1

A

Technical

Seminar Report

On

ADAVNCED ROAD TRANSPORTATION SYSTEM

Submitted in partial fulfillment of the requirement

For the award of the degree of

BACHELOR OF TECHNOLOGY

IN

CIVIL ENGINEERING

By

ABDUL AZIZ (13QH1A0101)

Under the esteemed guidance of

ASISH BIRDARPATIL

Assistant professor

Department of Civil Engineering

HOLY MARY INSTITUTE OF TECHNOLOGY AND SCIENCES

(Approved by AICTE New Delhi, Affiliated to JNTU Hyderabad, Telangana)

BOGARAM (V), KEESARA (M), R.R DISTRICT-501301.

2013-2017

2

Holy Trinity Educational Society

HOLY MARY INSTITUTE OF TECHNOLOGY AND SCIENCES

(College of Engineering)

Approved by AICTE New Delhi, Affiliated to JNTU Hyderabad, Telangana.

_____________________________________________________________________________________

DEPARTMENT OF CIVIL ENGINEERING

CERTIFICATE

This is to certify that the technical seminar report bearing title “ADVANCED ROAD

TRANSPORTATION SYSTEM” that is being submitted by the following students in partial

fulfillment for the requirement of award of degree in BACHELOR OF TECHNOLOGY under

Civil Engineering Department from Jawaharlal Nehru Technological University Hyderabad,

Telangana is a record of Boniface work carried out during the academic year 2016-2017.

This is the result of the original work and contribution

ABDUL AZIZ (13QH1A0101)

Under the supervision of

Mrs. M. SHIVA PARVATHI

Head of the Department

______________________________________________________________________________

Address: Bogaram (V), Keesara (M), Ranga Reddy (D), Telangana, INDIA. PIN 501 301

Phones: 0841-200488, 200499, 040-2335 3909 Mobile: 98488 89962/65,

99484 37912, 9848511063 Fax: 040-2381310

Mail ID: principalhitscoe@gmail.com Website: www.hits.ac.in

3

Holy Trinity Educational Society

HOLY MARY INSTITUTE OF TECHNOLOGY AND SCIENCES

(College of Engineering)

Approved by AICTE, New Delhi and affiliated to JNTU, Hyderabad, Telangana.

DEPARTMENT OF CIVIL ENGINEERING

CERTIFICATE

This is to certify that the project work titled “ADVANCED ROAD

TRANSPORTATION SYSTEM’’ of that is being submitted by the following students in

partial fulfillment for the requirement of award of degree in BACHELOR OF TECHNOLOGY

under Civil Engineering Department from Jawaharlal Nehru Technology University

Hyderabad, Telangana is a record of bonafide work carried out during the academic year 2016-

2017.

This is the result of the original work and contribution

ABDUL AZIZ (13QH1A0101)

Internal Guidance of

ASISH BIRDARPATIL

Assistant Professor

______________________________________________________________________________

Address: Bogaram (V), Keesara (M), Ranga Reddy (D), Telangana, INDIA. PIN 501 301

Phones: 0841-200488, 200499, 040-2335 3909 Mobile: 98488 89962/65,

99484 37912, 9848511063 Fax: 040-2381310

Mail ID: principalhitscoe@gmail.com Website: www.hits.ac.in

4

ACKNOWLEDGEMENT

With great pleasure I want to take this opportunity to express my heart full gratitude to all

the people who helped in making this technical seminar report in a grand success.

I express my deep sense of gratitude to our internal guide Mr. ASISH BIRDARPATIL

, Assistant professor for his constant guidance throughout our project work.

I would like to thank Mrs. M. SHIVA PARVATHI, Head of Department of civil

engineering, for being moral support throughout the period of my study in HITS COE.

First of all I am highly indebted to Dr. N. SUBHASH CHANDRA, Principal for giving

me the permission to carry out the project.

I would like to thank the teaching and non teaching staff of CE Department for sharing

their knowledge with us.

Last but not least I express my sincere thanks to our Mr. A. VARA PRASAD REDDY,

Chairman, Mr. A. SIDDARTHA REDDY, Vice chairman, Mrs. A. VIJAYA SHARADHA

REDDY, Secretary of HOLY MARY GROUP OF INSTITUTIONS, for their continuous care

towards our achievements.

ABDUL AZIZ

(13QH1A0101)

5

CONTENT PAGE NO.

BSTRACT 6

INTRODUCTION

LITURATURE RIVIEW 15

METHODOLOGY 26

DESIGN AND ANALYSIS 38

CONCLUSION 47

REFERENCES 48

6

ABSTRACT

The study developed an Advanced Road Transportation System (ARTS) software package that

serves as an intelligent movement system for captive commuters. Although a typical ARTS has

an Automated Trip Scheduling System (ATSS), a Digital Geographic Database (DGD), and an

Automated Vehicle Location Equipment (AVLE) as subsystems, the fact that vehicles in the

study area are not equipped with AVLE made the authors to design for an ARTS that has only

the ATSS and DGD components. The ATSS subsystem has the specific objectives of reducing

commuters waiting time at bus terminals, automating trip booking thus assuring a passenger of

the availability of a bus and also keeps an inventory of passengers and trips made by commuters

and the vehicles. The DGD allows maps of the service area to be displayed to the

scheduler/operator and the commuters/clients on computer screen. The Ilorin metropolis a typical

urban center in Nigeria, a developing economy, is used as the study area. Nigeria stands to

benefit from ITS potentials if the developed package is put to use by urban transit operators.

The transportation challenges experienced in most Nigerian urban centers include traffic

congestion, inadequate provision of carriers for commuters in quantity and timeliness, poor

traffic management, poor condition of roads, attitudinal behavior of drivers, among others. The

situation calls for a very strong push by all stakeholders in the transportation sector to enhance

the service performance of transportation facilities using Intelligent Transportation System (ITS).

A study enumerated the hindrances militating against Nigeria in benefiting from ITS

potentials to include low level or total absence of either in-vehicle or facility based navigation

systems, electronic sensors, traffic surveillance and control, information gathering and

communication as well as traffic analytical computer hardware and software.

Finance and skilled manpower are the other important factors identified. The authors

were however of the opinion that considering the level of technological and technical

(manpower) capability and potentials of Nigeria, the country can begin to benefit from the

innovative ITS especially in the aspects relating to the Pre-trip Travel Information, Route

Guidance and Travelers Information subsystems and hence advocated for government and

private sector driven policies toward this objective. This paper reports a software package

developed for Advanced Public Transportation System.

Keywords: Road Design, Road Development system, Road Traffic, GPS, ITS, Captive

commuters, Advanced Road Transportation System, Automated Trip Scheduling, Digital Geographic Database.

Internal Guidance- Submitted By-

ASHISH BIRDARPATIL ABDUL AZIZ

(13QH1A0101)

7

INTRODUCTION

An important metric for economic growth of any country is its burgeoning vehicle ownership.

However, the indirect effect of vehicle ownership is acute traffic congestion. India has, in the

past decade, seen an astronomical increase in vehicle ownership and associated road blocks and

traffic snarls in its metropolitan cities. The variety of vehicles in India – two, three and four

wheelers, in addition to a large pedestrian population, complicates the situation. 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 infrastructure is constrained by space

availability and other logistic problems. There is, therefore, an urgent need to explore and

develop better traffic management options to ease traffic congestion Intelligent Transportation

Systems (ITS) is a tested route to mitigate traffic congestion problems. Advanced Road

Transportation System (ARTS) can be broadly defined as the use of technology for improving

transportation systems. The major objective of ARTS 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 ARTS can be schematically represented.

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 ARTS dates back to the 1970s, the first ARTS world

congress in Paris, in 1994, catalyzed the development and application of ARTS to develop and

improve the existing traffic control systems in many countries around the world. ARTS 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 to maximize driver safety and

mobility while improving environmental performance and focusing on deployment. ARTS

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.

The origin of the formal ARTS program dates back to the nineteen sixties with the

development of the Electronic Route Guidance System, or ERGS in the United States, to 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

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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.

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 ARTS.

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)”. 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 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.

Figure 1: Complexity of Traffic in India

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Figure 2: Broad Overview of ITS

Advanced Road Transportation Systems (ARTS) 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

Table 1: ITS Developments in Europe, USA and Japan at the turn of the century

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The most commonly used classification of ARTS is based on the positioning of the system as

given below.

Vehicle Level:

Technologies deployed within vehicles, including sensors, information processors and

displays that provides information to the driver.

Figure-3: Vehicle Level

Infrastructure Level:

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.

Figure-4: Infrastructure Level

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Cooperative Level:

Communication between vehicles, and between infrastructure and vehicles involving a

synergic combination of vehicle level and infrastructure level technologies.

Figure-5: Cooperative Level

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:

GPS enabled in-vehicle navigation systems.

Dynamic road message signs for real time communication of information on traffic

congestions, bottlenecks, accidents and alternate route information during road closures

and maintenance.

Figure 6: Examples of ATMS

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Figure 7: Examples of ATIS

Advanced Vehicle Control Systems (AVCS) are tools and concepts that enhance the

drivers control of the vehicle to make travel safer and more efficient. 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 reducing accident induced congestion. The

installation of high tech gadgets and processors in vehicles allow incorporation 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.

Figure 8: AVCS

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Commercial Vehicle Operations (CVO) comprises an ensemble of satellite navigation

system, a small computer and a digital radio, which can be used in commercial vehicles such as

trucks, vans, and taxis. This system affords constant monitoring of truck operations by the

central office and provides traceability and safety.

Figure-9: CVO

Advanced Public Transportation Systems (APTS) applies state-of-art transportation

management and information technologies to public transit systems to enhance efficiency of

operation and improve safety. It includes real- time passenger information systems, automatic

vehicle location systems, bus arrival notification systems, and systems providing priority of

passage to buses at signalized intersections (transit signal priority).

Figure -10: Digital announcement of transit arrival

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Advanced Rural Transportation Systems (ARTS) provide information about remote road

and other transportation systems. Examples include automated road and weather conditions

reporting and directional information. This type of information is valuable to motorists travelling

to remote or rural areas. This has been widely implemented in the United States and will be a

valuable asset to countries like India, where rural areas are widely distributed.

Figure-11: ARTS implemented in USA

Components of Advance Road Transportation System:

A Traffic Management Centre (TMC) is the hub of transport administration, where data

is collected, analysed and combined with other operational and control concepts to manage the

complex transportation network. It is the focal point for communicating transportation-related

information to the media and the motoring public, a place where agencies can coordinate their

responses to transportation situations and conditions. Typically, several agencies share the

administration of transport infrastructure, through a network of traffic operation centers. There

is, often, a localized distribution of data and information and the centers are adopt different

criteria to achieve the goals of traffic management. This inter-dependent autonomy in operations

and decision- making is essential because of the heterogeneity of demand and performance

characteristics of interacting subsystems.

The effective functioning of the TMC, and hence the efficiency of the ARTS, depend

critically on the following components:

Automated data acquisition.

Fast data communication to traffic management centres.

Accurate analysis of data at the management centres

Reliable information to public/traveler.

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LITERATURE REVIEW

This section discusses/describes the implementation status (state-of-art) of advances in

technologies as implemented in the public transportation industry. Many public transportation

agencies in the developed countries like US, Japan, Korea Britain, Canada, and a few in the

developing countries such as India, Indonesia, Brazil among others, have been applying

technological advancements to improve their services. An application which has been

successfully tested and deployed in ARTS is AVL tracking system in public transport buses.

There are currently four major types of navigation technology employed by Automatic Vehicle

Location systems which include GPS Satellite Location, Signpost and Odometer, Radio

Navigation and Location, and Dead-Reckoning systems. Many AVL systems, however, use a

combination of these technologies to compensate for the inherent shortcomings of using any one

individual technology.

AVL helps in automatically determining the geographic location of a vehicle along with

its speed. The real-time positional information of vehicles is delivered via telephone, touch

screen kiosk, internet through website, PDA/Mobile (SMS), and LED d isplay screen at bus

stations. The transmitted information may include both the prediction about arrival/departure

time and information about nature and cause of disruption, if any Analysis of the AVL system

data would give such information as idle times of vehicles, speed violation, non-completion of

trips, cancelation of trips, skipping of bus stops, etc. Benefits of AVL include improved fleet

management through better time management and optimum utilization of available fleet and

crew. State-of-the-art advances in GIS application as a component of ARTS have occurred in

several areas, with many regional and enterprise-wide GIS systems implemented by transit

agencies. GIS systems are used as tools for creating, managing, analyzing, and displaying spatial

data. Web-based maps and GIS applications are faster to develop and faster to use; their features

and appearances have also improved.

A growing number of agencies are incorporating multiple views of the spatial data, such

as showing the street network in line form, in remotely sensed images, or with the two combined.

Bus locations can also be displayed on GIS maps. In addition, LIDAR (Light Detection and

Ranging) data, which provides spatial data with x–y–z coordinates, is starting to be used in a few

transit applications. TriMet software for example is reported to have produced some of the most

progressive GIS applications in the US. ARTS as deployed in developed countries also include

Automatic Passengers Counters (APCs).

In APC treadle mats, horizontal or vertical infrared beams, or machine vision applications

record the time, location and number of boarding and alighting passengers (and thus passenger

load) at each stop and APC counts are used for service planning. Electronic (or automatic) fare

collection is done through efficient cashless passenger fare payment system, incorporating

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magnetic stripe fare cards or smartcards, fare validation devices, turnstiles, and ticket vending

machines. Fare collection can be on-board or off-board the bus.

Origin–destination survey:

Considering the nature of public transport system in the study area where the “request or

flag stop” bus stop system operates, there is the need to identify and determine the number and

locations of the terminals and consequently define the number of routes to be served by the

system. An origin–destination survey questionnaire was administered on a sampled commercial

commuting bus drivers and commuting passengers within the metropolis. The outcome of the

survey was used to develop a database of the origins and destinations of commercial commuting

bus drivers and commuters and to define the terminals used in the study. The terminals used in

the design of the software are the most prominent and patronized terminals. The terminals were

used in defining the routes.

Recent governmental activity in the area of ITS — is further motivated by an increasing

focus on homeland security. Many of the proposed ITS systems also involve surveillance of the

roadways, which is a priority of homeland security. Funding of many systems comes either

directly through homeland security organisations or with their approval. Further, ITS can play a

role in the rapid mass evacuation of people in urban centers after large casualty events such as a

result of a natural disaster or threat. Much of the infrastructure and planning involved with ITS

parallels the need for homeland security systems.

In the developing world, the migration from rural to urbanized habitats has progressed

differently. Many areas of the developing world have urbanised without significant motorisation

and the formation of suburbs. A small portion of the population can afford automobiles, but the

automobiles greatly increase congestion in these multimodal transportation systems. They also

produce considerable air pollution, pose a significant safety risk, and exacerbate feelings of

inequities in the society. High population density could be supported by a multimodal system of

walking, bicycle transportation, motorcycles, buses, and trains.

Other parts of the developing world, such as China, India and Brazil remain largely rural

but are rapidly urbanising and industrialising. In these areas a motorised infrastructure is being

developed alongside motorisation of the population. Great disparity of wealth means that only a

fraction of the population can motorise, and therefore the highly dense multimodal transportation

system for the poor is cross-cut by the highly motorised transportation system for the rich.

Intelligent transport 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 monitor

applications, such as security CCTV systems; and to more advanced applications that integrate

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live data and feedback from a number of other sources, such as parking guidance and

information systems; weather information; bridge de- icing (US deicing) systems; and the like.

Additionally, predictive techniques are being developed to allow advanced modelling and

comparison with historical baseline data. Some of these technologies are described in the

following sections.

Wireless communications:

Various forms of wireless communications technologies have been proposed for

intelligent transportation systems. Radio modem communication on UHF and VHF frequencies

are widely used for short and long range communication within ITS.

Short-range communications of 350 m 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.

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.

Auto Insurance companies have utilised ad hoc solutions to support eCall and behavioural

tracking functionalities in the form of Telematics 2.0.

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Computational technologies:

Recent advances in vehicle electronics have led to a move towards fewer, more capable

computer processors on a vehicle. A typical vehicle in the early 2000s would have between 20

and 100 individual networked microcontroller/Programmable logic controller modules with non-

real-time operating systems. The current trend is toward fewer, more costly microprocessor

modules with hardware memory management and real-time operating systems. The new

embedded system platforms allow for more sophisticated software applications to be

implemented, including model-based process control, artificial intelligence, and ubiquitous

computing. Perhaps the most important of these for Intelligent Transportation Systems is

artificial intelligence.

Floating car data/floating cellular data:

"Floating car" or "probe" data collected other transport routes. Broadly speaking, four

methods have been used to obtain the raw data:

1. Triangulation method:

In developed countries a high proportion of cars contain one or more mobile phones. The

phones periodically transmit their presence information to the mobile phone network, even when

no voice connection is established. In the mid-2000s, attempts were made to use mobile phones

as anonymous traffic probes. As a car moves, so does the signal of any mobile phones that are

inside the vehicle. By measuring and analysing network data using triangulation, pattern

matching or cell-sector statistics (in an anonymous format), the data was converted into traffic

flow information. With more congestion, there are more cars, more phones, and thus, more

probes. In metropolitan areas, the distance between antennas is shorter and in theory accuracy

increases. An advantage of this method is that no infrastructure needs to be built along the road;

only the mobile phone network is leveraged. But in practice the triangulation method can be

complicated, especially in areas where the same mobile phone towers serve two or more parallel

routes (such as a motorway (freeway) with a frontage road, a motorway (freeway) and a

commuter rail line, two or more parallel streets, or a street that is also a bus line). By the early

2010s, the popularity of the triangulation method was declining.

2. Vehicle re-identification:

Vehicle re- identification methods require sets of detectors mounted along the road. In this

technique, a unique serial number for a device in the vehicle is detected at one location and then

detected again (re- identified) further down the road. Travel times and speed are calculated by

comparing the time at which a specific device is detected by pairs of sensors. This can be done

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using the MAC addresses from Bluetooth or other devices,[4] or using the RFID serial numbers

from electronic toll collection (ETC) transponders (also called "toll tags").

3. GPS based methods:

An increasing number of vehicles are equipped with in-vehicle satnav/GPS (satellite

navigation) systems that have two-way communication with a traffic data provider. Position

readings from these vehicles are used to compute vehicle speeds. Modern methods may not use

dedicated hardware but instead Smartphone based solutions using so called Telematics 2.0

approaches.

4. Smartphone-based rich monitoring:

Smart phones having various sensors can be used to track traffic speed and density. The

accelerometer data from smart phones used by car drivers is monitored to find out traffic speed

and road quality. Audio data and GPS tagging of smart phones enables identification of traffic

density and possible traffic jams. This was implemented in Bangalore, India as a part of a

research experimental system Nericell.

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

Less expensive than sensors or cameras

More coverage (potentially including all locations and streets)

Faster to set up and less maintenance

Works in all weather conditions, including heavy rain

Sensing technologies:

Technological advances in telecommunications and information technology, coupled

with ultramodern/state-of-the-art microchip, RFID (Radio Frequency Identification), 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, i.e., Intelligent vehicle

technologies. Infrastructure sensors are indestructible (such as in-road reflectors) devices that are

installed or embedded in the road or surrounding the road (e.g., on buildings, posts, and signs), as

required, and may be manually disseminated during preventive road construction maintenance or

by sensor injection machinery for rapid deployment. Vehicle-sensing systems include

deployment of infrastructure-to-vehicle and vehicle-to-infrastructure electronic beacons for

identification communications and may also employ video automatic number plate recognition

or vehicle magnetic signature detection technologies at desired intervals to increase sustained

monitoring of vehicles operating in critical zones.

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Inductive loop detection:

Inductive loops can be placed in a roadbed to detect vehicles as they pass through the

loop'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 class of vehicles and the distance between

them. Loops can be placed in a single lane or across multiple lanes, and they wo rk with very

slow or stopped vehicles as well as vehicles moving at high speed.

Figure-12: Saw cut loop detectors for vehicle detection buried in the pavement at this

intersection as seen by the rectangular shapes of loop detector sealant at the bottom part of this

picture.

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 cameras is fed into processors that analyse 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 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

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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.

Bluetooth detection:

Bluetooth is an accurate and inexpensive way to measure travel time and make origin and

destination analysis. Bluetooth is a wireless standard used to communicate between electron

dresses from Bluetooth devices in passing vehicles. If these sensors are interconnected they are

able to calculate travel time and provide data for origin and destination matrices. Compared to

other traffic measurement technologies, Bluetooth measurement has some differences:

Accurate measurement points with absolute confirmation to provide to the second travel

times.

Is non- intrusive, which can lead to lower-cost installations for both permanent and

temporary sites.

Is limited to how many Bluetooth devices are broadcasting in a vehicle so counting and

other applications are limited.

Systems are generally quick to set up with little to no calibration needed.

Since Bluetooth devices become more prevalent on board vehicles and with more

portable electronics broadcasting, the amount of data collected over time becomes more accurate

and valuable for travel time and estimation purposes.

Audio detection:

It is also possible to measure traffic density on a road using the Audio signal that consists

of the cumulative sound from tire noise, engine noise, engine- idling noise, honks and air

turbulence noise. A roadside- installed microphone picks up the audio that comprises the various

vehicle noise and Audio signal processing techniques can be used to estimate the traffic state.

The accuracy of such a system compares well with the other methods described above.

Information fusion from multiple traffic sensing modalities:

The data from the different sensing technologies can be combined in intelligent ways to

determine the traffic state accurately. A Data fusion based approach that utilizes the road side

collected acoustic, image and sensor data has been shown to combine the advantages of the

different individual methods.

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Emergency vehicle notification systems

The in-vehicle eCall is generated either manually by the vehicle occupants or

automatically via activation of in-vehicle sensors after an accident. When activated, the in-

vehicle eCall device will establish an emergency call carrying both voice and data directly to the

nearest emergency point (normally the nearest E1-1-2 public-safety answering point, PSAP). The

voice call enables the vehicle occupant to communicate with the trained eCall operator. At the

same time, a minimum set of data will be sent to the eCall operator receiving the voice call.

The minimum set of data contains information about the incident, including time, precise

location, the direction the vehicle was traveling, and vehicle identification. The pan-European

eCall aims to be operative for all new type-approved vehicles as a standard option. Depending on

the manufacturer of the eCall system, it could be mobile phone based (Bluetooth connection to

an in-vehicle interface), an integrated eCall device, or a functionality of a broader system like

navigation, Telematics device, or tolling device. eCall is expected to be offered, at earliest, by

the end of 2010, pending standardization by the European Telecommunications Standards

Institute and commitment from large EU member states such as France and the United Kingdom.

The EC funded project Safe TRIP is developing an open ITS system that will improve

road safety and provide a resilient communication through the use of S-band satellite

communication. Such platform will allow for greater coverage of the Emergency Call Service

within the EU.

Figure-13: Congestion pricing gantry at North Bridge Road, Singapore.

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Figure-14: Automatic speed enforcement gantry or "Lombada Eletrônica" with ground sensors

at Brasilia, D.F.

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:

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 car pooling.

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 that identify vehicles violating HOV requirements

24

Variable speed limits:

Recently some jurisdictions have begun experimenting with variable speed limits that

change with road congestion and other factors. Typically such speed limits only change to

decline during poor conditions, rather than being improved in good ones. One example is on

Britain's M25 motorway, which circumnavigates London.

Figure-15: Example variable speed limit sign in the United States.

On the most heavily traveled 14-mile (23 km) section (junction 10 to 16) of the M25

variable speed limits combined with automated enforcement have been in force since 1995.

Initial results indicated savings in journey times, smoother- flowing traffic, and a fall in the

number of accidents, so the implementation was made permanent in 1997. Further trials on the

M25 have been thus far proven inconclusive. Collision avoidance systems Japan has installed

sensors on its highways to notify motorists that a car is stalled ahead.

25

Dynamic traffic light sequence:

A 2008 paper was written about using RFID for dynamic traffic light sequences. It

circumvents or avoids problems that usually arise with systems that use image processing and

beam interruption techniques. RFID technology with appropriate algorithm and database 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

showed the dynamic sequence algorithm could adjust itself even with the presence of some

extreme cases. The paper said the system could emulate the judgment of a traffic police officer

on duty, by considering the number of vehicles in each column and the routing proprieties.

Cooperative systems on the road:

Communication cooperation on the road includes car-to-car, car-to-infrastructure, and

vice versa. Data available from vehicles are acquired and transmitted to a server for central

fusion and processing. These data can be used to detect events such as rain (wiper activity) and

congestion (frequent braking activities).

The server processes a driving recommendation dedicated to a single or a specific group

of drivers and transmits it wirelessly to vehicles. The goal of cooperative systems is to use and

plan communication and sensor infrastructure to increase road safety. The definition of

cooperative systems in road traffic is according to the European Commission.

Road operators, infrastructure, vehicles, their drivers and other road users will cooperate

to deliver the most efficient, safe, secure and comfortable journey. The vehicle-vehicle and

vehicle- infrastructure co-operative systems will contribute to these objectives beyond the

improvements achievable with stand-alone systems.

ITS World Congress is an annual trade show to promote ITS technologies. ERTICO– ITS

Europe, ITS America and ITS Asia Pacific sponsor the annual ITS World Congress and

exhibition. Each year the event takes place in a different region (Europe, Americas or Asia-

Pacific). The first ITS World Congress was held in Paris in 1994.

26

METHODOLOGY

Numerous ITS applications have been developed by various organizations/institutions around the

globe and tailored to offer transportation solution to meet their specific needs. In developed

countries, road operators have become dependent on ITS for not only congestion and demand

management, but also for road safety and improved infrastructure.

ITS employ modern communication, computer and sensor technology directly, and are also

enabled indirectly by developments in materials technology and operations research, including

network analysis and risk assessment. The vastness of the playing field makes the ITS a

cooperative effort between the public sector, private sector, and academia. There is substantial

emphasis on the central and critical role of local public-sector partnership with knowledge input

from academic circles. Substantial changes have been made in the core competencies and

perspective of these organizations and relationships for developing programmes towards a

successful ITS.

In the public sector front, ITS are built on regional and national architecture to suit the specific

region. On the private side, new technologies are fuelled by the consumer market. Advances in

communication and Information technology have assisted the integration of the vehicle with the

infrastructure, an essential requirement of the systemic nature of ITS. ITS fall within the

framework of cyber-physical systems due to the intimate interaction between physical systems

(vehicles) and a distributed information gathering and dissemination infrastructure (wired and

wireless networks, sensors, processors, and the accompanying software).

Developments in ITS are driven strongly by socio-economic needs, and environmental demands.

A research report titled “Intelligent Transportation Systems: A Global Strategic Business

Report”, published by Global Industry Analysts, Inc., provides a comprehensive review of

trends, product developments, mergers, acquisitions and other strategic industry activities within

the domain of ITS. According to this report, the global market for intelligent transportation

systems (ITS) is projected to reach US $18.5 billion by 2015. The United States of America has

the largest regional market for ITS, accounting for a share of almost 40% of global revenue

generated. The market for ITS is promising in the Asia-Pacific and Latin American regions as

well and is driven by rapid infrastructure developments. Among the various programmes of the

ITS worldwide, advanced traffic management holds the largest demand followed by electronic

toll collection systems.

Some implementations of ARTS around the world are described in the following sections

1. UNITED STATES OF AMERICA

Organizations such as the American Association of State Highway & Transportation

Officials, the American Public Transportation Association and the Intelligent Transportation

Society of America (ITS America) partnered with the U.S. Department of Transportation and

27

developed the Telephonic Data Dissemination scheme with the designation of a nationwide 3-

digit telephone number (511) to disseminate current information about travel conditions,

allowing travelers to make better choices - choice of time, choice of mode of transportation,

choice of route. The IntelliDriveSM is a multimodal initiative that leverages on wireless

technology to enable communications among vehicles, the infrastructure, and passengers

personal communication system.

Figure-16: Vision of IntelliDriveSM

Next Generation 9-1-1 initiative is aimed at extending the current emergency 9-1-1

system to establish public emergency communications services through all forms of

communication media. The Cooperative Intersection Collision Avoidance Systems initiative is a

partnership between US-DoT, automobile manufacturers and State and local departments of

transportation aimed at developing an optimised combination of autonomous-vehicle,

autonomous- infrastructure and cooperative communication systems that can address the full set

of intersection crash problems.

In USA, Congestion is typically caused by a variety of natural and artificial situations, as

shown here.

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The Congestion Initiative seeks to mitigate the problem through strategic planning.

Figure-17: Common Causes for Congestion

2. JAPAN

ARTS in Japan was formalised around the middle of the last decade. This period, called

the initial stage of ARTS, started the use of in-vehicle navigation systems and electronic toll

collection.

The second phase (2005) built on the discoveries and developments of Phase I efforts,

provided more extensive and accurate public transport information for optimization of travel

time and convenience.

Core areas of development included rapid emergency and rescue activities, establishment

of public transport organizations as part of the ARTS and improvement of information services

to improve the convenience of transportation.

The ARTS efforts in Japan collates improvements in the following fields-

Advances in Navigation Systems Support for Public Transport

Electronic Toll Collection

Increasing Efficiency in

Commercial

Assistance for Safe Driving

Vehicles

Optimization of Traffic Management Support for Pedestrians

Increasing Efficiency in Road Support for Emergency Operations

29

The vehicle ID was used to measure travel time between road-side equipment. The

implemented CAS comprised the following five subsystems:

Route guidance subsystem (RGS)

Driving information subsystem (DIS)

Traffic incident information subsystem (TIS)

Route display board subsystem (RDB)

Public service vehicle priority subsystem (PVP).

Figure-18: Essential features of the CACS

Figure-19: Results of 2006 survey by Cross Marketing Inc.

Today, Japan uses the largest number of navigation systems in its vehicles. According to a

survey in 2006 by Cross Marketing Inc., more than 50% of Japanese cars use advanced

navigation systems.

30

Figure-20: Coverage of Information Service of AMTICS

The Advanced Mobile Traffic Information and Communication System (AMTICS) was

concurrently developed by Japan Traffic Management and Technology Association under the

suggestion of the National Police Agency. It is an integra ted traffic information and navigation

system that displays on screen in each vehicle, traffic information gathered at Traffic Control and

Surveillance Centres managed by the police in 74 cities of Japan.

The Universal Traffic Management System UTMS is another system that has been

implemented in Japan by the National Police Agency since 1993 to provide drivers with real

time traffic and guidance information [Figure 25]. The goal of UTMS is effective management

of traffic flow. Two-way infrared beacons are used for both monitoring and communication

activities

Figure-21: Organisation of UTMS

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The PReVENT programme integrates a number of safety functions in order to create a safety belt

around the vehicle.

Figure-22: Features of PReVENT

The public transportation buses in London are being slowly converted to hybrid vehicles. It is

being planned that all new buses entering service after 2012 will be hybrid powered.

Figure-23: Hybrid double decker bus in London

3. MIDDLE EAST

Inspired by the traffic efficiency and safety in European roads due to the introduction of

ARTS, the Middle East, whose transportation sector is expanding faster than anywhere else in

the world, has begun introducing and implementing ARTS systems since las t decade. The

32

flagship conference of the ARTS-Arab Organisation, focusing on ARTS issues and required

developments in the Middle East was held during December 2006 in Dubai.

Several integrated approaches are being implemented to achieve ARTS in Dubai, such as

constructing new roads and interchanges, promoting public transportation, and enhancing road

network. The ARTS project by the Dubai Municipality has been working on this project since

Mid 2002, and the project has currently reached the tendering stage, having successfully

completed planning, study, preliminary design, and final design phases.

The ARTS is designed such that the municipality is automatically alerted of incidents on its

roadways by a combination of real- time traffic flow information via 63 freeway monitoring

stations. Point detection using radar sensors and wide area detection using video image

processing are expected to be installed, particularly along bridges, within tunnels, and at key

interchanges. Stations are designed to be non-pavement intrusive, for easy maintenance and

relocation if necessary.

The ITS is designed such that once an incident is detected and verified, a software will

search through the response planning bank and will recommend to the operator the best way to

deal with the incident. The municipality is also slated to rebuild the existing Traffic Control

Centre to a State of Art Comprehensive Traffic Management Centre.

Dubai Municipality started the implementation phase I for project ARTS Dubai, which is

considered to be the first comprehensive ARTS project in the Middle East, and one of the most

sophisticated ARTS projects currently being implemented in the world. This ARTS is expected

to serve a rapidly growing population and the potential for phenomenal economical growth has

attracted investors and businesses from all over the world.

Figure-24: State-of-Art Traffic Control Centre

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The system will be capable of conducting hundreds of complicated tasks simultaneously.

Some of the tasks that will be handled are:

Advising motorists ahead of a traffic jam to alter routes

Diverting traffic safely and with least inconvenience, away from accident induced

blocked lanes.

Automatic moderation of speed limits during incidents or congestions.

Implementation pre approved and tested plans jointly with Police Department and

Establishing easy of and rapid approach to accident locations and hospitals during

incidents.

Prioritising signals to support traffic incidents and civil defence vehicles.

Handling equipment to guarantee reaching injured drivers and passengers as soon as

possible.

Automating traffic management plans to reduce congestion during special events.

Figure-25: Bilingual Traffic Signs

Figure-26: Lane Control Signals

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Relevant traffic related information is provided to the drivers through LED-based

Dynamic Message Signs “DMS” that are located upstream of decision points. State-of-the-art

graphical information with concise English and Arabic text are designed.

Nearly 300 real time lane use control signals and speed control signals are being installed

along critical segments and bridges and tunnel approaches.

4. INDIA

The ARTS program in India is aimed at ensuring safe, affordable, quick, comfortable, reliable

and sustainable access for the growing urban and rural population to jobs, education, recreation

and such other needs. A few ARTS applications have been introduced in India in metropolitan

cities like New Delhi, Pune, Bangalore, Chennai etc. focusing on stand-alone deployments of

area-wide signal control, parking information, advanced public transportation, toll collection etc.

However, all of these are small scale pilot studies limited to major cities and are in the beginning

stage of deployment. Thus, at present, there are no exhaustive fully developed ITS applications

with traffic management centers in India.

A brief description of some of the existing applications of ARTS is given below:

Trial of advanced Traffic Management System (Tamil Nadu, Sep 2009)

This involved a trial run of the fully automated Traffic Regulatory Management System

(TRMS), involving usage of surveillance cameras in the city of Chennai. This project involved

installing sophisticated cameras, wireless towers and poles, under the Rs. 3-crore-State

government-funded project. Automatic Number Plate Reader (ANPR) cameras were installed in

28 out of 42 vantage points in the city, while „Pan Tilt Zoom‟ (PTZ) cameras were deployed in

10 out of 12 busy junctions identified. The traffic police also plan to install 40 CCTV cameras at

various junctions. This is to warn motorists who blatantly violate rules and monitor traffic on

arterial roads during peak hours.

Figure-27: TRMS in Chennai

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Automated Traffic Control (ATC):

ATC has been setup in many cities in India including Delhi, Pune, Mumbai etc.

Mumbai:

The Area Traffic Control Project of the Mumbai Traffic Control Branch focused on

synchronising major junction and was implemented through the Mumbai Metropolitan Region

Development Authority (MMRDA) and Municipal Corporation of Greater Mumbai (MCGM)

with financial aid from World Bank. Modern gadgets such as Speed Check Guns and Multi

Radar C comprising Smart Cameras, Radar sensor, Screen, Manual control unit, Flash generator,

Flash light, Power Box and Tripod were used in this project.

Chennai:

The Chennai traffic police set up the city‟s first Automatic Traffic Control (ATC) system

at 26 major traffic signals around the new secretariat complex. The system monitors and

regulates traffic without any manual intervention and helps police regulate VIP routes. The ATC

is designed to be capable of changing signal duration in accordance with the volume of the traffic

by analysing the number of vehicles at three adjoining junctions and synchronising the signals.

Manual intervention if required is designed to be performed from the control room. A VIP

movement can be managed by creating a green corridor by automatically synchronising the

signals along the VIP route.

Figure-28: ATC in Pune

ATIS:

The objective is to inform road-users of latest traffic updates and better management of

traffic. SMS, internet and radio have been employed for updates. The update protocols in a few

Indian cities are as follows

36

a. Bangalore and Hyderabad

This project provides a platform for the public to check the real time traffic situation at

important junctions and arterial roads, through the net. Real time images of traffic at busy

junctions are available. It covers 40 busy traffic junctions and the informations are updated every

15 seconds.

To keep commuters informed about traffic congestion and bottlenecks in real time,

Bangalore Traffic Police have made arrangements to send SMS. The facility is available free of

cost to all those who register for it. Everyday two SMS will be sent during morning and evening

peak hours to the subscribers, indicating congestion points and bottle necks. In addition, reasons

and alternatives will also be communicated. Additional messages will be sent whenever there are

man-made disruptions in traffic like agitations, serious accidents etc.

Delhi

The Traffic People‟ (April 2009):

The Traffic People‟ provides real time traffic updates to residents in the Delhi – NCR

region. It gives time-to-time information on traffic situations through websites. Latest

information on traffic jams, processions or rallies resulting in slow vehicular movement and on

any sort of diversion can be obtained from the website. As of now it provides updates only

during peak hours during mornings and evenings, but will expand coverage as need arises. They

also share traffic updates with radio channels that makes it possible to reach a broader audience.

An SMS alert subscription costs about Rs. 99/- per month.

Figure 29: Real-time Traffic information available online

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Advanced Public Transportation System APTS:

One application implemented in APTS area is GPS vehicle tracking system in public

transport buses (Bangalore, Chennai, Indore) to monitor vehicle routing and frequency so that

passengers do not have to wait long hours for a bus. The objective is to provide Global

Positioning System based passenger information system to help passengers utilise their waiting

time at bus stops more efficiently as well as to reduce the uncertainty and associated frustrations.

Display boards with high quality light emitting diode in wide -view angle are provided at bus

stops so that passengers can read the information. It displays the number and destination of the

approaching bus, expected time of arrival, and messages of public interest.

Figure-30: Electronic display at the Metropolitan Bus Stand in Chennai

Bus Rapid Transport (BRT):

Bus Rapid Transit (BRT) systems are viable alternatives to traditional light rail public

transport. Instead of a train or metro rail, BRT systems use buses to ply a dedicated lane that runs

lengthwise along the centre of the road. At specific locations, passengers can embark or

disembark at conveniently located stations, which often feature ticket booths, turnstiles, and

automatic doors. Studies have shown that a BRT is not only cheaper to build, but is also

profitable for bus owners to operate and relatively inexpensive for commuters to use. The cities

selected for implementing BRT include Ahmedabad, Pune, Rajkot, Bhopal, Indore,

Visakhapatnam, Vijaywada and Jaipur.

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DESIGN ANALYSIS

The township transportation network constituted the study area. The city’s public transportation

system is largely dominated by 14-seater capacity buses that ply designated routes (from a

terminal to another). Each bus queues up at the terminal and only departs the terminal when it is

filled to capacity i.e., their departures are not scheduled. Also, the “request or flag stop” bus stop

system operates in the city as there are no scheduled stops along operated bus routes. The bus

will only stop to allow boarding or alighting if requested. ARTS as deployed in developed

countries also include Automatic Passengers Counters (APCs). In APC treadle mats, horizontal

or vertical infrared beams, or machine vision applications record the time, location and number

of boarding and alighting passengers (and thus passenger load) at each stop and APC counts are

used for service planning. Electronic (or automatic) fare collection is done through efficient

cashless passenger fare payment system, incorporating magnetic stripe fare cards or smartcards,

fare validation devices, turnstiles, and ticket vending machines. Fare collection can be on-board

or off-board the bus.

Designing procedure:

Data collection

Road network

The map of the road network of Ilorin metropolis was digitized and the major bus

terminals labeled appropriately.

Origin–destination survey

Considering the nature of public transport system in the study area where the “request or

flag stop” bus stop system operates, there is the need to identify and determine the number and

locations of the terminals and consequently define the number of routes to be served by the

system. An origin–destination survey questionnaire was administered on a sampled commercial

commuting bus drivers and commuting passengers within the metropolis. The outcome of the

survey was used to develop a database of the origins and destinations of commercial commuting

bus drivers and commuters and to define the terminals used in the study. The terminals used in

the design of the software are the most prominent and patronized terminals. The terminals were

used in defining the routes.

Vehicle departure time survey

Vehicle departure time survey was carried out for three consecutive days on two of the

routes used in the study. The purpose was to determine the movement patterns of the commercial

buses along the selected routes and to quantify the number of buses and departure schedules that

will meet the demands of the commuting community.

39

Data on the departure times of the commuting buses from the terminals were collected for

three days on two of the routes, namely Route 1 which is the link from Unilorin P.S Terminal to

Challenge Bus Terminal and Route 2 which is the link from Post Office Terminal to Oja Oba

Terminal. The survey focused on bus traffic alone. The 12-h day survey commenced at 7:00 am

and ended at 7:00 pm.

Software development:

The application software was written using the Visual Basic 6 programming language.

The object-oriented approach of the programming was used instead of the structural

programming approach. The advantage of this approach is that it offered higher portability, faster

code execution, and fewer code lines. Microsoft ADODC control was used for the database. This

was chosen for its superior database handling capabilities and also the high integration with

Structured Query Language (SQL). The data were produced in Microsoft Access before being

transferred into the Microsoft ADODC.

Figure -31: Program flow chart.

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Results

Data

Terminals and travel routes

Fourteen terminals were identified in the study based on the origin–destination survey

and are as listed below. The terminals were used to define the routes to be serviced by the

developed software; a travel route being a link between two terminals. Consequent upon the

identification of the terminals, sixty travel routes were identified.

The terminals are:

Offa Garage Bus Terminal.

Oja Oba Bus Terminal.

Dam Bus Terminal.

Tipper Garage Bus Terminal.

Unilorin (P.S) Bus Terminal.

Geri Alimi Bus Terminal.

Unilorin (mini campus) Bus Terminal.

Airport Bus Terminal.

Gaa Akanbi Bus Terminal

Taiwo Oke Bus Terminal.

Pipeline Bus Terminal.

Post Office Bus Terminal.

Challenge Bus Terminal.

Unity Bus Terminal.

Basin Bus Terminal.

Tanke junction Bus Terminal.

Fate Bus Terminal.

Departure time survey:

On Route 1 which is from Unilorin P.S Terminal to Challenge Bus Terminal, a total of

122, 116, and 122 trips were recorded on day 1, day 2, and day 3, respectively, while on Route 2

which is from Post Office Terminal to Oja Oba Terminal, 63, 70, and 64 trips were recorded on

day 1, day 2, and day 3, respectively. Extract of the obtained data from the departure time survey

are given in Table 1 for the first five trips on each of the 3 days of the survey for Route 1 and

Route 2, respectively.

41

Table 1- Departure times of buses on Route 1 (Unilorin P.S Terminal to Challenge Bus Terminal) for the first five trips of the 3 days of survey.

Trip number Dept. time

day 1

Dept. time

day 2

Dept. time

day 3

1

7.05 am 7.08 am 7.00 am

2

7.10 am 7.13 am 7.08 am

3

7.22 am 7.27 am 7.20 am

4 7.32 am 7.39 am 7.29 am

5 7.44 am 8.00 am 7.40 am

The approach described above is used to determine and generate the data on the required number

of buses and their departure schedule that will be adequate to meet the demand of the commuting

community along the remaining routes.

Software development

Program objectives:

The program achieved the following objectives:

It displays the map of Ilorin metropolis (service area) to the trip makers/scheduler who

books trip online. In the software package, the trip maker defines the route on which the travel is

intended by selecting the origin and the destination. The program:

Automates trip assignment process within few seconds by assigning the booked trips to

available bus on that route at the specified time.

Provides a reliable means of confirming the availability of vehicles or carrier on a

particular route at any given period by matching the demand for bus with availability of

bus in the pool at the time.

Keeps a comprehensive historic record for the bookings, which the Operators can analyze

for future trip schedule planning.

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Application of developed package

The home page:

The date and the time of the computer system must be in correct settings before the

operations can work. The “home page” has four command buttons namely:

Book trip/view map.

Setting.

Passenger list and

Exit button.

These buttons would allow both the scheduler/operator and the trip marker/client

navigate to any part of the software depending on the required operation.

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Book trip/view map page:

It is designed in a very simple way, so that scheduler can interact with the system without

the assistance of a tutor. The top right-hand corner of the screen displays the map of the Ilorin

metropolis and environs. A key is provided on the map to guide both client and operator.

Textbox is also located at the top right-hand corner of the map to display the bus terminals or the

notable places highlighted by the cursor. The client can click on any of the bus terminals, which

must be his origin to display a list of trip schedules available from that terminal to every other

terminal within the metropolis at a given period. The trip schedules are displayed at the bottom

left-hand quarter of the screen from which the client can select his choice of trip.

Figure-32: Book trip and view map page.

Alternatively, the client can select his origin from the drop down menu with the caption

“select your source station” located at the top left corner of the screen to accomplish the same

task explained above. Below this menu, there is another menu with caption “select your trip

date” where the client can choose the trip date. However, the time and date selected must be

reasonable i.e., it must not be for a past time and you cannot book for more than two weeks

ahead.

44

Directly below the map is another frame containing a drop down menu where yo u can

select the numbers of passengers you intend to book. This displays a number of dialog boxes

where you can fill in the names, age and sex of passengers depending on the number selected;

however, the maximum number of passengers you can book at a time is four. At the end of the

whole process, “Enter” button is clicked to confirm if your booking is successful. The window

displaying a successful booking. From this page or the “Home page,” you can go to another page

called “Passenger list.”

Figure-33: Window showing a successful booking.

The number of trips a particular vehicle has made with dates and time can be determined

from the database. In addition, the list of passengers and every other information about them can

be obtained from the record. The information include the name of passenger, age, sex, trip made,

trip date, trip time as well as the bus registration number. These can be achieved by browsing the

“Search by” dialog box located.

45

The settings:

The database on which the operations of the whole system rely is called the “Settings.” It

is simply the brain box of the whole design. It is on this page the system accesses any

information displayed to the client. A printed copy of part of the database is shown in the above

figure. The flexibility of this page cannot be over emphasized. It has unlimited number of rows

and columns, so that additional information can be provided by the operators depending on the

situation at hand. The flexibility property makes it easy for the operators to update the system.

The information supplied in the database includes the trip origin, trip destination, trip

tariff, departure time (T) and bus registration number (B). Lastly, the database has a password, so

that it is not accessible to unauthorized persons.

Discussion:

The introduction of Advanced Road Transportation System (ARTS) technology has

demonstrated the efficiency of the operation of a surface transportation system in the following

areas:

Full automation of vehicle scheduling and trip reservation functions that utilize

technologies such as Automated Trip Scheduling System (ATSS) in combination with

Digital Geographical Data base (DGD). This can help transit agencies to increase the

percent of shared rides, achieve efficient utilization of vehicle and driver resources and

reduce the operating costs by reducing vehicle dead heading. This is possible only when

the bus ride demand is adequately documented so that optimum number of buses would

be allowed to ply a route.

The commuters too would make self available at the bus terminals only and strictly on

schedule after his booking has been confirmed successful. The unnecessary waiting time

at the bus stops would be eliminated and both commuters and the drivers would enjoy

better management of their times.

The ATSS technology automates many aspects of trip reservation which enhances the

service quality to transit users (commuters). For example, customers are able to book

rides with the transit agency more easily and reliably, well ahead of the actual time of the

trip. The critical information of whether vehicles are available and the operating bus

departure headways are helpful ITS framework for an urban trip making network.

Furthermore, workload of schedulers or operator could be significantly reduced as ATSS

is capable of providing all desired information such as trip schedules, transportation fare,

and availability of carriers at their finger tips while booking ride requests. Desired

information on the screen in a timely manner as well as the headways a t particular times

of the day are also available.

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Advanced Transit System keeps a comprehensive historic record of bookings, vehicle

trips, etc. which the operators can analyze for proper administration of the system and

future trip schedule planning and estimation of revenue for the operation of commuting

vehicles in a fleet.

The following are however the limitations of the developed ATSS software-

The software cannot handle more than thirty trip schedules for a given route in a day.

The DGD highlights only the origin when a given route is selected.

The software only reflects journeys from one terminal to another.

Recommendations:

The benefits derivable from the implementation of developed Advanced Road

Transportation System software (ARTS) include the follows:

It reduces commuters waiting time at bus terminals, automates trip booking thus assuring

a passenger of the availability of a bus and keeps an inventory of passengers and trips

made by commuters and the vehicles (carriers).

The DGD allows maps of the service area to be displayed to the scheduler/operator and

the commuters/clients on computer screen.

APTS can be more efficiently operated with the availability of Automated Vehicle

Location Equipment (AVLE). In case of a trip cancelation as a result of traffic incident

such as vehicle breakdown, it would be easy to alter the ATSS-built trip plans for the

vehicle in-real-time with AVLE as AVLE provides real-time information about the

vehicle location and status. Efforts should be made by Governments of developing

nations to establish industries, which will develop necessary technology to produce AVL

equipment to enhance transportation services.

Governments of developing nations should encourage and provide incentives for

demonstration of projects with the APTS technology in various localities and under

differing conditions so as to advance the use of such systems in the country.

47

CONCLUSION

The rapidly increasing vehicle population in India, spurred by the population boom and

economic upturn lays a critical burden on traffic management in the metropolitan cities and

towns of the country. While India has already made a foray into intelligent transport systems in

organizing traffic, more extensive and urgent integration of advanced technology and concepts

into mainstream traffic management is imperative. The adoption of location and information

based technologies into vehicles, infrastructure, traffic management and traveller information

services have shown dramatic improvements in the safe, and efficient mobility of people and

freight in USA, European nations, UK, Japan, Middle East and Canada. ITS is still in its infancy

in India, with decision-makers, key planners and agencies still in the process of understanding its

potential.

India‟s ITS cannot be entirely modelled on the existing successful ITS of other nations

due to basic cultural, geographic and practical differences amongst the countries. The existing

concepts have to be thoroughly understood in order to modify them to fit the Indian traffic

scenario. The design of an intensive ITS program hinges on the following developments:

The development and implementation of advanced technologies is important to the

successful management and operation of ITS in India. These technologies include electronic

equipments such as sensors, detectors and communication devices and application of global

navigation satellite system (GNSS). This in turn hinges on cooperative work between the

Government, academic research institutions, and industry.

A proper understanding of the traffic system is important in the successful

implementation of any reliable ITS systems for advance road transporting. The existing models,

developed for the western traffic conditions may not be suitable for the Indian traffic and hence

there is a need to modify or develop models that can characterize the Indian traffic in a better

way. Seamless interconnectivity of the various branches of the transportation sector is essential

to provide effective, efficient and secure movement of goods and services while improving the

conservation of natural resources and reducing environmental impacts such as the effects of

carbon emissions.

Human skills are important to ensure the development of seamless transportation

systems. Given the population density of India and the varied skill sets available in the country,

the ability of the work force to develop, manage and It is vital to plan key initiatives and

activities which advance and improve the development and use of ITS in India.

These include activities addressing the Global Navigation Satellite System (GNSS),

encouragement of international standards development through liaison with the International

Organization for Standards, work force development/training, and improved supply chain

management processes in a sustainable fashion.

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REFERENCES

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