CHAPTER-1

1. INTRODUCTION

In 1986, an informal group of academics, federal and state transportation

officials, and representatives of the private sector began to meet to discuss the future of the
surface transportation system in the United States. These meetings were motivated by several
key factors. First, the group was looking ahead to 1991 when a new federal transportation bill
was scheduled to be enacted. It was envisioned that this 1991 transportation bill would be the
first one in the post-Interstate era. The Interstate System, a $130 billion program, had been
the centerpiece of the highway program in the United States since the mid-1950s. By 1991
this project would be largely complete. A new vision for the transportation system in the
United States needed to be developed. While the Interstate had had a major and largely
positive impact in providing unprecedented mobility at a national level, transportation
problems remained. From the perspective of 1986, highway traffic delays were substantial
and growing. Rush-hour conditions in many metropolitan areas often extended throughout
the day. Further, safety problems abounded, particularly highway safety.

Intelligent Transportation System is an international program aimed at using

advanced technology for improving the efficiency, safety, and environmental impact of land
transportation. It incorporates a wide variety of advanced technology systems and products.

The concept of Intelligent Transportation Systems was first introduced as a

concept of automating traffic flows. Intelligent Transportation Systemic the incorporation of
information technologies and advances in electronics into all parts of the transportation
network. Simply speaking, it is the application of technology to transportation systems. Thus
Intelligent Transportation Systems involve the integration of technology in areas such as
communications, information systems sensors, and operation research methods with
conventional transportation infrastructure to address many transportation issues that confront
the conventional system at this time.

As more electronics are incorporated into the automobiles at higher rates, a

new automotive market is developing - The Intelligent Vehicles market. These systems,
applied to automobiles, will affect the vehicle in three basic functional areas - Basic vehicle,

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Safety and security and Telematics. Intelligent Vehicles systems will help lessen traffic
congestion, improve safety, driver comfort and convenience, and foster a cleaner
environment.

Thus, Intelligent Transportation Systems improve safety, mobility, efficiency,

productivity, and environmental quality for humanity. These goals are accomplished on the
vehicle side through the application of electronics and communication technologies to
advanced mechanical, electrical, and hydraulic systems. Thus, in cars, Intelligent
Transportation Systems help drivers navigate, avoid traffic holdups and avoid collisions. On
trains and buses, they let managers optimize fleet operation and offer passengers automatic
ticketing and real-time running information. On the road network, Intelligent Transportation
Systems co-ordinate traffic signals, detect and manage incidents and display information,
guidance and instructions to drivers. Thus, The Intelligent Transportation System (ITS) is a
new transportation system which is comprised of an advanced information and
telecommunications network for users, roads and vehicles.

1.ITS LOGICAL ARCHITECTURE

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1.1 HISTORY OF ITS :
Intelligent Transportation System technology can be defined as
the application ofinformation technology to surface transportation in order to achieve
enhanced safetyand mobility while reducing the environmental impact of transportation.

ITS aims to facilitate a national multi-modal surface transportation system

thatfeatures a connected transportation environment around vehicles of all types,
theinfrastructure, and carry-in passenger devices to serve the public good by
leveragingtechnology to maximize safety, mobility, and environmental performance.

Its covers all modes of transport and considers all elements of the
transportationsystem- the vehicle, the infrastructure, and the driver or user, interacting
togetherdynamically. The overall function of ITS is to improve decision making, often in
real-time, by transport network controllers and other users, thereby improving the
operationof the entire transport system. The definition encompasses a broad array of
techniquesand approaches that may be achieved through stand alone technological
applications orenhancements to ether transportation strategies.

ITS offers scope for integration, and some argue that it is only through
integrationof its components that ITS will achieve its full impact. ITS includes array
ofinformation! data depending upon the requirement of the implementation theme,
andsimultaneously integrating these components together to get a good “Info
structure”environment for the traffic planning, control and management and boosting the
systemeffectiveness.

ITS relies on wide range of technologies and functions such as

Communications(Microwave, internet, Bluetooth), Geographical Locations, Geographical
InformationIntelligent Transportation System

System, Data acquisition and exchange, Camera system and Artificial vision,
Detection and classification, In-vehicle systems and Digital Mapping.

In this paper we will discuss the potential of these transportation technologies for
sustainability of environment and various application fields.

The origin of the formal ITS program dates back to the nineteen sixties with the
development of the Electronic Route Guidance System, or ERGS in the United States, to

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provide drivers with route guidance information based on real-time traffic analysis. The
system used special hardware located at various intersections across the road network, on-
board 2-way devices in vehicles that would form the hub of communication between the
driver and the ERGS system, and a central computer system that processed the information
received from the remote systems. During the early seventies, the ERGS program led to a
more sophisticated, automated system comprising interactive visual digital maps called the
Automatic Route Control System or ARCS. The Urban Traffic Control System was
developed concomitantly, connecting various traffic signals and computer generated
predetermined signal timings for better traffic organization.

The same era saw the development of the Japanese Comprehensive Automobile
Traffic Control System (CACS) program, presumably one of the earliest public-private
partnership effort in the world to test an interactive route guidance system with an in-vehicle
display unit. The Autofahrerleit and Information System (ALI) in Germany was a dynamic
route guidance system based on real traffic conditions, employed in the seventies. This was
followed by AMTICS and RACS projects that heralded the era of high-tech traffic
management in Japan

Meanwhile, the United States strove to formulate the Federal Transportation Bill,
the successor to the Post Interstate Bill of the fifties, to solve issues of growing traffic
congestion, travel related accidents, fuel wastage and pollution. In 1986, the Intelligent
Vehicle Highway System (IVHS) was formulated that led to a spate of developments in the
area of ITS. The General Motors-funded Highway Users Federation for Safety and Mobility
Annual Meeting (HUFSAM) was held in Washington DC in November, 1986 to partner with
the US DOT in sponsoring a National Leadership Conference on “Intelligent Vehicle
Highway System (IVHS)”. A Federal Advisory Committee for IVHS was incorporated to
assist the US-Department of Transportation and was aimed to promote orderly and
expeditious movement of people and goods, develop an efficient mass transit system that
interacts smoothly with improved highway operations and an active IVHS industry catering
to both domestic and international needs. This laid the foundation for the formal Intelligent
Transportation Society of America (ITS America) in 1991 as a non-profit organization to
foster the use of advanced technologies in surface transportation systems.

In Europe, the Program for a European Traffic System with Higher Efficiency and
Unprecedented Safety (Prometheus) was designed by auto manufacturers and this was

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 followed by Dedicated Road Infrastructure for Vehicle Safety in Europe (DRIVE) project,
set up by the European Community. A brief overview of the ITS developments towards the
end of last century, in three key geographic areas of the world is shown in FIGURE 1.

Fig 1.1 ITS developments in various countries.

Interest in ITS begins as computer systems start becoming cheaper and smaller. In the
late 1960s and early 1970s Comprehensive Automobile Traffic Control System (CACS) was
introduced in Japan and the Electronic Route Guidance System (ERGS) in the United States,
and in Germany. These technologies attempted to integrate complex route guidance systems
and in vehicle displays. However, technical snags and high costs prevented any of these
systems from being accepted on a practical scale.

Starting in the mid-1980s, ITS got a major boost when communication technologies
became much cheaper and reliable and computation capabilities expanded enormously. The
motor vehicle industry detected an opportunity to add value to their products and government
agencies possibilities of solving problems of congestion and safety. Large projects were

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launched with government-industry partnership. The European Union started Dedicated Road
Infrastructure for Vehicle Safety in Europe (DRIVE), the auto manufacturers-sponsored
Program for a European Traffic System with Higher Efficiency and Unprecedented Safety
(PROMETHEUS), the Japanese worked on the Road/Automobile Communication System
(RACS) project, and in the U.S. the Intelligent Vehicle-Highway Systems (IVHS) project
was funded. Funding for Advanced driver assistance systems (ADAS) increased during this
period and aimed at providing information systems keeping the driver in full control over the
vehicle and receiving supporting information from the system to an eventuality when a
vehicle could be operated under fully automated control on a dedicated lane on a highway.

While there has been considerable progress on all these fronts, advances have not
come as fast as forecasted. We are yet to see much improvement in overall safety or
congestion. Successful deployment of ITS include

Route guidance systems that have become available commercially and in wide
use.Computer systems in cars that control emissions, guide restraint system(including air
bags) deployment, and electronic stability control systems that prevent vehicles from rolling
over.Toll collection and traveler information systems on highways.Road pricing and
electronic vehicle monitoring systems in cities.Transit management with vehicle tracking and
passenger information systems.

World population increasing at a greater pace alit crossed the digit of

7billion;simultaneously the world economy is also growing. People are used to the greater
mobility and hence when it comes to mobility Transportation especially road transportation is
the one which is easily accessible to everyone. There is no doubt in higher the people using
the transportation system more will be the transportation conflicts (accidents), and hence
there comes the demand of proper systematic demand for transportation system which is
capable of handling large mass of people on wheels safely and it is made sure that it is
environment friendly as well. Worldwide various societies and associations have been setup
for the development of intelligent transportation system, first was setup in 1991 by US
Department of Transportation: along with this several prototypes have been proposed in
context for the same, only few implemented. Vehicle to vehicle communication, vehicle to
infrastructure

An important metric for economic growth of anycountry is its burgeoning vehicle

ownership.However, the indirect effect of vehicle ownership isacute traffic congestion. India

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has, in the pastdecade, seen an astronomical increase in vehicleownership and associated
road blocks and trafficsnarls in its metropolitan cities. The variety ofvehicles in India – two,
three and four wheelers, inaddition to a large pedestrian population,complicates the situation
[Figure 1].

Fig 1.2 : Complicates the situation

The principal reason for traffic congestion in India is that the road space and infrastructure
have not improved on par with the traffic. The seriousness of the problem is reflected in the
report of World Bank that estimates the economic losses incurred on account of congestion
and poor roads alone run as high as $6 billion a year in India . The direct solution for this
problem by improvements in Intelligent Transportation Systems (ITS) is a tested route to
mitigate traffic congestion problems. ITS can be

The invention of the internal combustion engine in the nineteenth century changed the way
people travel forever. For the first time in human history it became possible for human beings
to achieve travel speeds an order of magnitude greater than they had ever experienced before.
Even better, they did not have to use their own energy in any significant manner to do so.
This quality of the motor car has almost everyone addicted to its use if they can afford to buy
and use one. From just a handful of vehicles a century ago, now there are more than 500
million cars, buses and trucks on the roads around the world, and the number continues to
increase. Road transport makes it easierfor us to have access to jobs, schooling, markets, and

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leisure time activities and helps economic growth. However, now there are serious concerns
about the detrimental impact of transport on human health and the environment. The negative
externalities include: accidents, air pollution, congestion, climate change, noise, and spoiling
of the landscape and urban environment. More recently, concerns about global warming
focused our attention on transport as it accounts for about a fifth of all greenhouse gas
emissions, mainly carbon dioxide from fuel burnt on the roads by vehicles.

Of all these, three main concerns dominate the thinking of the designers of vehicles and
transport systems – reductions in crash injuries, emissions and congestion on roads. Over the
past decade advances in computer systems and communication technology have given us a
hope that we can accelerate the process to ameliorate the negative externalities of motor
vehicle transport. Intelligent Transportation Systems (ITS) encompass a very wide range of
technologies to deal with issues mentioned above. It is expected that when integrated into the
transportation system's infrastructure, and in vehicles themselves, these technologies will
help relieve congestion, reduce pollution and increase safety.

Intelligent Transportation Systems (ITS) is a tested route to mitigate traffic congestion

problems. ITS can be broadly defined as the use of technology for improving transportation
systems. The major objective of ITS is to evaluate, develop, analyse and integrate new
technologies and concepts to achieve traffic efficiency, improve environmental quality, save
energy, conserve time, and enhance safety and comfort for drivers, pedestrians, and other
traffic groups. An overview of ITS can be schematically represented as shownin Figure 2.
State-of-art data acquisition and evaluation technology, communication networks, digital
mapping, video monitoring, sensors and variable message signs are creating new trends in
traffic management throughout the world. The synergy of data acquisition, analysis,
evaluation, and information dissemination helps in developing an all-encompassing system
of traffic organization that enables information sharing among the managers and users of
traffic.

Although the origin of formal ITS dates back to the 1970s, the first ITS world congress in
Paris, in 1994, catalyzed the development and application of ITS to develop and improve the
existing traffic control systems in many countries around the world. ITS activities aim at the
development of a sustainable, multi-modal surface transportation system that will establish a
connected transportation environment among vehicles, the infrastructure, and portable
devices. Such a cooperative setup leverages technology in order tomaximize driver safety

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and mobility while improving environmental performance and focusing ondeployment. ITS
encompass all modes of transportation - air, sea, road and rail, and intersects various
components of each mode - vehicles, infrastructure, communication and operational systems.
Various countries develop strategies and techniques, based on their geographic, cultural,
socio-economic and environmental background, to integrate the various components into an
interrelated system.

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 CHAPTER-2

2.1 Intelligent transportation technologies

Intelligent transportation systems vary in technologies applied, from basic management

systems such as car navigation; traffic signal control systems; container management systems;
variable message signs; automatic number plate recognition or speed cameras to monitoring
applications, such as security CCTV systems; and to more advanced applications that integrate live
data and feedback from a number of other sources, such as parking guidance and information
systems; weather information; bridge deicing systems; and the like. Additionally, predictive
techniques are being developed in order to allow advanced modeling and comparison with historical
baseline data. Some of the constituent technologies typically implemented in ITS was described in
the following sections.

Fig 2.1 Measures concerning road infrastructure

The most commonly used classification of ITS is based on the positioning of the system as
given below.

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 Fig 2.2 High level architecture

Technologies deployed within vehicles, including sensors, information processors and

displays that provides information to the driver.

Fig 2.3 Intelligent Transportation

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Sensors on and by the side of roads collect important traffic data. Tools of communication
provide drivers with pertinent information to manage traffic better. These tools include
roadside messages, GPS alerts and signals to direct traffic flow.

Communication between vehicles, and between infrastructure and vehicles involving a

synergic combination of vehicle level and infrastructure level technologies.

2.2 Advanced Traffic Management Systems (ATMS) :

Integrates various sub-systems (such as CCTV, vehicle detection, communications, variable

message systems, etc.) into a coherent single interface that provides real time data on traffic
status and predicts traffic conditions for more efficient planning and operations. Dynamic
traffic control systems, freeway operations management systems, incident response systems
etc. respond in real time to changing conditions [Figure 3].

Fig 2.4 Advanced traffic Management system

2.3 Advanced Traveler Information Systems:

(ATIS) provide to users of transportation systems, travel-related information to assist

decision making on route choices, estimate travel times, and avoid congestion. This can be
enabled by providing different information using various technologies such as:

i)GPS enabled in-vehicle navigation systems

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 ii) Dynamic road message signs for real time communication of information on
traffic congestions, bottlenecks, accidents and alternate route information during road
closures and maintenance

iii) Website to provide a colour-coded network map showing congestion levels on

highways (a.k.a. congestion index).

Fig 2.5 Adavanced traveler information system

2.4 Advanced Vehicle Control Systems (AVCS) are tools and concepts that
enhance the driver‟s control of the vehicle to make travel safer and more efficient [10]. For
example, in vehicle collision warning systems alert the driver to a possible imminent
collision. In more advanced AVCS applications, the vehicle could automatically break or
steer away from a collision, based on input from sensors on the vehicle. Both systems are
autonomous to the vehicle and can provide substantial benefits by improving safety and
reducingaccident induced congestion. The installation of high tech gadgets and processors in
vehicles allowincorporation of software applications and artificial intelligence systems that
control internal operations, ubiquitous computing, and other programs designed to be
integrated into a greater transportation system.

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 CHAPTER-3

3.1 Communication Technologies:

The use of networks for communications between the electronic control units of a
vehicle in production cars dated from the beginning of the 1990s. The Controller Area
Network (CAN) was first introduced by BOSCH with the clear intent to serve
communication systems for automotive applications and it is still dominant in automotive
networks. The CAN is not fully satisfying requirements such as predictability, performance
and dependability which are mandatory in automotive communications. To overcome the
limitations of the CAN technology, a number of technologies have been developed for
designing automotive networks such as Time-Triggered Protocol (TTP), Time-Triggered
CAN (TTCAN), Byte flight and Flexray. Wireless communication technologies such as
ZigBee, Bluetooth (Bluetooth, 2006) and Wi-Fi are also expected to be widely employed in
the near future in automotive communication. It is evident that wireless communications can
be used in- vehicle, inter-vehicle and between vehicle and infrastructure in transportation
applications. Bluetooth is currently the most widely used automotive wireless technology for
in-vehicle communication and Wi-Fi is used for vehicle to vehicle communication by several
pilot research projects, e.g., the Car2Car consortium Ultra Wide Band (UWB) is an emerging
wireless technology that uses a very large bandwidth. It is targeted for multimedia
networking whereas 802.11 networks address data networking. Intelligent collision
avoidance and cruise control systems can be developed using UWB technology as those
systems need high ranging accuracy and target differentiation capabilities. UWB technology
can also be integrated into vehicle entertainment systems by downloading high- rate data
from road-side infrastructure UWB transmitters. Communication Air-interface, Long and
Medium range (CALM) has many potential applications in V2V and V2I communication.
ZigBee will be able to fill the gap left by these other technologies, mainly in the
interconnection of wireless sensor devices with vehicles and infrastructure. The ZigBee
standard has evolved since its original release in 2004 and it is a low cost low power wireless
networking standard for sensors and control devices.

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 Standard Zigbee Bluetooth Wi-Fi UBW CALM

Automotive In vehicles and In vehicles and Vehicle to In vehicles, Vehicle to

applications Vehicle to device connect vehicle and Vehicle to vehicle vehicle and
infrastructure vehicle to and vehicle to vehicle to
infrastructur infrastructure infrastructure
e
Network Range Upto 100m Upto 70m Upto 100m Upto 20m Upto 1000m

Network Method Mesh P2P P2P P2P P2P

Bandwidth 250kbps 12mbps 54mbps 1000mbps 54mbps

Frequency 2.4 GHz 2.4 GHz 2.4 GHz 3.1 GHz 5.8 GHz

Advantages Low power, Dominate PAN, Domination Robust and high Continues
many devices easy WLAN, bandwidth communicatio
low overhead synchronize widely n, wide
available coverage
Disadvantages Low bandwidth Consume Consume Interference Consume high
medium power high power shortage power

3.1 Comparison of Wireless Communication Technologies.

3.2 Wireless communications:

Various forms of wireless communications technologies have been proposed for

intelligent transportation systems. Short-range communications (less than 500 yards) can be
accomplished using IEEE 802.11 protocols, specifically WAVE or the Dedicated Short
Range Communications standard being promoted by the Intelligent Transportation Society of
America and the United States Department of Transportation. Theoretically, the range of
these protocols can be extended using Mobile ad-hoc networks or Mesh networking.

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 Longer range communications have been proposed using infrastructure networks such
as WiMAX (IEEE 802.16), Global System for Mobile Communications (GSM), or 3G.
Long-range communications using these methods are well established, but, unlike the short-
range protocols, these methods require extensive and very expensive infrastructure
deployment. There is lack of consensus as to what business model should support this
infrastructure.

This project developed a communications design methodology for ITS deployments, a

reference guidebook, and training workshop materials. The project goals were to:

• Establish a fundamental level of understanding of wire line communications concepts and

technologies;
• Create, deliver, and explain a comprehensive procedure for assessing communications
needs for ITS deployment: and
• Create a set of workshop materials for future training program opportunities.

3.2.1 Deploying Wireless Sensor Devices in Intelligent Transportation System:

A recent study by the Government’s Office of Science and Innovation, which

examined how future intelligent infrastructure would evolve to support transportation over
the next 50 years looked at a range of new technologies, systems and services that may
emerge over that period. One key class of technology that was identified as having a
significant role in delivering future intelligence to the transport sector was wireless sensor
networks and in particular the fusion of fixed and mobile networks to help deliver a safe,
sustainable and robust future transportation system based on the better collection of data, its
processing and dissemination and the intelligent use of the data in a fully connected
environment. The important innovations in wireless and digital electronics are beginning to
support many applications in the areas of safety, environmental and emissions control,
driving assistance, diagnostics and maintenance in the transport domain. The last few years
have seen the emergence of many new technologies that can potentially have major impacts
on Intelligent Transportation Systems (ITS).

As future intelligent infrastructure will bring together and connect individuals, vehicles
and infrastructure through wireless communications, it is critical that robust communication

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technologies are developed. Mobile wireless sensor networks are self-organizing mobile
networks where nodes exchange data without the need for an underlying infrastructure. In the
road transport domain, schemes which are fully infrastructure-less and those which use a
combination of fixed (infrastructure) devices and mobile devices fitted to vehicles and other
moving objects are of significant interest to the ITS community as they have the potential to
deliver a ‘connected environment’ where individuals, vehicles and infrastructure can co-exist
and cooperate, thus delivering more knowledge about the transport environment, the state of
the network and who indeed is travelling or wishes to travel. This may offer benefits in terms
of real-time management, optimization of transportation systems, intelligent design and the
use of such systems for innovative road charging and possibly carbon trading schemes as
well as through the CVHS (Cooperative Vehicle and Highway Systems) for safety and
control applications.

3.3 Floating car data/floating cellular data:

Floating car data (FCD), also known as floating cellular data, is a method to determine
the traffic speed on the road network. It is based on the collection of localization data, speed
and direction of travel and time information from mobile phones in vehicles that are being
driven. These data are the essential source for traffic information and for most intelligent
transportation systems (ITS). This means that every vehicle with an active mobile phone acts
as a sensor for the road network. Based on these data, traffic congestion can be identified,
travel times can be calculated, and traffic reports can be rapidly generated. In contrast
to traffic cameras, number plate recognition systems, and induction loops embedded in the
roadway, no additional hardware on the road network is necessary.

Floating car data technology provides great advantages over existing methods of
traffic measurement:

 much less expensive than sensors or cameras

 more coverage: all locations and streets

 faster to set up (no work zones) and less maintenance

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 Works in all weather conditions, including heavy rain.

Fig 3.2View of wireless communication

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3.4 Sensing technologies:

Technological advances in telecommunications and information technology coupled

with state-of-the-art microchip, RFID, and inexpensive intelligent beacon sensing
technologies have enhanced the technical capabilities that will facilitate motorist safety
benefits for intelligent transportation systems globally. Sensing systems for ITS are vehicle
and infrastructure based networked systems, e.g., Intelligent vehicle technologies.
Infrastructure sensors are indestructible (such as in-road reflectors) devices that are installed
or embedded on the road, or surrounding the road (buildings, posts, and signs for example) as
required and may be manually disseminated during preventive road construction maintenance
or by sensor injection machinery for rapid deployment of the embedded radio frequency
powered (or RFID) in-ground road sensors.

Vehicle-sensing systems include deployment of infrastructure-to-vehicle and vehicle-

to-infrastructure electronic beacons for identification communications and may also employ
the benefits of CCTV automatic number plate recognition technology at desired intervals in
order to increase sustained monitoring of suspect vehicles operating in critical zones.

3.5 Inductive loop detection:

An induction loop is an electromagnetic communication or detection system which

uses a moving magnet to induce an electrical current in a nearby wire. Induction loops are
used for transmission and reception of communication signals, or for detection of metal
objects in metal detectors or vehicle presence indicators. A common modern use for
induction loops is to provide hearing assistance to hearing-aid users.

Inductive loops can be placed in a roadbed to detect vehicles as they pass over the
loop by measuring the vehicle's magnetic field. The simplest detectors simply count the
number of vehicles during a unit of time (typically 60 seconds in the United States) that pass
over the loop, while more sophisticated sensors estimate the speed, length, and weight of
vehicles and the distance between them. Loops can be placed in a single lane or across
multiple lanes, and they work with very slow or stopped vehicles as well as vehicles moving
at high-speed.

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 FIG 3.3 Inductive loop systems

3.6 Video vehicle detection:

Traffic flow measurement and automatic incident detection using video cameras is
another form of vehicle detection. Since video detection systems such as those used in
automatic number plate recognition do not involve installing any components directly into
the road surface or roadbed, this type of system is known as a "non-intrusive" method of
traffic detection. Video from black-and-white or color cameras is fed into processors that
analyze the changing characteristics of the video image as vehicles pass. The cameras are
typically mounted on poles or structures above or adjacent to the roadway. Most video

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detection systems require some initial configuration to "teach" the processor the baseline
background image. This usually involves inputting known measurements such as the distance
between lane lines or the height of the camera above the roadway. A single video detection
processor can detect traffic simultaneously from one to eight cameras, depending on the
brand and model. The typical output from a video detection system is lane-by-lane vehicle
speeds, counts, and lane occupancy readings. Some systems provide additional outputs
including gap, headway, stopped-vehicle detection, and wrong-way vehicle alarms.

3.4 Video vehicle detection

3.7 Providing Accurate Traffic Forecasts Practically

With the development of our modern cities, growing traffic problems adversely
affect people’s traveling convenience more and more, which has become one of the most
crucial factors considered in urban planning and design in recent years. Urban traffic
congestion is a severe problem that significantly reduces the quality of life in particularly
metropolitan areas. However, frequently constructing new roads is not realistic and untenable

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in social and economic aspects. In the effort to deal with this intractable problem, so-called
intelligent transportation systems (ITS) technologies are successfully implemented widely
throughout the world nowadays. ITS with two important components advanced traffic
management systems (ATMS) and advanced traveler information systems (ATIS) aim to
relieve the increasing congestion and decrease travel time through providing information to
the drivers by means of radio broadcasts or dynamic route guidance systems.

3.7.1 A brief review of data-driven traffic forecasting

The data-driven traffic forecasting refers to predicting the future state of a certain
transportation system based on the historical data, existing traffic data and the related
statistics data. Traffic forecasting is a branch of forecasting, and it is an important part of
modern transportation planning and intelligent transportation system. Usually, traffic flow,
average speed and travel time etc., are defined as the basic parameters of traffic state.
Specifically, traffic forecasting is essentially the prediction of these basic parameters based
on dynamic road traffic time series data. For instance, most of literature focus on traffic flow
forecasting, travel time forecasting, and related analysis such as validation, optimization, etc.

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 CHAPTER-4

4. Intelligent Transportation Systems:

As mentioned earlier, the technology oriented functional areas and the application
oriented functional areas constitute the basic system components of the Advanced
Transportation Network System. Thus, they make up the whole physical architecture, which
account for how the system works.

4.1 Vehicle Information And Communication Systems (Vics)

Vehicle Information and Communication System is a digital data communication

system, which promptly provides the latest necessary road traffic information to drivers via
car navigation systems. Information is transmitted in the direction of traffic flow to the
drivers to suit their needs, from beacons installed on the roadside via on-board car navigation
equipment. There are over 2 million VICS units already in use. The benefit of this system is
that, the road traffic conditions informed in advance makes a driver more relaxed and
comfortable. It also gives alternative choice on routes to avoid traffic congestion. This
ensures that VICS changes from a "Luxury" to a "Necessity" once people use it.

One of the areas having the greatest potential payoff for electronics in automobiles is in
the relationship of the car and driver to the road. Seemingly, the key feature of automatic
intelligent transportation net is precise and real-time interaction between vehicles and a net of
ways. Improvements in traffic flow in congested areas might be possible if the driver has
information concerning traffic problems on the road ahead. The two most popular means of
communication between the vehicle and the driver are given below.

(i) Heads up Display (HUD):

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 A partially reflecting mirror is positioned above the instrument panel in the driver’s
line of sight. In normal driving the driver looks through this mirror at the road. The driver
can read data from the HUD without moving the head from position for viewing the road.
Also, the brightness can be controlled to accommodate a wide range of light levels.

(ii) Speech Synthesis (Voice Recognition):

Important safety or trip related messages could be given audibly so that the driver
doesn’t have to look away from the road. In addition to ITS normal function of generating
voice output, the computer generates an electrical waveform that is approximately the same
as a human voice.

Fig 4.1 vehicle information and communication

4.2. Advanced Cruise-Assist Highway Systems (Ahs)

The Advanced Cruise-Assist Highway System (AHS) consist of systems that

coordinate between the road and the vehicle using radio communications to provide the
driver with information, warning, and operational support for traffic accident prevention. The
earlier discussed Smart cruise System coordinates between the road (Smart way) and the
vehicle (Smart Car) in order to support safe and comfortable driving. Thus, the Smart cruise
Systems have been created by integrating Advanced Safety Vehicles (ASV) and Advanced
Cruise-Assist Highway Systems (AHS) as shown below.

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 Fig: 4.2 Smart cruise System concept

Fig: 4.2.1 Services provided by Smart way ITS Technologies

The Smart way System is a very vast network, performing several functions, which include
the following:

1. Rear end collision prevention function.

2. Lateral collision prevention function.
3. Frontal obstruction detecting function.
4. Automated Driving function.
5. Adaptive Front Lighting Systems.
6. Detection System of Surrounding Vehicles, etc.

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4.3 Advanced traveler information system: (ATIS)

Advanced travelers information systems (ATIS), a part of new technology

applications in transportation, provide accurate and timely information that help travelers to
select routes, times of travel and travel modes. They work even better with inclusion of
geographic tourist guides and yellow pages that enable travelers to select destinations based
on proximity to other places.

Deliver data directly to travelers, empowering them to make better choices about
alternate routes or modes of transportation. When archived, this historical data provides
transportation planners with accurate travel pattern information, optimizing the transportation
planning process. ATIS is defined as systems that acquire, analyse, and present information
to assist surface transportation travellers in moving from a starting location (origin) to their
desired destination. ATIS may operate through information supplied entirely within the
vehicle (autonomous system) or it can also use data supplied by the traffic management
centres. Autonomous systems utilize vehicle position determination and stored map data. The
use of data from the traffic control centre assists the driver in knowing the current status of
the traffic in real time, and to make intelligent decisions. The information will include
locations of incidents, weather and road conditions, optimal routes, recommended speeds,
and lane restrictions.

Through the applications of advanced information and communication technologies,

Advanced Traveller Information Systems (ATIS) offer the potential and ability to provide
better solutions for urban traffic. The potential benefits to travellers include: reduced
congestion, air-pollution, and energy consumption, and increased safety, efficiency and
management of capacity.

Although several attempts to develop ATIS have been undertaken in India, they face
the following shortcomings:

1. User response and requirements are ignored

2. Inadequate data, and typically provides only shortest distance information which is static
in nature.

3. Limited or no traffic prediction

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4. Network level opportunities are not fully tapped

5. Dynamics is not considered

6. Quality, timeliness, accuracy, and reliability are unknown

7. Technical feasibility is demonstrated, but commercial viability is unknown

8. Piecemeal implementation can lead to scalability, obsolescence, and integration problems

Fig 4.3 Traveler’s information chart

4.4 Advanced Traffic Management System: (ATMS)

ATMS are a fundamental part of intelligent transportation systems that has been used
to improve traffic service quality and to reduce traffic delays. ATMS operates with a series of
video and roadway loop detectors, variable message signs, network signal and ramp meter

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timing schedules, including roadway incident control strategies from one central location to
respond to traffic conditions in real time.

The three main ATMS elements are:

Collection data team - monitor traffic conditions;

Support systems - cameras, sensors, semaphores and electronic displays. Help system
operators to manage and control real time traffic;

Real time traffic control systems - these systems use the information provided by the two
previous elements they can change semaphores, send messages to electronic displays and
control highway access;

4.4.1 Advanced traffic management options:

ATM is composed of a set of different strategies that can work synergistically (or on
an individual basis) to achieve the common goal of congestion alleviation. Strategies
considered under the ATM umbrella include: speed harmonization, high occupancy vehicle
lanes, dynamic junction control, and temporary shoulder use. Details on the principles of
each of these options are provided below.

4.4.2 Speed harmonization Speed:

Speed harmonization systems use changeable speed limit signs posted over each lane
to regulate freeway speeds based on prevailing traffic conditions. Speed limits can be
adjusted when freeway conditions are unsuitable for high speed operations, such as under
adverse weather conditions or low visibility. Speed limits can also be lowered when there is
an incident or congestion on specific segments in order to reduce the chances of secondary
accidents and facilitate a smoother flow of traffic. Advanced versions of the speed
harmonization strategy include dynamic implementation (based on real-time travel demand,
not simply time of day) along with dynamic speed controls to improve the overall safety and
efficiency of freeway operations. Through speed harmonization, agencies can make the most
of existing capacity by delaying the point at which flow breaks down and stop-and-go
conditions occur.
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4.4.3 High Occupancy Vehicle (HOV) lanes:

HOV lanes are lanes available to vehicles that meet a minimum occupancy
requirement. The main purpose of HOV facilities is to maximize the passenger-carrying
capacity of the roadway, especially in peak periods. Entrance restrictions typically apply to
passenger vehicles carrying less than two persons. The use of HOV lanes by transit buses,
vanpools, and carpools is encouraged to further increase the carrying capacity of HOV lanes
and lighten the traffic load of adjacent general use lanes. The main objective of HOV use is
to reduce congestion and encourage people to carpool or vanpool. This behavior reduces air
pollution and saves money. HOV lanes can be open 24 hours a day, 7 days a week, or
managed dynamically, in which case they become part of ATM. Often HOV lanes are
utilized as High Occupancy Toll Lanes (HOT), allowing single- occupant vehicles to use
HOV lanes during peak hours in return for a toll. Under the value priced management option,
the tolls can change dynamically according to real-time traffic conditions and manage the
maximum number of cars in the HOT lanes in order to keep the traffic lanes free of
congestion, even during rush hour. Examples of foreign country states with proven
applications of HOT lanes include California, Colorado, Florida, Minnesota, Texas, Utah,
and Washington.

4.4.4 Junction control:

The junction control strategy is a combination of ramp metering and lane control at
on- ramps. Typically, junction control is applied at entrance ramps or at merge points where
the number of downstream lanes is fewer than that of upstream lanes. In the U.S., this
strategy has been applied statically by dropping one lane from the outside lanes or merging
the two inside lanes. In Germany and other European countries this is done dynamically by
installing lane control signals over both upstream approaches before the merge. This strategy
gives priority to the facility with the higher volume and results in a lane drop on the approach
with the lower volume. The objective of junction control through either static or real-time
means is the better management of recurrent congestion by making traffic flow more
uniform, utilizing more effectively the existing roadway capacity, and improving traffic

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safety. The literature reports decreases in primary collisions by 15 to 25 percent through
implementation of junction control strategies.

4.4.5 Temporary shoulder lane use:

Temporary use of shoulder lanes as travel lanes began in many cities in the late 1960s.
This strategy is usually employed during peak periods and in the peak direction and gives
permission to vehicles to use either the right or left shoulder lanes in specific conditions.
Temporary shoulder lane provides additional lane(s) within the existing pavement, without
the need to widen the freeway. Under the ATM concept, the use of shoulder lanes is done by
using dynamically variable signs to let drivers know that the shoulder lane is open in a
certain segment. The purpose of temporary shoulder use is to improve the performance of
freeway facility by providing additional capacity when needed.

The use of the shoulder lanes requires the presence of traffic control devices in order to
inform the users whether the shoulder lane is open or not. A variety of traffic control devices
and other pertinent technologies should be utilized to ensure driver safety when opening the
shoulder lane. These include lane control signals, dynamic speed limit signals, dynamic
message signs, closed-circuit television cameras, roadway sensors, and emergency roadside
telephones.

Fig 4.4 Temporary lane usage

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4.5 Advanced Traveler Information Systems (ATIS)

ATIS will provide data to travelers in their vehicles, in their homes or at their places
of work. Information will include: location of incidents, weather problems, road conditions,
optimal routings, lane restrictions, and in-vehicle signing. Information can be provided both
to drivers and to transit users and even to people before a trip to help them decide what mode
they should use.

4.6 Advanced Vehicle Control Systems (AVCS)

AVCS is viewed as an enhancement of the driver's control of the vehicle to make

travel both safer and more efficient. AVCS includes a broad range of concepts that will
become operational on different time scales. In the near term, collision warning systems
would alert the driver to a possible imminent collision. In more advanced systems, the
vehicle would automatically brake or steer away from a collision. Both systems are
autonomous to the vehicle and can provide substantial benefits by improving safety and
reducing accident-induced congestion. In the longer term, AVCS concepts would rely more
heavily on infrastructure information and control that could produce improvements in
roadway throughput of five to ten times. This concept is called the Automated Highway
System (AHS).

4.7 Advanced Rural Transportation Systems (ARTS)

The special economic constraints of relatively low-density roads and the question of
how ITS technologies can be applied in this environment are challenges that are being
undertaken by many rural states.

4.8 Advanced Public Transportation Systems

Advanced Public Transportation Systems (APTS) include applications such as

automatic vehicle location (AVL), which enable transit vehicles, whether bus or rail, to
report their current location, making it possible for traffic operations managers to construct a
real-time view of the status of all assets in the public transportation system. APTS help to
make public transport a more attractive option for commuters by giving them enhanced
visibility into the arrival and departure status (and overall timeliness) of buses and trains.
This category also includes electronic fare payment systems for public transportation
systems, such as Spica in Japan or T-Money in South Korea, which enable transit users to
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pay fares contactless from their smart cards or mobile phones using near field
communications technology.22 Advanced public transportation systems, particularly
providing “next bus” or “next train information, are increasingly common worldwide, from
Washington, DC, to Paris, Tokyo, Seoul, and elsewhere.

4.9 Components of ITS :

A Traffic Management Centre (TMC) is the hub of transport administration, where
data is collected, andanalysed and combined with other operational and control concepts to
manage the complex transportationnetwork. It is the focal point for communicating
transportation-related information to the media and themotoring public, a place where
agencies can coordinate their responses to transportation situations andconditions. Typically,
several agencies share the administration of transport infrastructure, through anetwork of
traffic operation centres. There is, often, a localized distribution of data and information and
thecentres adopt different criteria to achieve the goals of traffic management. This inter-
dependent autonomyin operations and decision-making is essential because of the
heterogeneity of demand and performancecharacteristics of interacting subsystems.

Fig 4.5 Traffic Management

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The effective functioning of the TMC, and hence the efficiency of the ITS, depend critically
on the following components:

1) Automated data acquisition

2) Fast data communication to traffic management centres
3) Accurate analysis of data at the management centres
4) Reliable information to public/traveler

4.9.1 Automated Data Acquisition

Rapid, exhaustive and accurate data acquisition and communication is critical for real-time
monitoring and strategic planning. A good data acquisition-management-communication
system combines tested hardware and efficient software that can collect reliable data on
which to base further ITS activities. The different ITS hardware/equipment commonly used
include sensors, cameras, automatic vehicle identifiers (AVI), GPS based automatic vehicle
locators (AVL), and servers that can store huge amounts of data for meaningful
interpretation. A few of the state-of-art, critical components are described below.

Sensors :

Sensors and detectors have been used for highway traffic counts, surveillance, and control for
the last 50 years. Early sensors relied on visuals (e.g. optical detectors), sound (acoustic
detectors), and vehicle weight induced pressure/vibration (seismic/piezoelectric sensors) on
the road surface. Advances in detectortechnology now enable use of a variety of detectors
such as magnetic detectors (based on geomagnetism),infrared, ultrasonic, radar, and
microwave detectors (based on reflection of radiation), inductive loopdetectors (based on
electromagnetic induction), seismic, and inertia-switch detectors (based on vibration),and
video based detectors, in addition to the more traditional sensors used over the years. These
detectorsmeasure the change in magnetic/seismic/ optical/acoustic fields caused by the
passage of vehicles andcalculate traffic parameters based on these measurements. Many of
these detectors are intrusive and areplaced in the subsurface of the roadway and provide real-
time traffic information on that point of the road. The volume, occupancy and speed of the
vehicle are the commonly obtained traffic parameters. Thethree main types of vehicle

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detectors used in current practice are inductive loop detectors magneticdetectors, and
magnetometers.

Fig 4.6 Sensors

The advantage of the above sensors/detectors is that, unlike technologies such as AVI, GPS
etc., these are autonomous detectors and do not require voluntary participation by the
travelling public. However, these sensors and detectors require periodic maintenance,
replacement and repair due to deterioration of data quality over time. In addition, many of
them are intrusive in nature and require cutting of road surface for installation and
maintenance making the cost of installation and maintenance prohibitively high. This is
leading to greater use of visual detectors such as video cameras in recent years. Video
cameras were introduced to traffic management for roadway surveillance based on their
ability to transmit closed circuit television imagery to a human operator for interpretation.
Present day traffic management applications utilize video image processing to automatically
analyse the scene of focus and extract information for traffic surveillance and control. A
video image processor (VIP) system typically consists of one or more cameras, a
microprocessor based computer for digitizing and processing the imagery, and software for
interpreting the images and converting them into traffic flow data.

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Automatic Vehicle Identifiers (AVI) and Automatic Vehicle Locators (AVL)

The AVI system uses a combination of AVI readers, AVI tags or transponders in the
vehicles, and a central computer system. AVI readers/antennas are located on roadside or
overhead structures or as a part of an electronic tollcollection booth [Figure 12]. The
antennas emit radiofrequency signals within a capture range across one or morefreeway
lanes. When a probe vehicle enters the antenna‟scapture range, the transponders in the probe
vehicles respondto the radio signal and its unique ID is assigned a time and datestamp by the
reader. This data is then transmitted to a centralcomputer facility, where it is processed and
stored. In manydeveloped countries, unique probe vehicle ID numbers aretracked along the
freeway system, and the travel time of the probe vehicles is calculated as the difference
between the timestamps at sequential antenna locations.

AVI systems have the ability to continuously collect large amounts of data with minimal
human resourcerequirements. However the data collection process is mainly constrained by
sample size since it requires participation

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GPS :

The Global Positioning System (GPS) is a worldwide satellite navigation system that
provides a fast, flexible,and relatively inexpensive data to determine a vehicle‟s positionand
velocity in real time. GPS is a US owned space-based system,of twenty four satellites
providing 24x7 monitoring of the earth.The 24 satellites are distributed uniformly in six
orbital planes, at

an altitude of approximately 20,200 km such that at least foursatellites are visible at any time
and from any point on the earth's surface. GPS positioning is based loosely on three-
dimensional positioning of manmade landmarks/“stars” usingtrilateration related techniques.
GPS employs two fundamentalobservables for positioning and navigation, the code-phase or
pseudo-ranges and carrier-phase. It provides fundamental locationdata in terms of latitude,
longitude, elevation and UTC time. Based on these spatial and temporal data,traffic engineers
can determine the most useful traffic information, including travel time, travel speed,
traveldistance and delay. To produce reliable traffic information from the GPS data, it is of
significance to meetthe sample size requirements and follow an appropriate field procedure.

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 Fig 4.7 GPS

4.9.2 Data Communication Tools :

The efficiency of the ITS system depends not only on the collection and analysis of traffic-
related data, butalso on quick and reliable communication, both data from field to TMC and
information derived using thedata and models from TMC to the public. This involves
communication between data collection centres toTMC and travel and traffic related
announcements to vehicles through onboard units and to the travellersthrough media like
VMS, web pages, SMS etc.

Dedicated Short-Range Communications (DSRC) provide communications between the

vehicle and the roadside in specific locations (for example toll plazas). DSRC operate on
radio frequencies in the Industrial, Scientific and Medical (ISM) band and comprise Road
Side Units (RSUs) and the On Board Units (OBUs) with transceivers and transponders.
Wireless Communications Systems dedicated to Intelligent TransportSystems and Road
Transport and Traffic Telematics provide network connectivity to vehicles. Continuous

Air interface Long and Medium range (CALM) provides continuous communications
between a vehicle and the roadside using a variety of communication media, including
cellular, 5 GHz, 63 GHz and infra-red links.

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4.9.3 Data Analysis

Data analysis includes data cleaning, fusion, and analysis. The data from the sensors and
other collection devices that are transmitted to the TMC must be checked. Inconsistent data
must be weeded out and clean data has to be retained. Further, data from different devices
may need to be combined or fused for further analysis. The cleaned and fused traffic data
will be analyzed to estimate and forecast traffic states. These traffic state estimation methods
will be used to provide suitable information to users.

4.9.4 Traveller Information

Travel advisory system facilities are used for relaying transportation-related information to
the motoring public. These include: Variable Message Signs, Highway Advisory Radio,
Internet, Short Messaging Services, automated cell phone messaging, public radio
announcement, television broadcast and other modern media tools. Such systems can provide
real-time information on travel times, travel speeds, delays, accidents, route closures and
detours, and work zone conditions, among others.

CHAPTER-5
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5. Development Areas

Intelligent Transportation System (ITS) is a field of very rapid development in

all the areas that it is concerned with. Hence, for simplicity the overall development of ITS
can be grouped into the nine development areas of Intelligent Transportation Systems which
include the following:

 Advances in navigation systems.

 Electronic toll collection systems.
 Assistance for safe driving.
 Optimization of traffic management.
 Support for public transport.
 Increasing efficiency in commercial vehicle operations.
 Support for pedestrians.
 Support for emergency vehicle operations.

Each of these development areas are discussed in detail below:

5.1 Advances In Navigation Systems:

An advance navigation system is a satellite navigation system designed for use

in automobiles. It typically uses a GPS navigation device acquire position data to locate the
user on a road in the unit's map database. Using the road database, the unit can give
directions to other locations along roads also in its database. Dead reckoning using distance
data from sensors attached to the drivetrain, a gyroscope and an accelerometer can be used
for greater reliability, as GPS signal loss and/or multipath can occur due to urban
canyons or tunnels
.
In this system, information regarding congestion on the route, travel time required,
etc. is shown on the display inside the vehicle as the driver drives along. Thus, to improve
driver convenience, traffic information is distributed to the driver via the navigation system

Page 39
that is compatible with information supply system so that optimum route and travel time can
be selected, thus best distributing the traffic flow. The traffic information includes traffic
congestion information for each optional route, required time to the destination, traffic
restriction information, and current information on parking availability. The information is
also distributed to homes and offices to assist drivers in deciding on an efficient travel plan
prior to departure

There are two types of congestions. The congestion caused by incidents such as
stalled cars, flat tires, and traffic crashes are called non-recurring congestions while recurring
congestions are those occurring at particular locations because the roadway's capacity doesn't
meet the demand of high numbers of vehicles.

Fig 5.1 NAVIGATION SYSTEMS

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5.2 Electronic toll collection system:

ETC is based on vehicle roadside communication system; more precisely, it is an

application of electronic signature detection to passenger and commercial vehicle
traffic for the purpose of collecting tolls.

Here is how it works: when a vehicle passes through the toll gate, a microwave tags
(noncontact card) exchanges information both ways between the gate and the vehicle to
automatically subtract the toll from, for example, a prepaid card or a bank account. This
method offers a huge increase in efficiency compared to manual toll collection, and should
reduce traffic congestion at toll-booths, save energy, and reduce exhaust emissions

ETC (Electronic Toll Collection System) is a system by which drivers can pay tolls without
having to stop at a tollbooth. The collection of fees is performed electronically by way of
equipment installed in the vehicle and sensors at the toll location

Fig 5.2 Conceptual image of ETC

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5.3 ASSISTANCE FOR SAFE DRIVING:

In this system, information regarding the positions and movements of the driver’s own
vehicle and those in the immediate surrounding area is gathered on a real time basis by
means of cameras, other information collecting systems, navigation systems, both on the
roadside and in the vehicle, and by the exchange of information using road-vehicle
communication and vehicle-vehicle communication. The in-vehicle equipment and road
information apparatus are used to provide this driving conditions information and the
associated danger warning to each driver in real time.

Also, an automatic control function is added to the vehicles to support the driver's
operation through speed control by automatic break operation or driving assistance by
steering wheel control if danger is detected while, at the same time, considering the position
and behavior of the control vehicle and surrounding vehicles, and obstacles. Thus, automated
cruising is also made possible by means of the data processing equipment that allow
automatic speed and steering control of the vehicles.

Fig: 5.3 Assistance for safe driving

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5.4 OPTIMIZATION OF TRAFFIC MANAGEMENT:

In this system, for improving traffic safety, driving amenities, and the road
environment, optimum signal control is implemented for the entire road network as well as
for areas with exceptional traffic congestion and damaged roadside environments. Mobile
navigation is performed for the driver using in-vehicle equipment and information supply
units to administer the traffic. To prevent any secondary disasters induced by a traffic
accident, a traffic accident is detected quickly, the traffic control pertinent to the accident is
performed, and traffic restriction information is distributed to the drivers through the in-
vehicle equipment and information supply units. Also, this information is updated every
minute on the metropolitan expressways.

Several techniques exist to reduce delay of traffic. Generally the algorithms attempt
to reduce delays (user time), stops, emissions, or some other measure of effectiveness. Many
optimization software are geared towards pre-timed coordinated systems.

Normally optimization of signals along a road is a challenging and expensive task,

because the sources for traffic monitoring have been limited to inductive loops, cameras or
manually counting. However, due to recent advances in information technology, portable
devices with Bluetooth and Wi-Fi communication are becoming more common, enabling
real-time continuous traffic monitoring and adjustments to traffic signal timing.

The two user services offered by this system are:

(i) Optimization of Traffic Flow

This facility improves traffic safety and comfort and enhances the environment. This
system utilizes an optimal signal control and provides drivers with route guidance by means
of in-vehicle devices and variable message signs not only in areas of worsening traffic
congestion, but also throughout the road network as a whole.

(ii) Provision of Traffic Restriction Information during Accidents

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 This facility can prevent secondary disasters resulting from a traffic accident. This
system quickly detects the occurrence of a traffic accident, implements quick traffic control
related to the accident, and provides drivers with the new traffic control information.

5.5 SUPPORT FOR PUBLIC TRANSPORT:

In this system, support is given to choose flexible transport measures, transfer and
departure time zones suitable for the needs of the public transport users to improve their
convenience. All information, including the operating state, seat occupancy state, required
fares and fees, and parking availability of the public transport facilities is distributed to
implement optimum usage of transport facilities. The information is transmitted to terminal
units at homes, offices, in-vehicle equipment and portable terminal units, and to information
supply units installed in the roads, terminals, bus stops, and expressway service areas. In
addition, the operation and administration of the public transport facilities are supported by
real-time collection of the operating status of the public transport facilities, performing
priority dispatch as necessary, and distributing the collected information to the public
transport companies as basic data.

Fig 5.4 Scheduled time of bus arrivals

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The two user services offered by this system are:

(i) Provision of Public Transport Information

Provision of public transport information supports public transport passengers in their

selection of travel, transfers, and time of embarkation, thereby improving users' convenience.
The system provides real-time information on the situation with respect to public transport
congestion levels, fares, other fees, and parking space availability through terminals located
at users' homes or offices prior to departure, or through mobile in-vehicle equipment,
portable terminals, and message signs or kiosks installed along the road, or at terminals, bus
stops and expressway service areas.

(ii) Assistance for Public Transport Operations and Management:

In order to improve the convenience, safety and smooth operations of public

transport, and the efficiency of public transport business operations, assistance for public
transport operations and operations management enables the collection of information on
public transport operating conditions and implementation of public transport priority
measures, as determined necessary. The system provides public transport operators with
various important traffic conditions data, thereby supporting public transport operations and
management.

5.6 Increasing Efficiency In Commercial Vehicles Operations:

In this system, real time collection of the operating status of trucks and tourist buses is
distributed as basic data to the transport operators, to reduce commercial traffic and to greatly
improve transport efficiency and safety. Thus multiple commercial vehicles with automated
driving functions drive continuously by keeping a proper vehicular gap.

The two user services offered by this system are:

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 (i) Assistance for Commercial Vehicle Operations Management
This system collects information on truck and sightseeing bus operating conditions on a
real-time basis, and provides transport operators with this information. This system improves
the efficiency of freight and fleet management by establishing advanced, automated and
systematized logistic centers and by providing information on joint distribution and cargo
hauled on trips.

(ii) Automated Platooning of Commercial Vehicles

Automated platooning of commercial vehicles can realize rapid improvement in
transport efficiency, reduction of traffic volume of commercial vehicles, and improvement of
transport safety. This system provides commercial vehicles with automated travel functions
by keeping proper distances between vehicles.

5.7 SUPPORT FOR PEDESTRIANS:

This system forms a safe and pleasant road environment for pedestrians including the
elderly and handicapped with facilities like route guidance and routing using portable
terminal units and voice to support them. The green light timing of the crossing signal is
extended with portable terminal units for safe crossing of the road. Also, accidents are
prevented by detecting pedestrians in the paths of vehicles and warning the driver and/or
automatically activating the brakes.

The two user services offered by this system are:

(i) Pedestrian Route Guidance

Pedestrian route guidance can create safe roadside environments which can be
utilized by pedestrians and cyclists, who are relatively vulnerable to traffic accidents,
particularly the elderly or the handicapped. This system assists them by providing facilities
with the help of portable terminal units, magnetic voices, sounds and route guidance and
instruction signs.

(ii) Vehicle-Pedestrian Accident Avoidance

This system provides support for pedestrians and cyclists by extending the green
timefor pedestrians at signalized intersections by means of portable terminals. Also, when
imminent danger is detected in the case of a pedestrian in the path of a vehicle, this system

Page 46
warns the driver of the situation or automatically app lies the brakes, thereby preventing
collisions involving pedestrians.

fig 5.5 support for pedestrians

5.8 Emergency vehicle notification systems:

Applications were developed in order to demonstrate the benefits of the middleware for giving
priority to emergency vehicles. For the infrastructure level application, an emergency vehicle
(ambulance, fire engine or police car, etc) are equipped with a Smart dust WICO (or a MicaZ mote
installed with the EMMA middleware) which broadcast a beacon message if it is on an emergency
situation. For example, in a busy intersection controlled by traffic lights, emergency vehicles are
detected and given priority by regulating the state of the traffic lights.

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 Fig 5.6 Emergency vehicle notification systems

5.9 Automatic road enforcement:

Fig 5.7 Automatic road enforcement

A traffic enforcement camera system, consisting of a camera and a vehicle-monitoring

device, is used to detect and identify vehicles disobeying a speed limit or some other road
legal requirement and automatically ticket offenders based on the license plate number.
Traffic tickets are sent by mail. Applications include:

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  Speed cameras that identify vehicles traveling over the legal speed limit. Many such
devices use radar to detect a vehicle's speed or electromagnetic loops buried in each
lane of the road.

 Red light cameras that detect vehicles that cross a stop line or designated stopping
place while a red traffic light is showing.

 Bus lane cameras that identify vehicles traveling in lanes reserved for buses. In some
jurisdictions, bus lanes can also be used by taxis or vehicles engaged in carpooling.

 Level crossing cameras that identify vehicles crossing railways at grade illegally.

 Double white line cameras that identify vehicles crossing these lines.

 High-occupancy vehicle lane cameras for that identify vehicles violating HOV
requirements.

 Turn cameras at intersections where specific turns are prohibited on red. This type of
camera is mostly used in cities or heavy populated areas.

5.10 Dynamic Traffic Light Sequence

Intelligent RFID traffic control has been developed for dynamic traffic light sequence.
It has circumvented or avoided the problems that usually arise with systems such as those,
which use image processing and beam interruption techniques. RFID technology with
appropriate algorithm and data base were applied to a multi vehicle, multi-lane and multi
road junction area to provide an efficient time management scheme. A dynamic time
schedule was worked out for the passage of each column. The simulation has shown that, the
dynamic sequence algorithm has the ability to intelligently adjust itself even with the
presence of some extreme cases. The real time operation of the system able to emulate the
judgment of a traffic policeman on duty, by considering the number of vehicles in each
column and the routing proprieties.

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 Fig 5.8 Multilane traffic sequence flow

5.11 IN-VEHICLE TRANSIT INFORMATION SYSTEM:

 Announcing stops, transfer possibilities, based on the vehicle’s location, route, and
direction of travel.
 Information via variable message signs placed at one or more locations in the bus.
 Primarily motivated by support for the disabled, helpful for those unfamiliar with the
route, when the bus is crowded, and when it is difficult to see outside the vehicle.
 Provides news and Weather, video clips, and other travel-related information on a
flat-panel display.

Fig 5.9 IN-VEHICLE TRANSIT INFORMATION SYSTEM

5.12 AUTOMATIC PASSENGER COUNTER:

  The APC automatically records the number of passengers, time and location of each
stop as passengers get on and off the bus.
 The APC can collect data, with a reduction in time, cost, and effort by means of
infrared beams at the doors or pressure sensitive mats on the steps.With the

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 information provided by the APCs, transit planners can make changes to routes and
schedules that better serve the transportation needs of their community.

6. CONCLUSION

The focus for ITS in the future is clearly on deployment. Taking research and
operational test results and putting them into routine practice is the emphasis in the ITS
world today. How to best advance the deployment agenda is currently a matter of intense
discussion in the ITS community. The best approach is for ITS to focus on regions as critical
units of economic competition. Often, we speak of the "competitive region". First, the natural
partnership between ITS and the nascent National Information Infrastructure (Nil), a
communications network of unprecedented scale, scope and functionality, can provide
substantial deployment benefits to both. Second, the strong trend toward freight and traveler
intermodals provides a critical boost to ITS technologies. This is where ITS can help
overcome intermodalism's weak point ~ the transfer process ~ through information and
communication technology. Pulling these ideas together:

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 The strategic vision for ITS, then, is as the integrator of transportation,
communications and intermodalism on a regional scale.

This is an ambitious vision and one that will require substantial leadership to achieve
the technology deployment and the institutional change that will be needed to achieve such
an outcome. ITS has had a dynamic but short history. Challenges have been overcome in
these early years. Many remain for the fixture. When the Transportation Quarterly celebrates
its 100th anniversary, I believe we will look back on this time as a seminal period in the
history of transportation and one in which a truly intermodal transportation/information
infrastructure was deployed, advanced by our ITS program.

7. REFERENCES

1.  DIRECTIVE 2010/40/EU OF THE EUROPEAN PARLIAMENT AND OF THE

COUNCIL of 7 July 2010. eur-lex.europa.eu
2. Monahan, Torin (2007). ""War Rooms" of the Street: Surveillance Practices in
Transportation Control Centres" (PDF). The Communication Review. 10 (4): 367–
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