CEN/TS 17378:2019

SLOVENSKI STANDARD
01-december-2019
Inteligentni transportni sistemi - Mestni ITS - Upravljanje kakovosti zraka v
mestnih območjih
Intelligent transport systems - Urban ITS - Air quality management in urban areas
Intelligente Verkehrssysteme - Urbane IVS - Luftqualitätsmanagement in urbanen
Gebieten
Systèmes de transport intelligents - STI-urbain - Gestion du qualité de l'air dans les
zones urbaines
Ta slovenski standard je istoveten z: CEN/TS 17378:2019
ICS:
13.040.50 Emisije izpušnih plinov v Transport exhaust emissions
prometu
35.240.60 Uporabniške rešitve IT v IT applications in transport
prometu
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

CEN/TS 17378
TECHNICAL SPECIFICATION
SPÉCIFICATION TECHNIQUE
October 2019
TECHNISCHE SPEZIFIKATION
ICS 13.040.50; 35.240.60
English Version
Intelligent transport systems - Urban ITS - Air quality
management in urban areas
Systèmes de transport intelligents - STI-urbain - Intelligente Verkehrssysteme - Urbane IVS -
Gestion de la qualité de l'air dans les zones urbaines Luftqualitätsmanagement in urbanen Gebieten
This Technical Specification (CEN/TS) was approved by CEN on 12 August 2019 for provisional application.

The period of validity of this CEN/TS is limited initially to three years. After two years the members of CEN will be requested to
submit their comments, particularly on the question whether the CEN/TS can be converted into a European Standard.

CEN members are required to announce the existence of this CEN/TS in the same way as for an EN and to make the CEN/TS
available promptly at national level in an appropriate form. It is permissible to keep conflicting national standards in force (in
parallel to the CEN/TS) until the final decision about the possible conversion of the CEN/TS into an EN is reached.

CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway,
Poland, Portugal, Republic of North Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and
United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION

EUROPÄISCHES KOMITEE FÜR NORMUNG

CEN-CENELEC Management Centre: Rue de la Science 23, B-1040 Brussels
© 2019 CEN All rights of exploitation in any form and by any means reserved Ref. No. CEN/TS 17378:2019 E
worldwide for CEN national Members.

Contents Page
European foreword . 3
Introduction . 3
1 Scope . 5
2 Normative references . 5
3 Terms and definitions . 6
4 Symbols and abbreviations . 7
5 Air quality (emissions) management context . 8
6 Considerations towards improved air quality . 10
7 Means for air quality management . 12
8 Traffic burden monitoring system . 19
9 Air quality measures, actions and scenarios . 29
10 Principles of air quality monitoring . 44
Annex A (informative) ASN.1 module for air quality management . 51
Annex B (informative) Air quality policy recommendations from Mexico . 52
Bibliography . 56
European foreword
This document (CEN/TS 17378:2019) has been prepared by Technical Committee CEN/TC 278
“Intelligent transport systems”, the secretariat of which is held by NEN.
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. CEN shall not be held responsible for identifying any or all such patent rights.
This document has been prepared under a mandate given to CEN by the European Commission and the
European Free Trade Association.
According to the CEN/CENELEC Internal Regulations, the national standards organisations of the
following countries are bound to announce this Technical Specification: Austria, Belgium, Bulgaria,
Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland,
Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Republic of
North Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and the United
Kingdom.
Introduction
Work on Urban ITS (U-ITS) is founded in the deliverable of PT1701 published as TR 17143 [1] and on the
European Commission Decision of 12.6.2016 [2] in support of Directive 2010/40/EU [9].
As cities and urban complexes expand, and there is a significant trend from rural areas to cities around
the world, pollution in these urban areas becomes an ever more significant problem. Traffic - vehicle
movements within the urban complex - is not the only polluter, but is considered to be a major source of
pollution. Other causes are air conditioning/central heating systems, coal and wood burning heating,
factories, etc.
“Air pollution has a major impact on human health. It is associated with a range of deadly diseases including
cancer, heart disease, strokes and asthma, and is the number one environmental cause of death in the EU,
responsible for more than 430,000 early deaths in 2012 alone.” [11]
“More than one fifth of the EU urban population are exposed to air pollution which exceeds EU limit values.
As of 2013, exceedances of the PM10 daily limit value were registered in 22 EU Member States, while 19
remained in breach of limits for NO2. In theory, citizens in all those countries could go to court to demand
that action is taken. In reality, national rules and procedures often make it very difficult for them to do so.”
EU law provides citizens with some possible solutions to these difficulties, by guaranteeing them rights to
certain procedures. Domestic courts are obliged to give effect to EU law, even if this involves setting aside
incompatible national laws. Domestic courts must give effect to EU law rights by providing effective
remedies.” [12]
This document provides guidance and identifies requirements and options on how to set up a policy and
how to deploy reliable and scalable technologies to monitor air quality on continuous or regular basis
and to react with adequate measures. This provides a means to measure the air quality required by
relevant EU directives.
The most recent directive relating to ambient (outdoor) air quality is the DIRECTIVE 2008/50/EC of 21
May 2008 on ambient air quality and cleaner air for Europe (the “Directive”), which was adopted in 2008
[13], and requires member states to:
— Monitor and assess air quality to ensure that it meets these objectives;
— Report to the Commission and the public on the results of this monitoring and assessment;
— Prepare and implement air quality plans containing measures to achieve the objectives.
This specification provides a means for urban administrations to demonstrate their progress to, and
achievement of, EC required air quality.
1 Scope
This document provides information, guidance and specifications of requirements and options on how to
set up an air quality (emissions) management policy, and how to deploy reliable and scalable technologies
to monitor air quality on a continuous or regular basis, and to react with adequate measures.
This document defines technological concepts that provide reliable and open data, and defines the
functional requirements on measurement devices that produce such data. This provides a means to
measure the air quality required by relevant EU directives.
This document provides information and specifications enabling to specify air quality levels for triggering
a scenario.
Specifically, this specification provides a toolkit of parameters and data definitions that a regulator can
use to e.g.
— define proper air quality measures, suitable for a street, zone or the whole city
— inform a driver in advance of entry to a Controlled zone about air quality level and related policy
measures expected to be in operation at a given time, e.g. higher parking price per location due to the
adverse air quality; and of the time windows of the measure operation of the controlled zone
— inform the relevant city departments on the introduced measure, air quality levels and number of
vehicles entered.
In order to maximize European harmonization, it is recommended that this specification is used in
combination with a module of standardized data concepts, i.e. an “air quality management data
dictionary” (AQMDD), however, this version of this document, which is focussed on policies and
procedures, does not provide these data concept specifications.
2 Normative references
The following documents are referred to in the text in such a way that some or all of their content
constitutes requirements of this document. For dated references, only the edition cited applies. For
undated references, the latest edition of the referenced document (including any amendments) applies.
CEN/TS 17380:2019 , Intelligent transport systems - Urban-ITS - 'Controlled Zone' management using C-
ITS
EN 12341, Ambient air - Standard gravimetric measurement method for the determination of the PM10 or
PM2,5 mass concentration of suspended particulate matter
EN 14211, Ambient air - Standard method for the measurement of the concentration of nitrogen dioxide
and nitrogen monoxide by chemiluminescence
EN 14662-3, Ambient air - Standard method for the measurement of benzene concentrations - Part 3:
Automated pumped sampling with in situ gas chromatography
EN 12414, Vehicle parking control equipment - Pay and display ticket machine - Technical and functional
requirements
Under preparation. Stage at the time of publication: FprCEN/TS 17380
3 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
ISO and IEC maintain terminological databases for use in standardization at the following addresses:
• IEC Electropedia: available at http://www.electropedia.org/
• ISO Online browsing platform: available at https://www.iso.org/obp
3.1
air quality monitoring station
equipment measuring air pollution, deployed ideally as a network, based on the reference methods for
air quality monitoring as generally defined in Exchange of Information Decision (EO/ 97/101/EC)
3.2
emission management
application of regulations and policies for enabling controlled access of selected classes of vehicles to
defined areas, and for controlled usage of such areas e.g. parking, in order to improve air quality in a given
area
Note 1 to entry: The terms “emission management” and “air quality management” are used synonymously in this
document.
3.3
fuel
combustible material in solid, liquid or gaseous form, determined by its producer for combustion to
release the energy content of the material
3.4
geofencing
creating of a virtual geographic boundary
3.5
hackathon
design sprint-like event in which computer programmers and others involved in software development,
including graphic designers, interface designers, project managers, and others, often including subject-
matter-experts, collaborate intensively on software projects with the goal to create usable software
Note 1 to entry: Also known as a hack day, hackfest or codefest.
Note 2 to entry: Hackathons tend to have a specific focus, which can include the programming language used, the
operating system, an application, an API, or the subject and the demographic group of the programmers.
3.6
particulate matter
issue with particles of solid and liquid material ranging from 1nm to 100μm, which remain for some time
in the air
3.7
polluting matter
issue with any pollutant which, by its presence in the air, has or may have harmful effects on human
health or the environment or annoys the odour
3.8
polluting
introduction of one or more pollutants into the air
3.9
traffic burden monitoring system
system applying traffic flow information technologies and AQMSs for providing wide area monitoring of
a zone regarding traffic burden and air quality levels in the resolution of a street
3.10
volatile organic compounds
any organic compound or mixture of organic compounds, with the exception of methane having a vapour
pressure of 0,01 kPa or more at 20 °C or a corresponding volatility under specific conditions of use
4 Symbols and abbreviations
AQMDD air quality management data dictionary
AQMS air quality monitoring station
BRT bus rapid transit
CAMe Comisión Ambiental de la Megalópolis
English: Environmental Commission for the Megalópolis
FUA functional urban area
ITS intelligent transport systems
LEZ low emission zone
NO nitric oxide
NO2 nitrogen dioxide
NOx nitrogen oxides
OBD On-board diagnostic
P+B park and bike
P+G park and go
P+R park and ride
PM particulate matter
PM10 solid particles with aerodynamic diameter less than 10 μm
PM2.5 solid particles with aerodynamic diameter less than 2,5 μm
SUMP sustainable urban mobility plan
VOC volatile organic compounds
WHO World Health Organization
5 Air quality (emissions) management context
5.1 Air quality
5.1.1 Background
The directive relating to ambient (outdoor) air quality 2008/50/EC of 21 May 2008 on ambient air
[3]
quality and cleaner air for Europe (the “Directive”), was adopted in 2008 . The Directive consolidated a
number of earlier directives and sets objectives for several pollutants which are harmful to human health.
It requires member states to:
— Monitor and assess air quality to ensure that it meets these objectives;
— Report to the Commission and the public on the results of this monitoring and assessment;
— Prepare and implement air quality plans containing measures to achieve the objectives.
NOTE Referenced background documents provide snap-shots behind the rational for the specifications of this
document. Many of these references are liable to change over time.
5.1.2 Crucial process problems in air quality management in EU
In addition to the requirements to achieve the requirements of the regulation, some crucial problems in
the whole process have been identified at various levels, see [19]:
— Policy level: lack of supporting action
Air quality plans often lack effective solutions, timeline and impact strategy, lack of long term vision
and strategic goals, lack of synergic planning with other initiatives.
If the air quality levels are breached there are no consecutive obligatory steps to solve the problem,
legal proceedings are delayed because legal actions can take several years to reach a conclusion.
— Information level: lack of information
The following points summarize the deficiencies in available information:
— low density of air quality monitoring stations (AQMSs) in cities,
— lack of monitoring on the most congested places,
— lack of up-to-date information, with data published a long time after breaches of limit values
have occurred
— technical presentation of the measured data with low potential of public understanding
— inconsistency between “official” air quality data and other “unofficial” data
— No “on trip” alerts given to travellers, no warnings
— No information on commitment to achieve better air quality and the regular improvement
status, lack of measures implementation and their real impacts
— Air quality levels – limit values
This specification proposes specific measurements, and recommends actions that can be taken when
levels of air pollutions are rising (far before it is breached).
The strictest type of air quality objectives contained in the Directive 2008/50/EC of 21 May 2008 on
ambient air quality and cleaner air for Europe [3] are known as “limit values.” Limit values are set for:
— Particulate Matter (PM10 and PM2.5)
— Sulphur Dioxide (SO2)
— Nitrogen Dioxide (NO2)
— Lead
— Benzene
— Carbon Monoxide
Limit values are informed by guidelines set by the World Health Organization (WHO). However, in the
case of PM10 and PM2.5, the limits presented in Table 1 are considerably higher (i.e. less stringent) than
the WHO recommendations.
Table 1 — Limits defined by the Air Quality Directive [3]
Pollutant Obligation Time period Compliance Permitted
deadline annual excesses
Nitrogen dioxide Hourly limit value 1 h 01/01/2010 No more than 18
(NO ) of 200 μg/m (possible
extension to latest
Annual mean limit Calendar year n/a
1/1 2015)
value of 40 μg/m
Coarse particulate Daily limit value of 24 h 01/01/2005 No more than 35
matter (PM ) 50 μg/m (possible
extension to latest
Annual mean limit Calendar year n/a
1/6 2011)
value of 40 μg/m
Annual mean limit Calendar year 1/1/2015 n/a
value of 25 μg/m
Benzene Annual mean limit Calendar year
value of 5 μg/m
5.2 Air pollution sources
Air pollution is caused by a variety of polluting matters from various sources; see Table 6. One of the main
sources of city air pollution is traffic. Traffic emits various harmful matters, not just by combustion
engines of cars and other vehicles but also so-called non-combustion pollutants including:
— particles derived by road surface abrasion,
— abrasion of tyres,
— mechanical components abrasion (braking pads, clutch lining),
— resuspension of dust laid on the road by the traffic,
— etc.
It is hard to identify the source of a particular matter as it can be emitted into ambient air by various
sources. The following pollutants related to traffic are considered in this document as representatives for
air quality related to traffic that can be monitored:
— nitrogen oxides,
— benzene,
— platinum metals,
— ultrafine dust particles.
Basic matter to be monitored are nitrogen oxides (NO, NO2, NOx) as they are emitted to the ambient air
by all the high temperature combustion engines where fossil fuels are combusted at the temperatures
higher than 1 300°C. In the urban environment, traffic is the dominant source of the pollutants except for
areas with specific industry processes, e.g. producing Nitric acid.
The other two pollutants to be considered are dust particles and benzene.
5.3 Strategies and technologies
The introduction of new technologies brings potential for traffic management and management of air
pollution, but sensors and networks of sensors suffer from the risk of unstable or uncertain data or even
malfunction of the equipment.
Low-cost sensors enable the possibility of reliable, long term and low-cost traffic monitoring in large
scale. This means that it becomes practicable for traffic to be monitored continuously in every street,
which provides valuable data for decision making. It also provides valuable data about traffic densities,
which can then be related to noise and air quality levels. The reliability of such data can be perceived as
high and provides new possibilities to control traffic in an advanced way, to enable dedicated zones with
geofencing and parking price regulation, e.g. in the event of smog.
Open data about the traffic burden will enable and encourage the citizens themselves to seek better traffic
regulation and improved air quality.
Air quality monitoring is difficult. Low-cost electrochemical sensors can provide unstable and uncertain
values of air quality, e.g. because changes of temperature and air pressure influence the quality of
measurement significantly; see the report on real testing in the Czech Republic [21], where it was found
that these sensors were unreliable and can become a source of “data noise”, see Figure 5. Therefore,
specifically designed minimum requirements for AQMSs are necessary to enable to deploy systems that
are reliable and that provide trustful data for city operational, as well as strategic, decision making, and
to protect the public sector from buying unreliable sensor networks.
6 Considerations towards improved air quality
6.1 Introduction
The project SOLEZ [22] identified key elements of low carbon mobility policy and traffic regulation. The
following steps are found to positively influence air quality, decrease the levels of noise, reduce
congestion and achieve the goals of a 'Sustainable Mobility Plan' (SUMP).
The implementation of any or all of these recommendations is at the determination of a local jurisdiction,
or to comply to European regulations. In order to claim compliance with this European Specification,
where implemented, shall be implemented consistently in conformance to the specifications herein.
The findings can be classified as presented in 6.2, 6.3, 6.4, 6.5, 6.6, and 6.7.
6.2 Policy
The consideration and the adoption of carefully thought out long term environmental goals is important.
Insufficient or wrong policy can lead to even worse conditions. Odd and even licence plate numbers days
supported buying of a second car in Athens, which worsened the situation. By comparison, the
“Amsterdam Climate Programme and Energy Strategy 2040” and tactical urbanism in Barcelona
(superblock) have produced improvements in air quality. The political commitment setting vision with
long term goals is a corner stone for air quality improvement, and, importantly, for public acceptance of
the adopted policies.
The ease of low carbon mobility tools implementation is strongly influenced by appropriate national
legislation. The setting of long term goals and deadlines, with step-by-step (year-by-year) milestones is
recommended. Policies, such as the introduction of parking zones, should be considered.
6.3 Infrastructure
The policy measures should be supported by suitable infrastructure. For example, zoning provides a
jurisdiction with clear view on where the supporting infrastructures should be situated – mainly at the
edge of the zones. The edge of the zone is a natural place for travel exchange therefore, parking facilities
(P+R, P+B and P+G), bike sharing stations, bike parking, public transport stops, logistics drop-off and
other supportive infrastructures, e.g. green corridors, are best placed there.
6.4 Technology
Reliable infrastructure should be based on multiple technologies. Single technology deployment is
commonly insufficient to fulfil the requirements of reliability.
EXAMPLE 1 Siena upgraded automatic number plate recognition enforcement with infrared readings as a back-
up technology which makes the solutions automatic and reliable.
EXAMPLE 2 Amsterdam has interconnected P+R ticket with PT ticket enforcing P+R use to distinguish the
purpose of travelling to the city centre from just parking.
Geofencing specified in CEN/TS 17380:2019 may be a means to manage controlled zones.
6.5 Alternative transport modes
The parking provisions and controls are best accepted and effective if complemented with provision of
alternative means of transport, enabling to exchange seamlessly and within one single fare. The
introduction of a traffic regulating scheme brings a great potential for development of alternative
transport modes.
EXAMPLE The Copenhagen wheel, i.e. a self-contained rear wheel electric bicycle system originally developed
at MIT’s Senseable City Lab in 2009 in partnership with the city of Copenhagen, and unveiled at the 2009 United
Nations Climate Change Conference, provides an example of how long-term low carbon strategy can have positive
impacts on local business and innovations in green economy.
6.6 Public acceptance
Public acceptance of regulating schemes is improved by communications strategies that provide
information about publicly declared long-term plans and related services. Technology can be used to
support smart parking, availability of alternative transport (access to and availability of quality public
transport, bike sharing schemes etc.), digital payment and related loyalty programmes. (Amsterdam’s
Mobility fund demonstrates that “equal” division of funding among all the transport modes gained the

Under preparation. Stage at the time of publication: FprCEN/TS 17380
support required for car traffic restrictions, and its P+R price motivation scheme is regarded as an innovative
benefit). Public acceptance relates strongly to data availability and continuous evaluation.
6.7 Evaluation
It is recommended that regulating schemes are supported by periodic evaluation of key performance
indicators. This could be derived from vehicle counting, people counting etc. or from measurement of air
quality. It is recommended that results of evaluation are presented to the public and may provide strong
arguments for low emission zone (LEZ) extensions.
EXAMPLE Vicenza region is evaluating the air quality in the long term view; and based on the results the region
has decided to extend the zone.
7 Means for air quality management
7.1 Two philosophies
There are two philosophies how to approach the regulation and relevant technologies for air quality
management:
— Access control and enforcement, i.e. active geofencing, may be applied as specified in CEN/TS
17380:2019 using C-ITS;
— Traffic burden monitoring may be applied as specified in this document, see 7.2.
7.2 Traffic burden monitoring as an enabler of air quality management
7.2.1 General context
Traffic burden monitoring is a conceptual and technological tool for delivering big data on traffic flows
and air quality within defined zones of a city. The general approach for the deployment is specified in the
following steps:
STEP 1: Air quality policy – vision and goals (part of SUMP and/or air quality action plan); see
7.2.2.
STEP 2: Design of potential parking zones; see 7.2.3.
STEP 3: Traffic burden monitoring architecture design and the concept deployment; see 7.2.4.
STEP 4: Big data analysis and opening of data; see 7.2.5.
STEP 5: Required organization and technical tools implementation (mobility fund, simulation
tools, hackathon, parking terminals with flexible pricing, etc.); see 7.2.6.
STEP 6: Required information tools implementation (variable message signs (VMS), web
cameras, and streets´ web pages with values, etc.); see 7.2.7.
STEP 7: Customized set of air quality measures specification (based on previous findings of a
particular city); see 7.2.8.
STEP 8: Campaign on air quality; see 7.2.9.
STEP 9: Evaluation (feedback on every component of traffic burden monitoring); see 7.2.10.
STEP 10: Investment plan (new tools and infrastructure deployment plan); see 7.2.11.
This specification briefly describes all these steps for context understanding purposes.
7.2.2 STEP 1: Low Carbon Mobility Policy – vision and goals
Smart cities are usually built on a long-term vision of city development that is often expressed in numbers
comparing the existing and the future values. For the transport and traffic domain it is suggested to
express the vision, for at least 25 years forward, by modal split percentage. The mobility vision does not
represent how people will travel in 25 years' time, but it serves for evaluation of actual investments and
as such it provides qualitative criteria. The mobility vision is an integral part of a SUMP.
7.2.3 STEP 2: Design of potential parking zones
Low carbon mobility vision is a part of the design phase of a SUMP. It provides long-term goals with a
target modal split of the traffic in the city. To achieve ambitious goals based mainly on the shift to low
carbon mobility, it is usually necessary to set up particular zones with specific rules for traffic and
3.
transport, i.e. controlled zones as defined in CEN/TS 17380:2019
Zoning usually starts, and usually has prime focus, on the city centre. The defined zone should contribute
to air quality objectives. The zone borders usually will have to be defined around the existing road
network. The borders are often tangential roads enabling to travel around the city centre or natural
borders, such as a river.
Each zone is defined by specific rules that meet the objectives of its SUMP. For example, a city may elect
to increase air quality by offering cycling infrastructures, free of charge public transport and strict
parking policy – high parking charges and strict residential parking policy; it may elect to levy a single
parking fee that applies to all the public spaces where people can park (and usually, off street parking is
preferred to on-street). Parking policy may choose to levy parking zones with a common single fee; see
Figure 1 for Amsterdam.
The borders of the defined zone are natural places where to build necessary infrastructures for travel
exchange as park and bike (P+B) and park and go (P+G) facilities, bike sharing stations, public transport
stops etc. The borders are also locations where to deploy relevant technologies to create geofencing
and/or triggering travellers' motivation and/or rewarding schemes. All these should form part of the city
investment plan (STEP 10).
To enable successful transformation of cities to “cities for people”, technology deployment is required in
order to monitor the traffic burden permanently and to evaluate investments, based on data. Zoning
provides the capability to implement an air quality strategy in consecutive (zone by zone) and sensible
steps.
Under preparation. Stage at the time of publication: FprCEN/TS 17380
Figure 1 — Parking zones in Amsterdam with clearly stated price per hour for visitors [28]
7.2.4 STEP 3: Traffic burden monitoring architecture design and the concept deployment
Detection technologies make it feasible for every street within a zone to be equipped to count vehicles,
their length, and speed. These data can be completed with data from AQMSs and as such create big data
for analysis, prediction and simulation purposes. Such a system is called a 'traffic burden monitoring
system'; i.e. a system applying traffic flow using technologies combined with AQMSs for wide area
monitoring of a zone regarding traffic burden and air quality levels at street level resolution, in the form
of big data. Clause 8 provides more details.
7.2.5 STEP 4: Big data analysis and opening of data
Traffic burden monitoring provides big data of traffic intensities per street in relation to air quality levels.
The big data and their opening (publishing as open data) enables to:
— define stable air quality conditions within a street for citizens' campaign (STEP 8),
— use of simulation and prediction tools for traffic management and control (STEP 5), Controlled zone
management, measures for air quality improvement (STEP 7) etc.
— enhance third parties' apps and services for citizens, related to traffic as well as air quality issues
— use the complementary data sources (e.g. mobile phone network data) to gain rich data for planning
as well as traffic control and parking policy/occupancy purposes.
7.2.6 STEP 5: Required organization a technical tools implementation
7.2.6.1 Overview
There are various tools to be introduced in connection to traffic burden monitoring. Among others:
— a mobility fund to raise the citizens' trust in restrictive parking policy and other air quality measures;
— simulation tools focused mainly for smog events and other scenarios with worsened air quality;
— hackathons to deliver ideas and prototypes of services provided based on open big data.
7.2.6.2 Mobility fund
A significant option for low carbon mobility policy is a 'Mobility Fund'. In this paradigm, a city fund
collects all the payments from restrictive traffic regulation tools – parking fees and fines (PUSH measures)
– and invests in the projects that correspond to the 'Mobility Vision' (Step 1, PULL measures) and can
provide the main funding source for low carbon mobility. Therefore, it enables the deployment of
corresponding infrastructure, as well as soft measures, especially at the borders of the zones. The fund
can also cover the operation cost of the monitoring and enforcement ITS systems, e.g. operation cost of
traffic burden monitoring.
The Amsterdam mobility fund has 23 % of the parking policy payments to be invested in supporting
projects. 49 % of the investments go to cycling and walking projects; see Figure 2.

Figure 2 — Amsterdam mobility fund
7.2.6.3 Simulation tools
The big data gained from traffic burden monitoring enable use of 'what-if' scenarios for traffic control
within the zone. The typical use cases are traffic management in the case of a closure of a street, air quality
improvement using various measures (real impact of the measures, STEP 7).
The simulation tools enable the city decision makers to support the most efficient measures and see the
outputs of restrictive traffic measures like a city toll or parking policy (e.g. flexible pricing). However, the
biggest potential is seen in machine learning and modelling as enabling data driven governance of a city.
7.2.6.4 Hackathons
One common role for the public sector is to provide data from the infrastructure to third parties' products
and services. However, simply the opening of data itself from a traffic burden monitoring system does
not provide the services. The service that uses the data needs to be developed. One way to stimulate such
service provision that has proven effective has been by holding several hackathons focused on the ideas
(use cases generation) and early services' prototypes. Hackathons can also serve to develop useful tools
for communication campaign (STEP 8).
7.2.6.5 Parking terminals
Because air quality can be used to influence the price for parking within the zone, there is usually a
requirement for flexible pricing. For software-based solutions like mobile apps, the flexible parking
implementation is quite an easy task; for infrastructure-based solutions (like parking terminals), it is
recommended, that the purchase strategy should be based on the requirements below.
The equipment with functionalities of parking payment terminal can vary from very sophisticated to very
simple machines. The functional characteristics are also differing and it is quite hard to compare single
equipment with another. The basic task of the EN 12414 is to define minimum technical requirements on
a product. With high variability among the products, the definition of common requirements is rather
confusing and would create non-acceptable limitations. For this reason, the functional categories of
parking terminals have been defined in various areas. These categories enable to define minimum
technical requirements for each category independently. The customer is then able to compare
comparable equipment and so the standard helps in selecting the optimum product.
Categorization has been made in the areas:
— Modes of operation
— Data sharing
— Operating autonomy
— Protection against theft or burglary
For the purpose of this specification, the 'Data sharing' categories are relevant. The minimum
requirements for parking terminals need to be set to enable flexible parking prices and this requirement
can be fulfilled by the following categories only if they provide operation parameters' that can be set
remotely from the centre:
Category B2 – All the data are stored locally. The transaction processing requires cooperation with the
central system. In the case of losing connection to the central system, the parking terminal is able to
change to offline mode. Collection of transaction and service data are made remotely. The operation
parameter settings are made remotely from the centre.
Category B3 – Parking terminal with the necessity to connect to the central system. Only the data of
actual transactions are stored locally for the purpose of a lost connection. The transaction processing
requires cooperation with the central system. In the case of losing connection to the central system, the
parking terminal is able to complete the actual transaction (if being in the state when it cannot be
cancelled). Collection of transaction and service data are made remotely. The operation parameters'
setting is made remotely from the centre.
7.2.7 STEP 6: Required Information tools implementation
7.2.7.1 Overview
The success of traffic burden monitoring deployment is strongly connected with relevant information
tools' implementations aiming on air quality to become a city public issue. Some of the tools are already
being used for several years or even decades, some are quite new. All the tools are made for the
communication campaign (STEP 8).
7.2.7.2 Variable message signs
The major access roads to the zone should normally be equipped with VMS providing the drivers with
stable everyday information on air quality in the zone. This is the first sign for people that the city cares
about the air quality and its purpose is to raise awareness and make drivers aware of potential
consequences, e.g. implementation of restrictive measures like higher price for parking during the smog
event etc. The VMS should comply with EN 12966.
7.2.7.3 Web cameras
Web cameras serve people to enable them to see at the first glance “the situation” at a particular place.
Traffic cameras are very popular among people for quick view on traffic congestion. This information tool
should be reconsidered and could provide the key values for end users – traffic intensities and air quality
values (see Figure 3).
Figure 3 — Illustration of a web cam service upgraded with the information on air quality and
relevant recommendation
7.2.7.4 Streets' web pages with values
In Smart Cities concept, the quality of life is measured in the particular places that people live. The street
web page is a concept of an information tool to provoke public discussion and enable citizens to compare
the quality of life in their street with that of others. Ideally, every street in the zone should provide the
citizens with street specific data on traffic intensities and air quality, and the data could be extended to
other information (see Figure 4). The web tool itself can be extended with other functionalities, e.g. a
possibility to propose improvements in the public space or make comments on that, e.g. the concept of
the Parisian “Dans ma rue” app.
Figure 4 — Illustration of a traffic burden monitoring output data presentation per street, every
street has its photo and values (source: Havnegata 10, Tromsø)
7.2.8 STEP 7: Customized set of air quality measures specification
The traffic burden monitoring data and the use of simulation tools help to work on set of air quality
measures. These can be operational, e.g. event-driven, as well as strategic, e.g. political decision on traffic
regulation and/or investments. This document specifies four categories of air quality measures of two
types (PUSH and PULL).
1) PUSH: emission production (low carbon, zero emission vehicles)
2) PUSH: traffic restriction (parking regulation, access restriction)
3) PULL: people motivation (value added services, alternative means of transport)
4) PULL: emission absorption (natural and technological tools)
For quality measures identified in this document, a data dictionary on air quality management will be
developed and provided in a future version of this document, see Annex A
7.2.9 STEP 8: Campaign on air quality
The traffic burden monitoring data and the use of simulation tools help also to work on proper campaign
on air quality. The data shows the differences between various streets in the zone, and as such enable to
focus on good as well bad air quality streets, with proposals for adequate measures to be taken by the
jurisdiction.
The jurisdiction works out possible feasibility studies on selected streets solutions for the campaign to
present/demonstrate the solutions and their technical and financial needs. Public discussion within the
campaign is raised thanks to the thorough data on the zone, but is also linked with the solutions proposed.
The campaign can then be driven more to find out and evaluate the feedback/engagement of particular
citizens in order to drive true live stories of local active citizens rather than artificial promotions.
Hackathons can help to provide additional supportive tools, e.g. to pose questions, provide comments or
propose other solutions to improve air quality in particular streets.
7.2.10 STEP 9: Evaluation
The evaluation step tackles the issues of:
— technological solution reliability as well as right placement of various supportive measurement
devices
— the communication campaign and its tools assessment and
— the impact of relevant data to public opinion.
A good result of traffic burden monitoring implementation can usually be achieved when there is a
significant amount of citizens' engagement, specifically expressed with proposals on air quality
improvements, in their streets and there is active participation in formulating specific projects/items in
the investment plan, see Step 10.
7.2.11 STEP 10: Investment plan
It is best
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