Professional Documents
Culture Documents
ISBN: 978-0-478-07261-7
CONTENTS
FOREWORD 1 1.1 1.2 2 2.1 2.2 2.3 2.4 3 3.1 3.2 3.3 3.4 3.5 3.6 4 4.1 4.2 4.3 INTRODUCTION Intelligent Transport Systems Action Plan How can I comment on this document? STRATEGIC CONTEXT The governments economic growth and transport objectives Transport outcomes and the role of ITS Systems Ability for ITS to create high-value jobs and exports The central government participants EXAMPLES OF ITS SYSTEMS AND TECHNOLOGIES Active network management Information provided to the traveler Advanced driver assistance systems Fully autonomous vehicles Charging and payment technologies ITS and future network planning THE GOVERNMENTS STRATEGIC APPROACH Statement of government commitment The role of government The governments approach
4 4
5 6 6 7
8 9 9 10 11 12
13 13 14
PROPOSED GOVERNMENT ACTIONS FOR 2014-18 Leadership, strategic direction and collaboration Investment Regulatory review Data collection, sharing, security and privacy Standards Active network management Positioning system Geo-spatial mapping Charging and payment systems 15 16 17 18 20 23 24 25 26 27 28 29 30 31 32
5.10 Enabling compliance and targeted enforcement 5.11 Passenger and cargo facilitation and security 5.12 Developing technology skills and exports 5.13 Research and evaluation 5.14 Promoting New Zealand internationally as a test-bed for new technologies 5.15 Users interfaces and the challenge of new technologies 6 6.1 THE GOVERNMENTS STRATEGIC APPROACH Summary of proposed government actions
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Photo credits: The images on pages 8,9,11 are courtesy of NZ Transport Agency. Image on page 28 courtesy of NZ Customs Service. Figure 10, page 27 Source: Adapted from Customs Strategy for Compliance.
FOREWORD
As a trading nation, New Zealand is dependent on an effective, safe, and efcient transport system to get our goods and services to markets both here and overseas. Safe and efcient transport networks are also essential for people to travel, for work or social reasons, and for the many tourists who visit New Zealand each year. Intelligent transport systems which use sensors, computing and communication technologies are already part of the transport system and play a major part in making travel safer and more efcient. For example, the trafc control centres in Auckland, Wellington and Christchurch rely heavily on technology to gather information on trafc conditions, adjust trafc signals and provide real time information to travellers in order to operate the network efciently. In aviation, air trafc control systems keep our airspace safe, and in maritime intelligent transport systems are used to position ships and avoid accidents. Some of this technology is owned and managed by government agencies or local government. However other technologies are taken up by consumers because of the benets they bring. For example, many trucking companies use satellite navigation and supply chain management systems to track and manage freight shipments and vehicles. Increasingly, new cars are coming with advanced driver assistance systems such as lane departure warnings as standard. The government has a different role to play here one of setting standards and ensuring open technology markets. The development of new technologies is rapid, and we are likely to see many new and exciting transport applications in the future. Some may even be transformational. For example the cars of the future may be so well equipped that that they are almost impossible to crash. If so, it
could lead to big reductions in the road toll. The rise in ownership of smart phones also presents major opportunities in getting high quality information to travellers, provided we can keep smart phone use in vehicles safe. I believe we are well placed as a nation to capitalise on these opportunities. We have a history of being early adopters of technology. For example the use of refrigerated shipping underpinned the modern agricultural basis of our economy. The government is ready to play its part in ensuring we realise the benets offered by intelligent transport systems. In particular we need to provide a clear understanding of our strategic direction and priorities. We need to know what barriers exist to the introduction of these technologies to New Zealand, and how the government can help to remove them. This draft Action Plan sets out the governments proposed work programme on intelligent transport systems over the next four years. We are interested to hear your views, whether as a technology user, supplier, or as a transport operator.
INTRODUCTION
The submission period closes at 5pm on Friday 17 January 2014. Following the consultation period, the Action Plan will be reviewed and the nal version will be released by mid 2014.
Stored information
Maps Databases Historic information
STRATEGIC CONTEXT
The governments Better Public Services programme has adopted as one of its 10 key results areas a target that New Zealanders can complete their transactions with the government easily in a digital environment and has published an Information and Communication Technology Strategy and Action Plan to 2017. This identies the transport sector as a pilot for moving towards greater integration in electronic service design and delivery. Some ITS systems involve customers interacting electronically with government departments and agencies and proposals in this Action Plan are consistent with the governments wider goals for better public services. Recognising the role the transport system has in meeting these goals, the government has set out in Connecting New Zealand an overall objective and priorities for transport:
Effective
Moves people and freight where they need to go in a timely manner
Efficient
Delivers the right infrastructure and services to the right level at the best cost By offering new ways to manage demand for transport services, ITS can help us to use our existing infrastructure more efciently. This increased efciency can remove or delay the need for future transport investments.
Resilient
Meets future needs and endures shocks
ITS systems, such as those that manage trafc more efciently, can improve the reliability of the network, reduce journey times and cost, and keep users well informed.
ITS can provide real-time information about the state of transport systems. This allows network operators to manage the network and keep users informed when shocks such as natural disasters occur.
ITS technologies can have a major impact on the safety of transport by reducing crashes. They can also reduce emissions by reducing stop-start trafc conditions, improving the efciency of supply chains and by providing drivers with real-time information on their driving efciency.
ITSNZ is a membership organisation that promotes the use of ITS to improve the efciency, safety and security of the transport system. It is part of a global network of similar organisations
1
In the future
We envisage the continued development and integration of network management systems across all modes of transport. We are also likely to see increased levels of monitoring of network conditions using cheap new sensors and data from smart phones.
We may also see information increasingly being used by the vehicle itself to automate the decision making process for example speed limits automatically communicated to the vehicle, which then adapts the maximum speed accordingly.
In the future
We are likely to see smart phones and other portable devices increasingly used both to provide information to users and integrated into the vehicle control systems. One example is the provision by apps of information about how efciently a vehicle is being driven. However, the older vehicles in New Zealands vehicle eet generally lack the software and access ports commonly found in vehicles in other countries, potentially limiting the uptake of some technologies
Adaptive cruise control systems, which control the speed of a vehicle and allow it to automatically keep a safe distance from the vehicle in front, are becoming common in new mid-range vehicles.
In the future
We are likely to see the introduction of even more sophisticated systems such as cooperative adaptive cruise control. Under these systems, a vehicle will be able to communicate electronically with following vehicles and will inform them almost instantaneously if it brakes suddenly. Collectively such systems will bring major safety benets, as they may make the vehicles of the future very hard to crash. They could also bring efciency and fuel-saving benets, as they smooth trafc ows and potentially allow vehicles to travel in tight platoons or road trains, with reduced separation distances. Such platoons could allow more efcient use of road capacity and reduce fuel use due to the drafting effect (in a similar way to road cyclists in a peloton). Prototypes of these technologies are already being trialled globally, although it is not clear how many of New Zealands roads would be suitable for long trains.
In the future
It is the use of fully autonomous or driverless vehicles that may have the greatest potential, in the long term, to revolutionise the concept of transport. Such vehicles could have profound implications for road safety and could provide new opportunities for people to travel who currently are not able to (for example because of age or disability). Demographic changes in the future, with an increasing number of elderly people, will make this particularly important. They could also further increase the efciency of the road network and reduce emissions by being programmed to drive in a highly efcient way.
10
Tolls can be paid electronically on the Northern Gateway Toll Road by opening an account and being charged automatically based on automatic number plate recognition technology. The amount paid is less than using paper based payments, due to the reduced administration charge. In New Zealand we have enabled heavy vehicles to pay road user charges using an electronic (eRUC) system. Road user charges are calculated using electronic distance recorders instead of mechanical hubodometers and licences are displayed electronically replacing paper labels. E-RUC provides efciencies for road users through avoiding the need to manually calculate off-road travel and reduces time spent purchasing RUC.
In the future
We are likely to see the development internationally of more sophisticated, accurate and efcient electronic charging and payment systems, including those that calculate charges for using infrastructure based on the distance travelled and the location and time of travel. We are also likely to see smart phones integrated into payments systems to a much greater extent.
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Finally, ITS systems are starting to be used to automatically monitor specic assets such as bridges in real time, informing the asset manager when maintenance may be required. This can streamline asset management operations, reducing the need for inspections and ensuring essential maintenance is done at the right time.
In the future
We are likely to see cheap sensors and information from mobile phones providing much more information than has been available in the past. Although managing this data presents its own challenges, the benets in ensuring that future networks are planned effectively and efciently are likely to be very signicant.
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Section 2 sets out the transport outcomes the government wishes to see and the major benets that ITS systems can bring in delivering those outcomes. The government recognises the major potential for ITS technology to contribute to the achievement of its desired transport outcomes, and has already made signicant investments in ITS in all modes. The government will encourage and support the further development and deployment of ITS to ensure these benets are realised for New Zealanders as quickly as possible, where they support transport outcomes and provided it is cost-effective to do so.
Providing a supportive regulatory environment. For example: > Removing unnecessary regulatory barriers to ITS deployment > Ensuring open markets in some cases by regulating on issues such as standardisation > Speeding up deployment for example by mandating certain ITS features where there is a clear public benet Funding and procuring infrastructure or services. For example: > ITS solutions such as air navigation or trafc management infrastructure > Building blocks necessary for ITS solutions, but with wider applications such as good GNSS coverage and 3D digital mapping > Facilitating or piloting technologies should the private sector be unwilling to introduce a new technology that has a clear public benet Using the information and opportunities provided by ITS systems. For example, in planning and operating the transport networks for which government or other agencies are responsible. Inuencing. The government is often best placed to inuence others within and outside New Zealand for example, the developers of international standards that have a major impact on New Zealand. Informing and validating. The government has a role informing users about developments in the ITS eld.
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5. Government regulation in the area of ITS will focus on removing unwarranted barriers to ITS deployment, ensuring open markets and accelerating the uptake of ITS technologies where there is a clear public benet. 6. Where the government is itself an investor, we will do so on the basis of achieving value for money over the long term. Investments will be focused on achieving the governments transport objectives. Decisions on whether to procure systems and hardware or services will also be driven by value for money considerations.
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The following actions relate in some cases to specic ITS systems and applications; in some cases to the building blocks of ITS systems, some of which have applications outside ITS; and in some cases to more general issues facing the ITS sector. The actions highlighted in blue are those we consider to be strategically important.
There is a strong appetite for the government to work closely with the suppliers and users of technology in developing an overall strategic direction for ITS in NewZealand and to clarify priorities for government regulation and investment. A number of branches of government are involved in different aspects of ITS as regulators, funders and users of ITS systems and information. Stakeholders have also requested that the government is more joined up in this work. The government is willing to step up to this leadership challenge and has been working closely with the sector in the development of this Action Plan. However, collaboration with stakeholders remains somewhat sporadic and we need to do more if we are to realise the full, long-term benets of ITS technologies.
Target date
2014, then ongoing
2014
15
5.2 Investment
Central government owns and operates the state highway network, the rail network and the air trafc control system, through various government agencies and State-owned enterprises. The government has signicant interests in other key transport assets. This includes a majority shareholding in Air New Zealand, joint venture ownership of six airports and shareholdings in four corporatised airports. Through the National Land Transport Programme, the government also co-funds the development and operation of local roads and public transport systems, working with the relevant local authorities. Through the operation of these assets, central and local government already make extensive use of ITS technologies to monitor the performance of the network and network assets and improve the efciency and effectiveness of their operation. Information gathered from ITS is also used in the ongoing process of predicting future demand and planning the development of the network.
The government, through its agencies, makes strategic decisions in relation to its investment in ITS. These include: the overall level of government funding for ITS the specic outcomes that ITS solutions will need to deliver whether the government will procure physical infrastructure, or ITS services from a third party provider the setting of standards for ITS how infrastructure investment decisions, specications and standards are coordinated across different government and non-government players to achieve the maximum overall benet For the private sector, having a clear understanding of the governments future investment priorities is essential so that it can plan accordingly, where necessary researching and developing new products.
Target date
2014
2014
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It is therefore important that the government is exible and able to respond quickly to ensure ITS technologies that offer signicant benets are able to be put in place as soon as possible. The transport rules development process is being revised to speed up rule-making, which will support this objective. The Ministry of Transport and the NZ Transport Agency are also developing a vehicle standards map, as part of the Safer Journeys Action Plan for 2013-15. The map will identify existing safety technologies, such as electronic stability control and eCall, and when they might be mandated in New Zealand. Civil Aviation Rules will be amended to enable the technology changes required to implement the National Airspace and Air Navigation Plan. The introduction of remotely controlled aerial vehicles used for survey and other non-military purposes will require new rules to clarify how they can be safely operated in New Zealands airspace.
Target date
2015 2014
2014
2014
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In June 2013 the government released the Government ICT Strategy and Action Plan to 2017. This is a plan to better integrate the governments electronic services and information handling through sharing resources and capability between departments. The result will be a strong emphasis on online services and single access points for individuals and for businesses. The transport agencies are part of a pilot for the newoperatingmodel and approach.
Security
The collection and storage of data carries with it a responsibility to ensure data is secure. Data security involves protecting data from inappropriate access, but also maintaining the integrity of data and the robustness and resilience of the systems that process it. As transport becomes increasingly dependent on data processing it becomes vulnerable to accidents and even malicious attacks. Valuable data, whether personal or commercial, needs strong security policies and techniques to protect it. Data security is also a priority of the governments information and communications technology strategy. In particular, privacy protection will be designed into systems that contain personal information, rather than relying on restricting access to the systems. The NZ Transport Agency and Maritime New Zealand are co-operating to establish a security centre of expertise. This will be built on the NZ Transport Agencys existing expertise with information and communications technology security and it is intended that it will also be a resource for other agencies.
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However, taking account of privacy should not be seen as an obstacle to the benets of ITS; it is essential to realising these benets. The greatest value will be achieved if privacy is considered at the outset of ITS design. In New Zealand, the legal principles governing the collection and use of personal information are contained in the Privacy Act 1993. These principles require that personal information be collected only for clearly specied purposes and that people are made aware of the collection and its purpose. Most importantly, personal information must not be used for purposes other than for which it was collected and must be available to its subjects on request. The Ofce of the Privacy Commissioner has helpful guidelines available for people or organisations that deal with personal information.
Target date
2014
2014 2014
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5.5 Standards
For ITS to work effectively it will be important that NewZealand adopts standards that ensure that widest range of technologies can be used in NewZealand. In some cases, these standards may need to be set in law. In other cases uptake will be voluntary. Some standards are developed in NewZealand. For example, in the area of integrated ticketing and the use of smart cards, the NZ Transport Agency has successfully developed a national standard which is being used for all new smart card systems on public transport, and will eventually apply to all such systems. In general, however, NewZealand looks to international bodies like the International Organisation for Standardisation (ISO) to set the standards. The Ministry of Transport has already successfully worked with Standards NewZealand and ITS NewZealand so that ITS New Zealand can become part of what is formally known as ISO TC 204 Intelligent Transport Systems2. This Technical Committee is setting standards for many aspects of ITS. The ability to access these standards quickly and costeffectively through a neutral organisation such as ITS NewZealand and also to have the option to be part of the process of developing the standards will be of great importance for many NewZealand organisations. New Zealand is also working with other international organisations such as the International Civil Aviation Organisation (ICAO) and the International Maritime Organisation (IMO) respectively for aviation and maritime related standards. An example of a standard that is likely to be set in law is the communication frequency used in what is known as Cooperative Intelligent Transport Systems (or C-ITS). C-ITS is a rapidly developing part of ITS built around technology that enables vehicles and infrastructure to communicate directly with each other. Although similar in concept to existing internet wireless connections, the new C-ITS technology will be much faster and more secure.
GHZ
Communication between C-ITS vehicles and infrastructure will depend on access to internationally harmonised radio spectrum. Currently the US, the European Union and Japan are standards setters in this area. Unfortunately, each of these jurisdictions is proposing to use a different part of the radio spectrum. Ideally, all vehicles in a eet should operate to the same standard, so New Zealand will need to select one of these frequency ranges. The adjacent diagram shows the proposed spectrum allocation for C-ITS vehicles in the US, the EU, and Japan. Australia has proposed adopting the 5.9GHz range allocated in the EU. Most new vehicles offered in NewZealand are built to Australian or European standards, so there is good reason for us to adopt the same C-ITS frequency range as Australia. The Ministry of Business, Innovation and Employment (MBIE) is responsible for providing policy advice to government on the allocation of New Zealands radio spectrum.
http://www.iso.org/iso/iso_technical_committee?commid=54706
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Aircraft communicate position speed and altitude data with each other
MBIE has not formally reserved the 5.9 GHz frequency for ITS use, but it is available and MBIE is monitoring demand for its use. There is also a need to protect spectrum used by the aviation sector for new technologies like automatic dependent surveillance-broadcast (ADS-B) and satellite or ground based augmentation navigation systems so that other systems, such as mobile phones, do not encroach on them. For the past decade roughly half the vehicles entering our eet have been built to European standards and half to Japanese standards (with a few percent from the United States as well). A cooperative ITS system cannot sustain different standards, so we will have to choose which standards to support. Diverging standards could lead to vehicles entering New Zealand with equipment that will not work because it relies on other technology that is not present.
Or, if vehicles contain technology that we do not permit, it would have to be decommissioned, effectively rendering the vehicles unintelligent and little better than our current vehicles. Incompatibility between standards for ITS, especially for C-ITS, may therefore have much greater implications for NewZealand than most other countries where most vehicles are built to only one standard. Ideally, if there is to be a divergence in standards for C-ITS, devices should be sufciently smart to know where they are and adapt to local conditions, much as most cell phones now work in many countries without the owner needing to make any changes themselves. There will be a role for the New Zealand government to work through international forums to promote compatibility between technologies from different jurisdictions.
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In addition to setting standards for C-ITS, there are many other technical standards for all aspects of ITS where government guidance or regulation may be required. One of the clear messages from preliminary consultation was the desire for government to set standards, and as early as possible, that ensure industry can plan for ITS implementation.
The issue for those setting the standards will be to ensure maximum interoperability of technology, but also that the standards are technically relevant to NewZealands particular conditions.
Target date
2014, or when international agreement is reached 2014, then ongoing 2014, then ongoing 2014, then ongoing
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For airlines the collaborative ow management tools introduced by Airways NZ are already reducing delays in the air and cutting fuel costs and emissions. The new National Airspace and Air Navigation Plan will present a comprehensive modernisation pathway for the next 10 years that conforms to global standards set through the International Civil Aviation Organisation. The central control centre operated by Airways NZ is likely to have an increasingly comprehensive picture of air trafc throughout NewZealand. The use of technology such as multilateration is already being introduced in the southern South Island. Of particular note is likely to be a move away from relying on ground-based radar and navigation systems to systems such that use satellite navigation (GNSS) and automatic dependent surveillancebroadcast systems (ADS-B) tted to aircraft.
Target date
Ongoing
23
Real-time positioning services have been implemented that provide augmentation of space or terrestrially transmitted corrections. These services are currently provided to assist aircraft landing on the approaches into Queenstown airport (known as Performance Based Navigation, PBN). Commercial services providing centimetre-level positioning for terrestrial users are available in some major urban centres of New Zealand. GNSS signals are weak in relation to other radio transmissions and satellites are not always visible, thereby limiting their utility in some ITS applications. The following are particular concerns: without augmentation GNSS signals are not accurate enough for some ITS applications, such as guiding and landing aircraft restricted sky visibility near tall buildings or in areas with mountainous topography can limit the number of satellites that can be observed from a given constellation GNSS signals can be subject to unintentional or malicious jamming/spoong that affects the ability to determine a reliable position such interference may not be immediately determinable to the user
Target date
2015 Ongoing
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Currently geospatial data is managed and maintained by many different government agencies and commercial providers. Land Information NZ is working with other agencies to increase the productive use of location based information. Improved coordination and access to this geospatial information will lead to efciency gains across government and growth in the economy. Currently the road network datasets held by government and commercial service providers, capture different levels of information with various degrees of accuracy. For example some have details of legal roads, whereas others include information such as legal speed limits or the centerline of the road. All datasets should be consistent and need to be kept updated as new roads and other features are built or amended, or as natural conditions change. This is a considerable expense and often involves duplicating effort. The government will focus its actions over the next two years on developing a business case for a coordinated approach to collecting, purchasing and maintaining road network data, which will lead to savings and efciencies. This will need to consider what information is required, to what level of accuracy, who is best placed to provide this information, on what basis this information should be made available to other parties and how the maps will be kept updated. The government has committed $300,000 seed funding to develop this business case.
Target date
2015
25
The government made a commitment in the National Infrastructure Plan 2011 to increase understanding of, and encourage debate on, the use of demand management and pricing in infrastructure sectors such as transport. A key part of doing so will be to consider the capability, reliability, and costs and benets of technology that might be used and to look for examples of it being used internationally. We also intend to explore the merits of an experimental, voluntary scheme that would allow differential RUC charges to be applied on certain key routes in congested areas. In concept, heavy goods vehicle operators that use the eRUC system could be offered the opportunity to pay lower road user charges, or receive a rebate, for using such routes during off-peak periods, but conversely could pay additional charges at peak times. Such a scheme would have legal and funding implications that need to be explored.
Target date
2016
2016
2016
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Intelligent speed assistance or adaptation (ISA) can assist drivers in achieving compliance with speed laws. This can be done through an advisory system, where the driver is warned they are approaching or exceeding the speed limit, or through a system which actually intervenes to over-ride the drivers inputs and automatically reduce the vehicles speed. For the small group of people who decide not to comply, ITS systems can support better targeted and more costeffective enforcement. Better targeted enforcement can also help to reduce the time and cost burden incurred by those who are compliant. For example, automated high-speed weigh-in-motion would assist Police in targeting vehicles known to be over their maximum legal weight, avoiding the need to randomly stop all heavy vehicles and consequently reducing the costs involved for those who are compliant. The Safer Journeys Action Plan for 201315 contains a commitment to enhance automated speed enforcement. International trials of ITS technologies used for enforcement purposes have however raised concerns about privacy and sharing of information. These concerns must be adequately addressed to ensure we do not miss out on benecial technologies. Section 5.4 outlines some of the issues and legislative principles relating to the use of personal data.
High
People who decide not to comply People who dont want to comply People who try to, but dont always succeed in doing the right thing People who are willing to do the right thing
v Le el
Deter by detection
of co mp lia
Assist to comply
nc ec os ts
Compliance Strategy
Low
Smart cards and e-tolling already provide simple and fast methods to pay for use of public transport (irrespective of mode) and toll roads respectively. Electronic logbooks have been enabled as an alternative to paper-based systems and provide a simpler, more efcient means for commercial drivers to log work details. This assists the operator in complying with record keeping requirements, but also provides a useful tool to help manage staff work and rest hours.
Target date
2015
2015 2015
27
Staff are being freed up to work on a more risk-focussed, intelligence-driven basis and the goal is to process three million passengers annually through SmartGate by mid 2015. The Ministry for Primary Industries is trialling the transTasman transfer of X-ray images of passenger baggage taken in Australia for aviation security purposes to enable biosecurity checks to be made prior to a ight arriving in New Zealand. The Aviation Security Service continues to monitor new technology developments with a view to upgrading its baggage and passenger screening technology.
Target date
Ongoing 2014, then ongoing 2014
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Simulators will play an increasing role in training operators to use new technology. Simulators are already in use, not only for ight training but also air trafc control and ship operations and will need to be kept up to date with ITS changes. While in many cases New Zealand will be an ITS technology taker from the rest of the world, there are market niches where New Zealand rms are developing products and services. For example, New Zealandbased rms are active in developing an air trafc control simulator, an air trafc control charging system, weather presentation for television stations, GPS navigation systems and the satellite tracking of aircraft. Government agencies such as Callaghan Innovation, which has an interest in sensor technology and unmanned aerial vehicles, and NewZealand Trade and Enterprise, which has identied aviation as a priority industry sector, are available to help rms working in ITS to develop their products and export them.
Target date
2015
Ongoing
29
The government can also facilitate proof of concept demonstration trials of ITS technologies to ensure that the technologies can operate in New Zealand conditions, and publicise them to potential users. For example, the Ministry of Transport is currently conducting a trial of cooperative ITS technologies to investigate whether providing accurate real-time information about trafc conditions to participating commercial transport operators improves the productivity of freight movements. Findings will be presented at the Asia Pacic ITS Forum in Auckland in April 2014. Where there is a clear benet to New Zealand, the government may also facilitate or fund research and development of ITS technologies with universities, other research centres, or industry groups.
Target date
2014, then ongoing Ongoing
30
There are currently no specic laws to enable the testing of vehicles equipped with experimental ITS technologies, and in most cases there are unlikely to be any laws that would prevent it. However, the NZ Transport Agency has sufcient general powers to place conditions on the testing of such vehicles to ensure public safety if necessary. It is, for example, currently legal in New Zealand for testing of driverless vehicles to take place on public roads, provided the vehicle meets relevant standards and a competent person is in the vehicle who can take control if required. Testing of this kind poses no specic legal issues and could potentially commence immediately without further government intervention. Nevertheless, there will be benets in reviewing and clarifying the regulations around the testing of such vehicles where no drivers are present.
Proposed government actions to promote New Zealand internationally as a test-bed for new technologies
The government will use all available channels, including our relationships with vehicle manufacturers and technology developers, and our presence at ITS World Congresses, APEC3 and other international fora, to promote New Zealand as a receptive test-bed for new technologies. The Ministry of Transport, in conjunction with the NZ Transport Agency, will review transport legislation to clarify the legality of driverless cars in NewZealand. This will specically consider the issues of liability. The government will review legislation to determine what, if any, changes would need to made to allow the safe testing of other new ITS technologies in New Zealand.
3
Target date
July 2014
31
It is unclear how much of a risk this is, but the fast growing eld of research into what is known as the humanmachine interface (HMI) could reveal ways to reduce it. One approach, which is used for electronic stability control (ESC) on cars, is for the electronic assistance to be slightly less effective than is actually possible, to ensure the driver is aware that they are exceeding the limits of the vehicle. Development of the human-machine interface will create opportunities to better match the means of accessing technology to the needs of individual users. For example, in-vehicle displays may soon be completely congurable, to display information in the way the operator prefers. Increased exibility will especially benet the elderly or disabled, who might be excluded by one-size-ts-all interfaces. Another concern with in-vehicle ITS is that all this extra information will be distracting for vehicle operators and create a safety risk. This may be a particular problem with systems that have not been developed as part of a package with the vehicle, such as aftermarket equipment or smart phone applications, which typically have small displays. It will not always be possible to anticipate these sorts of problems, and New Zealand will not have to resolve them on its own. Rather, we can expect to follow the lead of other countries which will be addressing the same issues. The governments role will be to continue to maintain a watching brief and adapt others legislation to our unique circumstances.
Target date
2015
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Target date
2014, then ongoing
2014
Target date
2014
2014
Target date
2015 2014
2014
2014
33
Target date
2014
2014 2014
Target date
2014 2014, then ongoing 2014, then ongoing 2014, then ongoing
Target date
Ongoing
Target date
2015 Ongoing
Target date
2015
34
Target date
2016
The Ministry of Transport, in conjunction with the NZ Transport Agency, will coordinate 2016 research on how technology is being used internationally to support charging systems for road use and project the likely development of these technologies in the future. The research will include an evaluation of the reliability, security, costs and benets of such systems. The NZ Transport Agency will work with Greater Wellington Regional Council and other regions on the introduction of a national smart card-based integrated fares and ticketing scheme. 2016
Target date
2015
2015 2015
Target date
Ongoing 2014, then ongoing 2014
35
Target date
2015
Ongoing
Target date
2014, then ongoing Ongoing
Proposed government actions to promote New Zealand internationally as a test-bed for new technologies
The government will use all available channels, including our relationships with vehicle manufacturers and technology developers, and our presence at ITS World Congresses, APEC4 and other international fora, to promote New Zealand as a receptive test-bed for new technologies. The Ministry of Transport, in conjunction with the NZ Transport Agency, will review transport legislation to clarify the legality of driverless cars in NewZealand. This will specically consider the issues of liability. The government will review legislation to determine what, if any, changes would need to made to allow the safe testing of other new ITS technologies in New Zealand.
Target date
2014, then ongoing
July 2014
Target date
2015
36
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