The CITI testing facility:

• allows TfNSW and partners to research the road safety benefits and challenges of C-ITS in Australia
• allows C-ITS research and development in an Australian setting
• allows hardware and software developers to test their systems
• offers a diverse set of locations, including remote, mountainous and industrial areas and a mixture of freeway and suburban roads
• builds TfNSW and partner knowledge and experience in the deployment and maintenance of C-ITS in Australia.

Lessons learned to inform the conduct of trials

Traffic Signals

• It was more difficult to install C-ITS equipment on traffic signals that were equipped with camera enforcement
• In future studies involving C-ITS fitted traffic signals, consider only issuing alerts specific to the driver’s direction of travel (eg red lights for straight/turning lanes)
• During selection of infrastructure to be fitted with C-ITS technology, consider locations that maximise potential road safety benefits (eg consider traffic signal sites which are located on or around crests, turns or other types of blind spots)

Data Collection

• Larger sample size/longer trial may allow for more robust in-vehicle data analysis
• Remote methods of data collection such as an ‘over the air’ downloading system for in-vehicle and C-ITS data would be beneficial
• Consider collecting participant feedback on the experience of alerts soon after receiving alerts and at frequent, regular intervals
• Consider sourcing a bespoke system which connects the C-ITS and telematics devices and captures video footage around alerts
• Consider capturing other driving data (such as via instrumenting the vehicle brakes), which may be more sensitive to measuring participant responses to alerts

Hardware

• Installation and maintenance of devices was difficult in some vehicles
• Consider whether display screen angle adjustment is a necessary feature in display screen mounts
• Consider screens which adjust brightness based on ambient lighting, or brightness and volume settings which are adjustable by participants
• Consider testing default audio alerts volume and screen brightness in a variety of conditions, including with background noise, prior to deployment
• Consider use of remote screen activation
• Test access to and robustness of in-vehicle study equipment in conditions which reflect the likely conditions of the study, including using a ‘test to break’ methodology

Other

• Obtaining a spectrum license from ACMA was a complex challenge that took a long time to resolve
• Consider providing additional refresher information related to the C-ITS technology alerts and troubleshooting during the study

Lessons learned that inform future technology deployments

Most drivers are positive towards the technology and think CITS would make roads safer, if:

• more vehicles on the network were fitted with the technology
• additional alerts are added.
• accuracy of positioning improves

Initial impressions by drivers were generally positive, although opinions ranged from unimpressed to quite positive.

Drivers consider that, as professional truck and bus drivers, vigilance is their duty. Many drivers stated that the alerts would be useful for other drivers, but not for them personally.  Drivers report they do not rely on alerts but do check them.  Some alerts were more useful than others. The speed limit alert was considered most useful.

Truck drivers reported the forward collision alert had many false alerts and were concerned the false alerts could be confusing or distracting. Following this feedback, this alert was disabled and bus drivers did not experience this alert. See the ‘position accuracy’ fact sheet for more information on this issue and possible solutions.  The heavy vehicle speed limit alert was considered the most accurate. The red-light alert was considered not accurate or timely, although drivers recognised the potential benefits of this alert if it could be improved.

The additional applications or alerts desired by drivers were:

• Weather events
• Height alert for tunnels and bridges
• Green light extension for heavy vehicles (priority at traffic signals)
• Speed alerts for all speed zones
• Pedestrian alert
• Wider traffic applications, including road closures, congestion, route planning etc.

Participating heavy vehicle drivers found a large number of false positives for the forward collision alert.  After investigating the data from the trial, researchers determined that drivers were experiencing false forward collision alerts due to imprecise GPS positioning.

C-ITS technology theoretical maximum communication range is 1km. Anecdotally the range was generally observed to be 200-300m by Road Safety Technology (Centre for Road Safety) team members, with some observations of communication up to 700m.

Links to project lessons learned reports

Lessons learned through driver feedback

Lessons learned about positioning accuracy

Phase One and Phase Two lessons learned reports may be available from the project team upon request.