Dynamic Traffic Management (DVM) plays an important role in implementing the traffic policy outlined in the Second transport structure plan SVV-II and in the policy memo `Working together towards better accessibility'. Recent rapid developments reinforced the need, among various parties involved in regional transport policy, to develop a long-term vision of DVM's role within transport policy by means of a scenario approach. The questions asked in this context are: what long term developments can be expected, how can these developments contribute to improved accessibility, quality of life and safety, and how should implementation take place. In order to provide answers regarding the questions on future prospects for DVM in various regions in the Netherlands in 2020, a vision was developed in the study covered by this report, on the basis of a number of scenarios and in consultation with a number of the parties involved. The scenarios were developed on the basis of two scenarios: `Fort Europe' and `Wild Coast'. In both these scenarios, the emphasis lies on economic maximisation. In the case of Fort Europe however, we find a interventionist government (active), while in the Wild Coast scenario, the private market has the upper hand. The government's role in the latter scenario is a modest one (reactive), with many government responsibilities privatised. Strong growth in car traffic and a deterioration in accessibility can be expected in both scenarios in all regions when DVM developments are not considered. The emphasis in Fort Europe was on schemes, dedicated lanes for target groups, provision of administrative information and P&R facilities in metropolitan areas (transferiums). These sometimes took the form of `closed' systems, with decisions on who should use which transport facilities at which moment being decided at a central level. (by means of price-setting, access permits or `travel budgets'). In the Wild Coast scenario, infrastructure payment systems (`the user pays') are essential, combined with individual provision of information in the vehicle and at home. The effects analyses demonstrated that, in both scenarios, the DVM developments designed can make a substantial contribution to improving accessibility (both in local and long-distance travel) and traffic safety, especially if DVM measures are implemented in combination with supporting measures such as pricing measures and the development of alternatives (public transport). However, both the nature of the DVM developments and the manner in which they are deployed turned out to depend to a large extent on the scenario. It is therefore important for successful co-operation in the region to take place, to clearly harmonise the future expectations of the parties involved. This applies in particular to the wishes and expectations of the parties with regard to the roles (steering or following) that the various authorities (national, regional and local) may play in the future.
Abstract