ITS in Europe.
Targeted
initiatives have been useful and constructive, as for example illustrated by
the achievements of the Urban ITS Expert Group in delivering guidelines for the
deployment of urban ITS. However, accelerated deployment of ITS requires a shared
European vision backed by measures addressing economic and business-related
aspects, such as the business cases, the evaluation of impacts, costs and
benefits, and aspects related to financing and alternative funding sources.
Considering the growing interest of cities and regional authorities, and the
need to enhance interaction between complementary transport modes, guidance and
technical support should be provided to ensure all ITS deployment is
effectively realised in a truly interoperable and scalable way, taking also
into account the on-going work within the European Innovation Partnership on
Smart Cities and Communities, especially for horizontal topics such as
standardisation, data ownership security, privacy and optimisation of the data
value chain.
All
this requires the creation, guidance and maintenance of a sustained form of
cooperation between industry and relevant stakeholders (both public and
private). Fields such as cooperative systems or multimodal travel planning and
ticketing, and technical, organisational and legal agreements, should receive
major attention. In addition, fora like the iMobility Forum offer a suitable
and promising platform to support stakeholder cooperation.
4.5.        Further
use of the ITS Directive 
The
ITS Directive has demonstrable achievements in further enhancing the positive
impacts of the ITS Action Plan. It has promoted, where needed and especially through
the adoption of specifications, a common understanding, a greater legal
certainty and a common basis for European-wide deployment of ITS services. In
this respect, further specifications may be adopted beyond the currently
defined six priority actions, in particular related to the important elements
listed in Annex I to the Directive. These include freight transport logistics
and the continuity of freight management, the safety and comfort of the
vulnerable road user, the safe design and secure use of human-machine
interfaces or the deployment of cooperative systems (see report on the
implementation of the ITS Directive).
4.6.        Shaping
research and innovation in ITS through Horizon 2020
Horizon
2020, the Framework Programme for Research and Innovation (2014-20) in support
of research, technological development, demonstration and innovation actions,
can contribute to achieving a European transport system that is
resource-efficient, environmentally friendly, safe and seamless for the benefit
of citizens, the economy and society.
The
integration of vehicle to vehicle and vehicle to infrastructure communications
into an overall open mobility data ecosystem fed by machine-to-machine (M2M)
communication and combined with high quality transport data will provide
substantial improvements for the mobility of people and freight. Transport
safety should also benefit from enhanced human-machine interfaces and from a
trend towards further automation of vehicles.
Elements
to be further explored for development should include issues related to an
integrated infostructure, transport data quality (including methods of
monitoring and measurement), human-machine interface, naturalistic driving
impacting driving behaviours (under various scenarios of ITS services
provision), and automation of vehicles. These elements are addressed in the
Smart, Green and Integrated Transport - challenge under Horizon 2020.
4.7.        Making
the best use of the Connecting Europe Facility and other funding instruments (European Structural and
Investment Funds, EIB…) for the deployment of ITS
The
economic downturn in 2008, followed by the financial crisis in 2011, has meant ITS
has to compete even more powerfully for funding against much more expensive
traditional hard infrastructures. A clear demonstration and provision of
evidence of the benefits of ITS at urban and interurban levels has turned out
to be crucial in securing funding. Making use of — and coordinating — existing
funding sources will be a necessity for many Member States. These sources
include the European structural and investment funds on the one hand, and
financing opportunities offered, for example, by the European Investment Bank
on the other, and tapping into the Connecting Europe Facility.
Available
instruments should be managed as well as possible to respond to the demand for
deployment of interoperable ITS services and applications — such as eCall public
safety answering point infrastructures, cooperative mobility services, traffic
management applications enhancing road safety and efficiency of logistics or
intelligent parking installations — all in full compliance with adopted
specifications and standards.
[1]               COM(2008) 886 final
[2]               COM(2008) 887
[3]               ‘Final Report – Mid-Term Evaluation of the Implementation of the ITS
Action Plan’, Ramboll – http://ec.europa.eu/transport/themes/its/road/action_plan/doc/Mid-term-evaluation-of-the-ITS-Action-Plan.pdf
[4]               http://ec.europa.eu/transport/themes/its/events/2010_06_22_its_conference_en.htm
[5]               http://ec.europa.eu/transport/themes/its/events/2011_06_06_its_conference_en.htm
[6]               http://ec.europa.eu/transport/themes/its/events/2012_10_22_its_conference_en.htm
[7]               http://ec.europa.eu/transport/themes/its/events/2013_12_02_its_conference_en.htm
[8]               http://ec.europa.eu/transport/themes/urban/urban_mobility/
[9]               OJ L 247, 18.9.2013, p. 6
[10]             1st Smart Mobility Challenge : http://ec.europa.eu/transport/its/multimodal-planners/index_en.htm
[11]             http://ec.europa.eu/transport/themes/its/road/action_plan/its_national_reports_en.htm
[12]             http://ec.europa.eu/transport/themes/its/events/2013-11-15-towards-eu-wide-multimodal-travel-planning_en.htm
[13]             http://www.frame-online.net/
[14]             http://www.frame-online.net/frame-forum.html
[15]             Regional European Electronic Toll
Service
[16]             http://www.easyway-its.eu/deployment-guidelines/
[17]             http://ec.europa.eu/transport/themes/its/road/action_plan/its_for_urban_areas_en.htm
[18]             http://ec.europa.eu/transport/themes/urban/urban_mobility/
[19]             COM(2010) 389 final - http://ec.europa.eu/transport/road_safety/pdf/com_20072010_en.pdf
[20]             2011 White Paper on Transport –
Initiative 16 - page 22 - http://ec.europa.eu/transport/themes/strategies/doc/2011_white_paper/white-paper-illustrated-brochure_en.pdf
[21]             http://ec.europa.eu/enterprise/sectors/automotive/documents/unece/index_en.htm
[22]             http://ec.europa.eu/smart-regulation/impact/ia_carried_out/docs/ia_2011/sec_2011_1019_en.pdf
[23]             C(2011) 6269 final
[24]             OJ L 91, 3.4.2013, p. 1
[25]             http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=COM:2013:0316:FIN:EN:PDF
[26]             http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=COM:2013:0315:FIN:EN:PDF
[27]             OJ L 164, 3.6.2014, p.6
[28]             http://www.imobilitysupport.eu/about-ecall/european-ecall-implementation-platform-eeip
[29]             http://www.heero-pilot.eu/view/en/home.html
[30]             http://www.heero-pilot.eu/preview/en/events/heeroconf_nov2012
[31]             http://www.heero-pilot.eu/preview/en/events/heeroconf_nov2013
[32]             C(2008)1742 final - http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=OJ:L:2008:216:0001:0042:EN:PDF
[33]             Study on the safety and comfort of the Vulnerable Road
User - http://ec.europa.eu/transport/themes/its/studies/doc/2011_05-safety-and-comfort-vulnerable-road-user.pdf
[34]             http://www.vruits.eu/
[35]             OJ L 247, 18.9.2013, p. 1
[36]             http://ec.europa.eu/transport/themes/its/studies/doc/2010_12_20_study-open-in-vehicle-platform-architecture.pdf
[37]             http://ec.europa.eu/transport/themes/its/events/2012_06_07_cooperative_systems_en.htm
[38]             http://ec.europa.eu/transport/themes/its/news/c-its-deployment-platform_en.htm
[39]             Standardisation mandate to CEN, CENELEC and ETSI in the
field of ICT to support the interoperability of co-operative systems for ITS - http://ec.europa.eu/enterprise/sectors/ict/files/standardisation_mandate_en.pdf
[40]             http://www.drive-c2x.eu/helmond
[41]             http://2012.itsworldcongress.com/content/news/press-releases/cooperative-intelligent-transport-systems-on-the-road-to-deployment
[42]             OJEU, C47/06 of 25/02/2010 - http://www.edps.europa.eu/EDPSWEB/webdav/shared/Documents/Consultation/Opinions/2009/09-07-22_Intelligent_Transport_Systems_EN.pdf
[43]             http://ec.europa.eu/transport/themes/its/road/action_plan/data_protection_en.htm
[44]             http://ec.europa.eu/transport/themes/its/road/action_plan/liability_en.htm
[45]             C(2011) 289 final - http://ec.europa.eu/transport/themes/its/road/action_plan/doc/c_2011_0289_en.pdf
[46]             http://ec.europa.eu/transport/themes/its/road/action_plan/its_advisory_group_en.htm
[47]             http://www.easyway-its.eu/deployment-guidelines/
[48]             www.its-toolkit.eu
[49]             http://www.2decide.eu/
[50]             http://ec.europa.eu/transport/themes/its/studies/doc/2011_05-its-public-funding-guidelines.pdf
[51]             Regulation (EU) No 1316/2013 of the European Parliament
and of the Council of 11 December 2013 establishing the Connecting Europe
Facility, amending Regulation (EU) No 913/2010 and repealing Regulations (EC)
No 680/2007 and (EC) No 67/2010
[52]             http://ec.europa.eu/transport/themes/its/road/action_plan/its_for_urban_areas_en.htm
[53]             http://ec.europa.eu/transport/themes/urban/urban_mobility/
[54]             http://www.imobilitysupport.eu/imobility-forum
[55]             http://www.ertico.com/
[56]             Presidency Conclusions - http://ec.europa.eu/transport/themes/its/news/doc/2012-07-17-cy-informal-presidency-conclusions.pdf
[57]             Such as the eSafety Forum initiative by (then) DG INFSO
(which has evolved into the iMobility Forum since then), FP7 research
programme, CIP programme, ICT Standardisation Work Programme. 
[58]             ‘Final Report – Mid-Term Evaluation of the Implementation of the ITS
Action Plan’, Ramboll – http://ec.europa.eu/transport/themes/its/road/action_plan/doc/Mid-term-evaluation-of-the-ITS-Action-Plan.pdf
[59]             Regulation (EU) No 1315/2013 of the European Parliament
and of the Council of 11 December 2013 on Union guidelines for the development
of the trans-European transport network and repealing Decision No 661/2010/EU
[60]             Public Online Consultation on Enablers for European
multimodal travel planning and information services, http://ec.europa.eu/transport/media/consultations/2013-03-12-mtpis_en.htm

[61]http://ec.europa.eu/transport/themes/its/events/2013_04_16_workshop_multimodal_journey_planners.htm

[62]             http://ec.europa.eu/transport/media/consultations/2013-accesstraveldata_en.htm
[63]             SWD(2014) 194 final
[64]             http://www.amsterdamgroup.eu/