Regional ITS Action Plan

Regions for Intelligent Transport Solutions Network This project is co-financed by the European Regional Development Fund and made possible by the INTERREG IVC programme Project Duration: 31.01.2012 31.12.2014 Regional ITS Action Plan Region of Central Macedonia, Greece 1

Contents List of abbreviations... 3 1 Introduction... 4 2 Status of ITS deployment... 5 2.1 Legal/policy framework... 5 2.2 Status of ITS deployment in the region...11 3 Region s objectives and priorities... 16 3.1 Main transportation challenges in the region...16 3.2 Priorities definition...18 4 Measures... 28 4.1 Introduction...28 4.2 Evaluation Method and Assessment Criteria...29 4.3 Results...33 4.4 Description of top rated measures...34 4.4.1 Group 5: Integrated metropolitan multimodal systems for urban traffic management...34 4.4.2 Group 11: Enhancement and support of freight transport...36 4.4.3 Group 9: Urban interventions and Sustainable Mobility...37 4.4.4 Group 8: National management system for freight transport...38 4.4.5 Group 6: Integrated traffic monitoring centre for motorways network...40 4.4.6 Cost and funding elements regarding all the proposed measures...41 4.5 Analysis of the Results...42 4.6 Regional Roadmap...45 5 References... 47 ANNEX I - Questionnaire Survey for the analysis of ITS measures for RCM under the four priority areas of the EU ITS Directive in Greece.... 48 ANNEX II Participants in the Survey... 63 2

List of abbreviations Abbreviation RITS-Net ITS ICT AUTH CERTH/HIT KTEL OASTH RCM THEPTA TRAINOSE Explanation Regions for Intelligent Transport Solutions Network Intelligent Transport System Information and Communication Technology Aristotle University of Thessaloniki Hellenic Institute of Transport of the Centre for Research and Technology Hellas Urban and Interurban public transport providers Organization of Urban Transportation of Thessaloniki Region of Central Macedonia Thessaloniki Public Transport Authority National Railways company of Greece 3

1 Introduction The actual document is one of eight Regional ITS Action Plans that were created in the course of the RITS-Net (Regions for Intelligent Transportation Solutions Network) Project. The project RITS-Net (Regions for Intelligent Transportation Solutions Network) was funded in the Interregional Cooperation Programme INTERREG IVC (4th Call), financed by the European Union s Regional Development Fund which helps Regions of Europe to work together, to share experiences and good practices in the area of innovation, the knowledge economy, the environment and risk prevention. RITS-Net has been financed under the theme Energy and Sustainable Transport. RITS-Net aims to foster the integration of Intelligent Transport Systems (ITS) into the regional mobility planning, with the objective of improving transport policies and assuring harmonization of local ITS applications with the ITS Country plans as required by the 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 [1]. In this context the major objective of RITS-Net is the development of individual, regional ITS Action Plans. The challenge tackled in this context can be described as follows: At a European level there exist a set of strategic documents and legal framework documents, which put emphasis on interoperability and continuity of ITS systems and services, like the Directive (2010/40/EU) [1], the 2011 White Paper on transport [2], the European ITS Action Plan (COM/2008/0886) [3], as well as the Action Plan for Urban Mobility [4], and others. As the EC Directive [1] has been transported, or is at least on the way to be transported, into national law, this top-down approach (or vertical governance) regulates ITS deployment in the Member States. However, the European legislation can only address Member States and Member States in turn are often not in a position to enforce regional or local level policies. In contrast to the emphasis on interoperability and continuity of services on European and (in many cases also) national level, at the local or urban level there are already ITS implementations in place, which are often fragmentary implemented or inhomogeneous and in many cases not interoperable when transport activities spread across administrative boundaries (like the border of a city or municipality) or institutional boundaries. There is generally less cooperation between the different transport operators and between municipalities or cities. The Regional ITS Action Plans developed in RITS Net have successfully taken up the challenge to break-down overall strategies and plans to a local level, while focusing nevertheless on the specific regional transport bottlenecks and needs of the regions. It has been learned that the regional level is suited - on one hand - to coordinate and steer the development and deployment of local services and systems and on the other hand - to ensure harmonization with the higher-level plans. Consequently, the actual Regional ITS Action Plan can be seen as a step forward to a wellaligned policy framework for the integration of ITS. It demonstrates that municipalities, civil society and in particular the regions should no longer be viewed as policy receivers but have a crucial stake in implementing strategies. 4

2 Status of ITS deployment 2.1 Legal/policy framework With the Presidential Decree 50/2012 (27-04-2012), Greece harmonized with the EU Directive 2010/40/EU [5]. On October 2012 a national ITS action Plan was developed for the country after the transposition of the EU Directive into national legislation [6]. Looking ahead the next two decades, Greece goes into planning and applications that focus on three key areas: The implementation of innovation for completing individual intelligent transportation systems (wireless technologies, telematics applications, etc.) Promoting innovative measures and technologies for the management of freight at the urban level, the development and operation of modern network infrastructure-terminal nodes, which will implement innovative technological solutions in partnership with public and private sector. The development and operation of a network of modern infrastructure-terminal nodes, which will implement innovative technological solutions in partnership with the public and private sector. Thus, the proposed interventions are: A. Public Transportation. Implementation of telematics to fleet management of buses and trolleys Implementation of automated fare collection system Closed circuit television inside the trams/metro Setup displays dynamic information of trams/metro Reorganization of the system of interurban road passenger transport services countrywide with emphasis on interoperability of means Implementation of Single Centre Management and Ticketing. B. Traffic Management and Freight Software upgrade using new technologies in light signalling Remote controls for activating audio signal lights for the visually impaired Pricing of urban roads usage (Road Pricing) Electronic toll collection (we are in the process of harmonization with EU decision) Vehicle navigation systems (navigation), GPS applications have begun Develop fleet management (logistics), being developed through private sector Networking-linking of companies involved in service logistics (development of e- marketplaces) Access to information - provision of on linen 5

Promote innovation in intelligent transport systems (vehicles, equipment, procedures transhipment formulation) Use of "clean" vehicles There are two points that today appears to inhibit the wider application of innovations: The lack of adequate funding for the modernization of existing infrastructure and creating the necessary structures (institutional framework), combined with fragmented policies The lack of concerted action (political-strategic-planning) to achieve interoperability in transport systems. For the development of a regional ITS Action Plan, the following strategic plans are relevant for the region: a) Integrated Strategic Transport Infrastructure Plan of Thessaloniki The Ministry of Infrastructure, Transport and Networks - General Secretariat of Public Works established a Commission of Experts to develop the first Integrated Strategic Plan for the development of transport infrastructure in the wider area of Thessaloniki. The Integrated Strategic Transport Infrastructure Plan of Thessaloniki (Master plan 2020), as it had been named, formed the basis for a broader dialogue and consultation and the Strategic Plan is expected to be finalized in the upcoming months. The Master plan 2020 will be the subject of further study and specialization, but will also help in implementing mature projects (in the sense of being accepted) to take up resources that are readily available from the National Strategic Reference Framework [7]. b) Master Plan of Thessaloniki The Organization of Planning and Environmental Protection of Thessaloniki (OR.TH.) with the official decision N.3/26/23-10-2009 approved the update of the Master Plan of Thessaloniki (new RSTH). The new RSTH is the set of policy guidelines, objectives, priorities, programs and measures under the relevant law as necessary for the planning and organization, economic restructuring and environmental protection of the area under the new RSTH with the principles of sustainable development [8]. The new RSTH consists of 45 articles, which fall into eight chapters. Transportation measures are included in the fifth Chapter, Article N.21: Transportation and public transportation. The new RSTH places the following priorities regarding the implementation of ITS: Encourages the cooperation with the relevant municipalities to establish intelligent transport systems for traffic management purposes and to inform travellers. This information points will operate either independently or in conjunction with a central traffic management system. Establishment after appropriate studies (organizational, operational, technical, etc.) Intelligent Transport Systems in order to manage traffic information to travellers, fleet management and emergency response and emergency treatment to all road networks. 6

The installation will be done gradually and in phases with integrated design for the entire area of responsibility correct. The main disadvantage of the design proposed in the Master Plan 2020 by the Ministry of Infrastructure, Transport and Networks, is the lack of correlation with spatial and urban planning so as to ensure the necessary coordination within a common framework of principles, objectives and priorities for the city and the region of Thessaloniki. c) Sustainable Urban Mobility Plan (SUMP) for the wider area of Thessaloniki The Thessaloniki s Public Transport Authority (THEPTA) developed a Sustainable Urban Mobility Plan for the wider area of Thessaloniki within the framework of an EU project the ATTAC- Attractive Urban Public Transport for Accessible Cities project (SEE programme). The specific objective of the project is to introduce attractive and sustainable public transport solutions and services in cities which will significantly contribute to raising the share of public/collective transportation modes, creating a framework for a seamless journey to all passengers, with special regard to commuters and long distance travellers. The SUMP of THEPTA proposes various measures and interventions, which according to the authority could drastically change both the image of the city and the behaviour of the citizens [9]. Specifically THEPTA proposes: Single smart system and electronic fare ticket for all future media and parking fee. Special bus lanes, priority at traffic lights. Information and awareness champagnes. Tram network, supporting Metro and bus routes. Transit stations for tram-subway-buses with sufficient parking spaces and restructuring of bus stops. Maritime transport in Thermaikos Gulf. Flexible transport systems. Integrated parking policy. Pedestrianization and public space renovations. Cycling roads. Bicycle sharing system. Congestion charge system. The main stakeholders which are relevant in the frame of a regional ITS Action Plan are: A. The Ministry of Infrastructure, Transport and Networks General Secretariat for Co- Funded Public Works. The General Secretariat for Co-Funded Public Works is responsible for: Carrying out all necessary procedures that were previously under the responsibility of the Ministry of the Environment, Physical Planning and Public Works (MEPPW) and aim at promoting the planning, design and construction of Co-Funded Public Works; also, supervising and monitoring all procedures that were previously under the responsibility of the MEPPW and aim at the execution of Co-Funded Public Works up 7

to their completion stage, as well as providing supervision services during the operation of such works. Undertaking the necessary cooperation with the European Union bodies and other Organisations as performed by the former MEPPW- on issues regarding Co-Funded Public Works according to the positions of the Ministry of Regional Development and Competitiveness as co-competent Ministry. Supervising all legal entities that execute or manage Co-Funded Public Works, either during construction or during operation. B. Ministry of Environment, Energy and Climate Change- General Secretariat of Regional Planning and Urban Development: The General Secretariat of Regional Planning and Urban Development is responsible for issuing the Regional Framework for Spatial Planning and Sustainable Development plan for each region of the country in which: the position of the region is identified sustainability factors that affect the long-term development of the region are estimated spatial effects of European, national and regional policies and programs are measured priorities and strategic options for the integrated and sustainable development of the regional level are set C. Organization of Planning and Environmental Protection of Thessaloniki (OR.TH.), supervised by the Ministry of Environment, Energy and Climate Change: The main priorities of OR.TH. are to implement sound environmental protection techniques and also to upgrade the entire master plan of the area. The new Master Plan for Thessaloniki will give the area the opportunity for a better, faster and more sustainable development. This can be achieved through a better spatial organization, the proper cooperation between the authorities and the effective governing of the region. OR.TH. is determined to finalize the proposals for the spatial reorganization and seeks the exchange of ideas in an open governmental way. D. The Region of Central Macedonia (RCM): RCM is a self-contained administrative unit of the public administration with jurisdictions and competences regarding the design, programming, coordination and implementation of policies for the economic, social and cultural development of the region. In addition, the region is responsible for the management and implementation of projects and initiatives with exclusively regional dimension such as transportation infrastructures, intercity transport routes and pricing policy, urban planning and environment, commerce, tourism and employment, natural resources, energy and industry. E. Thessaloniki s Public Transport Authority (THEPTA): THEPTA is authorized to decide on issues related to design, planning, supervision and control of urban transport in the greater metropolitan area of Thessaloniki. Moreover, it monitors the compliance of the contractual obligations of the Organization of Urban Transportation of Thessaloniki. In cooperation with institutional bodies of the central government and the local authorities, shapes the future transportation map of the broader Thessaloniki area, regarding infrastructure as well as network operation and mobility of citizens. Table 1 summarizes the above. 8

Stakeholder Department Responsibilities Policy plans and visions/ strategies Ministry of Infrastructure, Transport and Networks Transport infrastructure and networks Planning and implementing transport policy Integrated Strategic Transport Infrastructure Plan of Thessaloniki, Ministry of Environment, Energy and Climate Change Spatial planning Planning and implementing land use / spatial planning measures Regional Framework for Spatial Planning and Sustainable Development plan Region of Central Macedonia (RCM) transportation infrastructures, intercity transport routes and pricing policy, urban planning programming, coordination and implementation of policies for the economic, social and cultural development of the region Strategic Plan 2012-2014 Organization of Planning and Environmental Protection of Thessaloniki (ORTH) Urban planning and transportation issues Environmental protection / urban planning policies development Master Plan for the Metropolitan area of Thessaloniki Thessaloniki s Integrated Transport Authority Urban transport Design, planning, supervision and control of urban transport in the greater metropolitan area of Thessaloniki. it monitors the compliance of the contractual obligations of the Organization of Urban Transportation of Thessaloniki. SEE ATTAC project- Attractive Urban Public Transport for Accessible Cities. Sustainable Urban Mobility Plan drafting for the wider area of Thessaloniki Table 1: Stakeholder, department responsibilities, policy plans and visions/strategies 9

Table 2 gives an overview of the legal environment in the range of ITS and the future national priorities according to the ITS National Report of Greece towards the European Commission). Transportation of ITS Directive National ITS Action Plan Relevant Strategic documents Future national priorities Yes Presidential Decree 50/2012 (April 2012) Yes Laws that refer to previous EC ITS Directives (Ministry of Development) Integrated Strategic Transport Infrastructure Plan of Thessaloniki Master Plan of Thessaloniki (ORTH) Sustainable Urban Mobility Plan (SUMP) Support rural ITS deployment Promote interoperability and coordination among implemented ITS systems Promote collaboration between the public (central and regional authorities) and private bodies Improve administrative structures and personnel Provide incentives to the private sector Table 2: Legal/policy framework (RITS-Net SoA questionnaire, SEE-ITS 2013, ITS National Reports) 10

not existing/ or in planning status in development deployed 2.2 Status of ITS deployment in the region On the basis of a state-of-the-art review, a detailed evaluation of the deployment level in the region was done. The following tables give an overview of the deployment level of specific ITS instruments/ subjects sorted according the seven RITS-Net topics. Topic 1 Emergency management and incident services Applications for emergency notification and personal security (manual initiated notification or automatically initiated by the vehicle, interoperable European-wide e- call) Emergency vehicle management (route guidance for emergency services, priority for emergency vehicles (traffic light pre-emption), hard shoulder for exit) Hazardous material and incident notification including sensing technologies (field verification by on-site responders and closed circuit television cameras (CCTV) to support incident detection and verification; automatically recognition of hazardous materials warning signs, etc.) Promotion of safety-related in-vehicle equipment (Intelligent speed adaption, alcoholic ignition interlock, pedestrian detection system, emergency breaking, adaptive head lights) Tools for public travel security (Audio-video surveillance system, face detection and tracking, audio event detection) Table 3: Level of deployment of the ITS instruments related to emergency management and incident services 11

not existing/ or in planning status in development deployed Topic 2 ITS for traffic management and mobility Installation of the road-side equipment (by using road sensing technologies and road side vehicle detection systems: laser, ultrasonic, radar, infrared, detection loops, other wireless systems) Intelligent intersection control (urban, regional, highways-only) Dynamic speed adaption/variable speed limits (freeway or highway based overhead displays, variable traffic signs, installation of communication infrastructure, managed by a control center) Access control: Ramp metering (access control to highways or freeways for demand management and congestion management) Traffic regulations enforcement (by means of automatic number plate recognition (ANPR)) and average speed checks (section control)) Congestion monitoring/ dynamic route guidance (re-routing guidance) (congestion detection system, routing algorithm and dynamic re-routing guidance) Real-time traffic data collection and services (FCD technology) (mobile services, web-based services for real-time traffic information, includes data collection and processing of floating car data or floating phone-data Integrated traffic control and management centre (establishment of traffic control platform which integrates various static and dynamic data (traffic situation, road network, massage signs, etc. The tasks are to monitor the real-time traffic situation by using data from traffic detectors and to coordinate the response to the traffic situation) Table 4: Level of deployment of the ITS instruments related to ITS for traffic management and mobility 12

not existing/ or in planning status in development deployed Topic 3 Parking and automatic payment Automatic payment Automated fare collection (AFC) system for public transport (comprises components that automate the ticketing system of a public transportation network) Smart ticketing for public transport (contact smart cards or contactless payment solutions by means of near field communication (NFC) or new technologies using smart phones) Automatic payment for urban tolling, for highways and sections (contactless payment solutions (RFID, DSRC, GPS and new technologies using smart phones), integrated fare systems, clearing issues) Further automatic payment solutions (call- and SMS based transactional payments, pay-by-phone technology, mobile web payments/internet application based payments) Integrated intermodal ticketing and fare system (common travel ticket for all kind of public transport (bus or train) integrating several transport operators and modes) Parking Smart service for on-street parking (e.g. smartphone applications, booking and paying possibilities) Parking space management system for on-street parking (Parking availability signs, empty space identification, payment systems aside smartphone applications) Parking guidance and information system (PGI) or car park guidance systems (PGS) (provides dynamic information on parking within controlled areas. The systems informs drivers regarding parking options, locations, rates and optimal parking via dynamic message signs installed on roadsides, through navigation systems in vehicles or though smart phone apps) Parking demand management by means of parking meters or dynamic parking pricing (by using sensors, cameras and smart parking meters data is collected and analyzed, pattern are identified and occupancy and variable rates determined) Information and reservation service for truck parking Table 5: Level of deployment of the ITS instruments related to parking and automatic payment 13

not existing/ or in planning status in development deployed not existing/ or in planning status in development deployed Topic 4 User information Traffic/trip information based on static data (e.g. schedules, time tables, traffic road signs) Traffic/trip information based on dynamic, real-time data (e.g. real-time schedules, traffic information, congestion management, weather information, status of variable speed limits)) Traveller information service delivered to mobile devices or by web applications (can be done by public operator or private operator) Smart bus- or train/tram-stops (real-time information at the station) Multimodal travel planner platform (common ICT platform for the establishment of travel information services over different operators and transport modes) Table 6: Level of deployment of the ITS instruments related to user information Topic 5 Management of public transport Automatic passenger counting (for demand management and passenger flow analysis) Implementation of an automatic vehicle monitoring/location (AVM/AVL) system (as precondition for fleet management) Operational control centers for real-time fleet management (communication between vehicle and public transport management, dynamic timetable management, service regularization and management) Traffic signal/light priorization Logistical optimization of public transport fleet (work yard management, staff deployment for vehicle disposition, vehicle deployment) Transit demand management technology (e.g dynamic ridesharing, automated service coordination, transportation management centers, high-occupancy vehicle facility monitoring) Table 7: Level of deployment of the ITS instruments related to management of public transport 14

not existing/ or in planning status in development deployed not existing/ or in planning status in development deployed Topic 6 Advanced control of vehicles and incident Traffic information based on radio data system/traffic control channel (RDS/TMC) systems Automated traffic enforcement (for speed limits, headways, traffic lights, bus lanes, tolls, etc. by means of on-site equipment or mobile equipment) Incident prevention in bus fleet (e.g. autonomous cruise control systems, collision avoidance systems, monitoring of driver behaviour, monitoring of vehicle electronic devices, monitoring of weather and environmental conditions) Promotion of cooperative systems (vehicle-to-vehicle and vehicle-toinfrastructure) for intelligent road safety and in-vehicle-traffic management Promotion of in-vehicle safety systems and advanced driver assistance (electronic stability control, adaptive cruise control, lateral support, collision warning) New sensing technologies (Bluetooth sensors, Floating Cellular Data (smart phones), Floating Car Data (FCD)) Table 8: Level of deployment of the ITS instruments related to advanced control of vehicles and incident Topic 7 Fleet management and freight ITS for rail freight transport (ITS technologies for rail fleet management or rail fleet logistic) ITS for Logistics Supply Chains (e-freight, intelligent cargo, ITS for intermodal key hubs) ITS for Road Freight Management (access control to areas or transportation networks, monitoring of weight (in motion), tools to facilitate intermodal transfer facilities ITS for urban freight logistic (Logistic-oriented telematics services for municipalities) Table 9: Level of deployment of the ITS instruments related to fleet management and freight 15

3 Region s objectives and priorities The objectives and priorities in the region, for the deployment of ITS, have to be seen in the context of the actual transportation challenges in the region. Therefore, this chapter gives a short summary of the main problems in transportation and mobility. Furthermore a priorities definition was done by the Region of Central Macedonia, which is based on the region s assessment of the strategic importance and risks of specific ITS instruments/subjects in the context of the region. The objective of this priority assessment is to help defining appropriate measures and actions in the region. 3.1 Main transportation challenges in the region The Region of Central Macedonia is one of the thirteen administrative districts of Greece. It is situated in Northern Greece and it is constituted by seven regional units (Thessaloniki, Imathia, Kilkis, Pieria, Serres, Pella and Chalkidiki). The study area, the Regional Unit of Thessaloniki, is located in the centre of Central Macedonia region, which makes it a strategic and commercial transportation point. Regarding road infrastructure, Egnatia freeway connecting across Northern Greece from East to West along 500km and PATHE freeway connecting Northern and Southern Greece, are the two main transport lines which connect the Region of Central Macedonia as well with the rest of Greece and the countries of the Balkan Peninsula and Southeast Europe. Two main sections of the Hellenic Rail network (OSE) go through the study area connecting the region with Western and Eastern Macedonia as well as with Central Greece and Athens, while part of the railway infrastructure is planned to be used by the suburban railway. The rail network lacks of modern infrastructure, such as modern power stations and intermodal service options (car parking, intermodal train-bus, etc.). Furthermore there is no provision for alternative means of transport such as cycling that could be combined, when it is possible, with the railways or the suburban railway in the future. The Public Transportation, within the urban part of the study area, is provided by the Organization of Urban Transportation of Thessaloniki (OASTH) under the supervision of the Thessaloniki s Public Transport Authority (THEPTA). The interurban areas of the regional unit are served by OASTH and by the Intercity Private Bus Companies (KTEL), while the connections between the Municipalities of the different regional units of the Central Macedonia Region are realized exclusively with the intercity buses. Both OASTH (urban) as KTEL (interurban) have taken important steps towards the modernization of their fleets and the improvement of their services during the last years. However there are significant matters to be considered in order to make the use of the mass transport means more attractive to the public. The port of Thessaloniki is the center of the commercial hub of the Balkans and is the nearest port of the European Union to the Balkan and Black Sea countries. Other ports of the region of Central Macedonia, such as the port of Chalkidiki and Pieria regional units, shows strong seasonality traffic, mainly serve tourists during the summer season, and limited commercial 16

and passenger traffic the rest of the year which does not make feasible the upgrade or scaleup of the port services. The airport of Thessaloniki "Macedonia" serves both national and international flights. There is no direct connection of the airport with the port of Thessaloniki, and there is one bus line that connects the airport with the central rail station and the station of the intercity buses of KTEL. Thessaloniki after a period of rapid industrial and economic growth and significant improvements of the living standards of local residents arrived today along with the wider urban region's population to 1.2 million residents. The heavy traffic of Thessaloniki has taken enormous dimension and concerns different authorities involved in the planning of transportation and infrastructure. More specifically the regional mobility problems are summarized below: a) The insufficiency of roads and lack of parking spaces, due to the fact that the land planning of the area did not took into consideration the population surge and the territorial expansion b) The rapid increase of cars, c) The improper use of private car, not justified by the size and structure of the city, d) The low use of the urban buses, the only present public transport mode in the area, e) The lack of an integrated transport policy applied in the area, are some of the main reasons contributing to a significant burden on the road network of the area. The main problems occurred in the area are: delays in traffic, increased fuel consumption, air, noise and visual pollution, an increase in accidents, mental tension and time lost which also affects the health and degrades the life quality. The combination of Telematics, Informatics and Telecommunications, will enable the online and in real time delivery of information to the users of transport systems for the best performance of their transportation. All the related RITS-Net categories could improve the transportation situation of Thessaloniki. More specifically they could ensure the efficient utilisation of the available road capacity. Road users when starting their trip do not have data on the real traffic conditions and can hardly decide upon the most optimal route to follow and the fastest transport mode to board. Thus, the most useful information to a driver is predictive information, since it allows the road users to estimate the travel time of their trips under consideration of future developments of the traffic conditions. Recently, different Traveller Management and Information Systems started to operate in Thessaloniki enabling the users to have a better access on traffic condition information, on optimal routing and other related data. However these systems have to be developed in the whole Regional unit Thessaloniki and not only in the main metropolitan area of Thessaloniki. The Organization of Urban Transportation of Thessaloniki (OASTH) through a Telematic system manages all the fleet of the buses, the routes, the time schedules, provides info on the arrival of buses in many bus stops and 17

managed though these systems to improve its services and increase the number of the passengers. Applications such as automatic payment will be very useful, particularly in the future when other transport modes such as metro will operate in the area. 3.2 Priorities definition The priority definition was done by the Development Agency ANATOLIKI SA/ Regional Energy Agency of Central Macedonia by using standardized priority-definition questionnaires compiled in the RITS-Net project, which are applied in all of the RITS-Net regions. The questionnaires were issued in a standardized way in order to allow an inter-regional comparison and exchange. The RITS-Net topics are: (1) Emergency management and incident services (2) ITS for traffic management and mobility (3) Parking and automatic payment (4) User information (5) Management of public transport (6) Advanced control of vehicles and incident (7) Fleet management and freight For each RITS-Net topics one priority definition questionnaire was set up with the aim to survey the level of deployment in the region and to assess the specific ITS instruments/subjects in regard to their strategic importance in the specific context of the region. The importance and possible deployment restrictions are assessed, leading to a final assignment of priority and the connected risk of the particular ITS instruments. In particular, the regions assessed, in a classification system from 1 to 5 (very low to very high) the following criteria for specific ITS tools: - Strategic fit to higher-level plans - Contribution to solving actual transportation problems in the region - Operative urgency - Financial restrictions - Priority (in total) - Technical restrictions - Legal/policy restrictions - Risk (in total) Based on the priority and risk ranking, a classification of the ITS instruments into priority classes/areas is done. These areas are: Area A High priority low risk The ITS instruments in this area are strategically important and no major restrictions are expected during implementation. Area B High priority high risk 18

The ITS instruments in this area are strategically important but major restrictions are expected during implementation. The regions should address these restrictions and define appropriate measures to mitigate the risks before implementation. Area C Low or unknown priority low risk The ITS instruments in this area are strategically not of superior importance or the importance might not be assessed adequately at presently, but no major restrictions are expected during implementation. Therefore, this group of ITS instruments can be realized without major problems, but the priority and/or strategic importance should be investigated in advance. Area D Low priority high risk The ITS instruments in this area are strategically not of superior importance and major restrictions are expected during implementation. This group of ITS instruments should most probably be excluded from the action plan. very high 35-44 18-34 1-17 very low very low very high Figure 1: Priority Risk Diagram. The ITS instruments are classified into priority areas. The ITS measures are listed in table 10 12. Classification: (1) very low, (2) low, (3) neither high nor low, (4) high, (5) very high. 19