INTELLIGENTE TRANSPORT SYSTEMEN ITS EN VERKEERSVEILIGHEID

This report discusses Intelligent Transport Systems (ITS). This generic term is used for a broad range of information-, control- and electronic technology that can be integrated in the road infrastructure and the vehicles themselves, saving lives, time and money bymonitoring and managing traffic flows, reducing conges-tion, avoiding accidents, etc. Because this report was written in the scope of the Policy Research Centre Mobility & Public Works, track Traffic Safety, it focuses on ITS systems from the traffic safety point of view. Within the whole range of ITS systems, two categories can be distinguished: autonomous and cooperative systems. Autonomous systems are all forms of ITS which operate by itself, and do not depend on the cooperation with other vehicles or supporting infrastructure. Example applications are blind spot detection using radar, electronic stability control, dynamic traffic management using variable road signs, emergency call, etc. Cooperative systems are ITS systems based on communication and cooperation, both between vehicles as between vehicles and infrastructure. Example applications are alerting vehicles approaching a traffic jam, exchanging data regarding hazardous road conditions, extended electronic brake light, etc. In some cases, autonomous systems can evolve to autonomous cooperative systems. ISA (Intelligent Speed Adaptation) is an example of this: the dynamic aspect as well as communication with infrastructure (eg Traffic lights, Variable Message Sign (VMS)...) can provide additional road safety. This is the clear link between the two parts of this report. The many ITS applications are an indicator of the high expectations from the government, the academic world and the industry regarding the possibilities made possible by both categories of ITS systems. Therefore, the comprehensive discussion of both of them is the core of this report. The first part of the report covering the autonomous systems treats two aspects: 1. Overview of European projects related to mobility and in particular to road safety 2. Overview for guidelines for the evaluation of ITS projects. Out of the wide range of diverse (autonomous) ITS applications a selection is made; this selection is focused on E Safety Forum and PreVENT. Especially the PreVent research project is interesting because ITS-applications have led to a number of concrete demonstration vehicles that showed - in protected and unprotected surroundings- that these ITS-applications are already technically useful or could be developed into useful products. The component “guidelines for the evaluation of ITS projects” outlines that the government has to have specific evaluation tools if the government has the ambition of using ITS-applications for road safety. Two projects -guidelines for the evaluation of ITS projects- are examined; a third evaluation method is only mentioned because this description shows that a specific targeting of the government can be desirable : 1. TRACE describes the guidelines for the evaluation of ITS projects which are useful for the evaluation of specific ITS-applications. 2. FITS contains Finnish guidelines for the evaluation of ITS project; FIS is an adaptation of methods used for evaluation of transport projects. 3. The third evaluation method for the evaluation of ITS projects is developed in an ongoing European research project, eImpact. eImpact is important because, a specific consultation of stake holders shows that the social importance of some techniques is underestimated. These preliminary results show that an appropriate guiding role for the government could be important. In the second part of this document the cooperative systems are discussed in depth. These systems enable a large number of applications with an important social relevance, both on the level of the environment, mobility and traffic safety. Cooperative systems make it possible to warn drivers in time to avoid collisions (e.g. when approaching the tail of a traffic jam, or when a ghost driver is detected). Hazardous road conditions can be automatically communicated to other drivers (e.g. after the detection of black ice or an oil trail by the ESP). Navigation systems can receive detailed real-time up-dates about the current traffic situation and can take this into account when calculating their routes. When a traffic distortion occurs, traffic centers can immediately take action and can actively influence the way that the traffic will be diverted. Drivers can be notified well in advance about approaching emergency vehicles, and can be directed to yield way in a uniform manner. This is just a small selection from the large number of applications that are made possible because of cooperative ITS systems, but it is very obvious that these systems can make a significant positive contribution to traffic safety. In literature it is estimated that the decrease of accidents with injuries of fatalities will be between 20% and 50% . It is not suprising that ITS systems receive a lot of attention for the moment. On an international level, a number of standards are being established regarding this topic. The International Telecommunications Uniont (ITU), Institute for Electrical and Electronics Engineers (IEEE), International Organization for Standardization (ISO), Association of Radio Industries and Business (ARIB) and European committee for standardization (CEN) are currently defining standards that describe different aspects of ITS systems. One of the names that is mostly mentioned in literature is the ISO TC204/WG16 Communications Architecture for Land Mobile environment (CALM) standard. It describes a framework that enables transparent (both for the application and the user) continuous communication through different communication media. Besides the innumerable standardization activities, there is a great number of active research projects. On European level, the most important are the i2010 Intelligent Car Initiative, the eSafety Forum, and the COMeSafety, the CVIS, the SAFESPOT, the COOPERS and the SEVECOM project. The i2010 Intelligent Car Initiative is an European initiative with the goal to halve the number of traffic casualties by 2010. The eSafety Forum is an initiative of the European Commission, industry and other stakeholders and targets the acceleration of development and deployment of safety-related ITS systems. The COMeSafety project supports the eSafety Forum on the field of vehicle-to-vehicle and vehicle-to-infrastructure communication. In the CVIS project, attention is given to both technical and non-technical issues, with the main goal to develop the first free and open reference implementation of the CALM architecture. The SAFEST project investigates which data is important for safety applications, and with which algorithmsthis data can be extracted from vehicles and infrastructure. The COOPERS project mainly targets communication between vehicles and dedicated roadside infrastructure. Finally, the SEVECOM project researches security and privacy issues. Besides the European projects, research is also conducted in the United States of America (CICAS and VII projects) and in Japan (AHSRA, VICS, Smartway, internetITS). Besides standardization bodies and governmental organizations, also the industry has a considerable interest in ITS systems. In the scope of their ITS activities, a number of companies are united in national and international organizations. On an international level, the best known names are the Car 2 Car Communication Consortium, and Ertico. The C2C CC unites the large European car manufacturers, and focuses on the development of an open standard for vehicle-to-vehicle and vehicle-to-infrastructure communications based on the already well established IEEE 802.11 WLAN standard. Ertico is an European multi-sector, public/private partnership with the intended purpose of the development and introduction of ITS systems. On a national level, FlandersDrive and The Telematics Cluster / ITS Belgium are the best known organizations. Despite the worldwide activities regarding (cooperative) ITS systems, there still is no consensus about the wireless technology to be used in such systems. This can be put down to the fact that a large number of suitable technologies exist or are under development. Each technology has its specific advantages and disadvantages, but no single technology is the ideal solution for every ITS application. However, the different candidates can be classified in three distinct categories. The first group contains solutions for Dedicated Short Range Communication (DSRC), such as the WAVE technology. The second group is made up of several cellular communication networks providing coverage over wide areas. Examples are GPRS (data communication using the GSM network), UMTS (faster then GPRS), WiMAX (even faster then UMTS) and MBWA (similar to WiMAX). The third group consists of digital data broadcast technologies such as RDS (via the current FM radio transmissions, slow), DAB and DMB (via current digital radio transmissions, quicker) and DVB-H (via future digital television transmissions for mobiledevices, quickest). The previous makes it clear that ITS systems are a hot topic right now, and they receive a lot of attention from the academic world, the standardization bodies and the industry. Therefore, it seems like that it is just a matter of time before ITS systems will find their way into the daily live. Due to the large number of suitable technologies for the implementation of cooperative ITS systems, it is very hard to define which role the government has to play in these developments, and which are the next steps to take. These issues were addressed in reports produced by the i2010 Intelligent Car Initiative and the CVIS project. Their state of the art overview revealed that until now, no country has successfully deployed a fully operational ITS system yet. Seven EU countries are the furthest and are already in the deployment phase: Sweden, Germany, the Netherlands, the United Kingdom, Finland, Spain and France. These countries are trailed by eight countries which are in the promotion phase: Denmark, Greece, Italy, Austria, Belgium,Norway, the Czech Republic and Poland. Finally, the last ten countries find themselves in the start-up phase: Estonia, Lithuania, Latvia, Slovenia, Slovakia, Hungary, Portugal, Switzerland, Ireland and Luxembourg. These European reports produced by the i2010 Intelligent Car Initiative and the CVIS project have defined a few policy recommendations which are very relevant for the Belgian and Flemish government. The most important recommendations for the Flemish government are: • Support awareness: research revealed that civilians consider ITS applications useful, but they are not really willing to pay for this technology. Therefore, it is important to convince the general public of the usefulness and the importance of ITS systems. • Fill the gaps: Belgium is situated in the promotion phase. This means that it should focus at identifying the missing stakeholders, and coordinating national and regional ITS activities. Here it is important that the research activities are coordinated in a national and international context to allow transfer of knowledge from one study to the next, as well as the results to be comparable. • Develop a vision: in the scope of ITS systems policies have to be defined regarding a large number of issues. For instance there is the question if ITS users should be educated, meaning that the use of ITS systems should be the subject of the drivers license exam. How will the regulations be for the technical inspection of vehicles equipped with ITS technology? Will ITS systems be deployed on a voluntary base, or will they e.g. be obliged in every new car? Will the services be offered by private companies, by the public authorities, or by a combination of them? Which technology will be used to implement ITS systems? These are just a few of the many questions where the government will have to develop a point of view for. • Policy coordination: ITS systems are a policy subject on an international, national and regional level. It is very important that these policy organizations can collaborate in a coordinated manner. • Iterative approach to policy development: developing policies for this complex matter is not a simple task. This asks for an iterative approach, where policy decisions are continuously refined and adjusted

VANET-Based Traffic Monitoring and Incident Detection System: A Review

As a component of intelligent transport systems (ITS), vehicular ad hoc network (VANET), which is a subform of manet, has been identified. It is established on the roads based on available vehicles and supporting road infrastructure, such as base stations. An accident can be defined as any activity in the environment that may be harmful to human life or dangerous to human life. In terms of early detection, and broadcast delay. VANET has shown various problems. The available technologies for incident detection and the corresponding algorithms for processing. The present problem and challenges of incident detection in VANET technology are discussed in this paper. The paper also reviews the recently proposed methods for early incident techniques and studies them

AN ADAPTIVE INFORMATION DISSEMINATION MODEL FOR VANET COMMUNICATION

Vehicular ad hoc networks (VANETs) have been envisioned to be useful in road safety and many commercial applications. The growing trend to provide communication among the vehicles on the road has provided the opportunities for developing a variety of applications for VANET. The unique characteristics of VANET bring about new research challenges

An Emulation Framework for Evaluating V2X Communications in C-ITS Applications

C-ITS enhances transportation systems with advanced communication tech, enabling vehicle-to-vehicle and vehicle-to-infrastructure data exchange for real-time decision-making. The thesis explores C-ITS concepts, DSRC, and C-V2X tech, and proposes a versatile C-ITS framework for app prototyping and communication evaluation. Real-world tests and simulations validate its potential to improve road safety and efficiency, suggesting integration opportunities for stakeholders and promoting a smarter, sustainable transportation ecosystem

Improving Traffic Flow at Long-term Roadworks

AbstractLong-term roadworks on highways are vital as part of carriageway and bridge renovations. They generate bottlenecks and consequently congestion and accidents. If the number of lanes is reduced, it can also lead to significant capacity decrease. Even if it is ensured that all lanes are kept operative, narrow lanes and transitions will affect the capacity. The impact of roadworks on capacity have been analysed in detail by [BECK_2001]. Therefore, intelligent solutions to support the traffic flow at long-term roadworks bottlenecks have to be evaluated. For this purpose the TrafficChange concept was developed. TrafficChange describes the modules of tidal flows on long-term roadworks: - Module 1: Tidal Flow basic set - TrafficChange SE (quickly repositionable moveable safety barriers, so-called Quick-Change Moveable Barriers (QMB)) - Module 2: Attached Traffic Safety Equipment for Tidal Flow - TrafficChange VT including data collection, traffic monitoring, communication, energy supply and displays - Module 3: Repositionable congestion warning systems to safeguard congestion - Module 4: Core system for data analysis, monitoring and managing traffic (TrafficChange Center) as cloud-based service With these components, a dynamic assignment of lanes to higher demanded direction can be reached. Main application fields of TrafficChange are: - Maintenance of bridges - Renewal of road pavement, road surface restoration (entire carriageway) - Tunnel renovation with two-way traffic in the operational tube - Temporarily adaption of the number of operational lanes in dependency of the traffic demand in order to enlarge working space of a roadworks The use of TrafficChange has beneficial effects on capacity and thus on traffic flow. In case of traffic lane reduction due to roadworks, TrafficChange can dynamically assign the remaining traffic lanes according to the demand of both driving directions. Even if all traffic lanes are kept operational during the roadworks, TrafficChange provides several advantages. In case of roadworks on a six lane facility (three lanes in both directions), usually one lane has to be managed separately on the carriageway of the construction field. This has a massive negative impact on the roadworks progress and the completion timetable. When applying TrafficChange this single separate lane is not necessary. Simultaneously this leads to significant capacity increase for this lane, since all lanes are managed on one carriageway and overtaking opportunity is provided. Evaluations of roadworks in Germany have shown that using TrafficChange will enhance the capacity by 10-15% for the driving direction of the construction site. One the other hand, for the direction with low demand, capacity is reduced temporarily, since one lane less is available. When demand for this period is low and can be managed by using the remaining lanes, the traffic flow quality stays efficient. For an economically efficient use of TrafficChange, the demand peaks should not occur simultaneously in both directions. Therefore, for each roadworks it needs to be evaluated individually whether TrafficChange can efficiently improve the traffic flow. For evaluation of the effects, the TrafficChange system is implemented in a microscopic traffic simulation tool, which can be adapted easily for different settings of the roadworks to be evaluated. As input values, the number of available lanes, roadworks design, traffic demand for each required scenario (such as weekday, weekend, holiday) and the length and planned duration of the roadworks are required. As key values, the simulation determines the congestion length, congestion duration and delay times. With these values, the benefit of TrafficChange can be determined. The efficiency estimation is determined by accumulation of total delay times for each required scenario, multiplied by the amount of days this scenario occurs during the roadworks is active, for both the comparison case (roadworks without TC) and target scenario (roadworks with TC). By using current travel time expenses for passenger cars and heavy vehicles, the benefit can be expressed in costs. By the use of TrafficChange, the entire carriageway can be closed so that considerable savings of working period and economic losses could be achieved although the number of operative lanes is lower than in the comparison case. The TrafficChange concept leads to improved traffic safety and optimized traffic flow at roadworks as well as reduced roadworks duration and therefore high economic efficiency that can be determined by the simulation tool TCSim. Literature [BECK_2001] - Beckmann, A., Zackor, H. (2001): Study and calibration of procedures for current estimation of the duration and length of traffic jams as a result of single-day and long-term construction sites on motorways; Forschung Straßenbau und Straßenverkehrstechnik, Volume 808, Bonn, Germany, 2001 [EASY_2009] - Easyway (2009): Mobile Congestion Warning Systems at lorm term roadworks increase traffic safety – Efficiency of Mobile Congestion Warning Systems, Offprint of the ‘Landestelle für Straßentechnik Baden-Württemberg’, Stuttgart, 2009, www.easyway-its.eu [SUEM_2012] - Sümmermann, A. (2012): Examination of traffic safety and traffic flow in work zones on German Motorways, Aachener Mitteilungen Straßenwesen, Erd- und Tunnelbau, Volume 59, Aachen 2012 [VOLK_2014] - Volkenhoff, T. (2014): Model-based derivation of operating conditions of a video-aided incident and work zone management system in construction sites on German motorways, Aachener Mitteilungen Straßenwesen, Erd- und Tunnelbau, Volume 61, Aachen 2014 [HMSV_2012] – HMSV (2012): Congestion Evaluation 2011. Hessen Mobil – Straßen- und Verkehrsmanagement. URL: http://www.staufreieshessen2015.de, requested on 04.07.201

All electrical vehicles connected to the Internet: Implementation and experiments

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