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

Multi-standard programmable baseband modulator for next generation wireless communication

Considerable research has taken place in recent times in the area of parameterization of software defined radio (SDR) architecture. Parameterization decreases the size of the software to be downloaded and also limits the hardware reconfiguration time. The present paper is based on the design and development of a programmable baseband modulator that perform the QPSK modulation schemes and as well as its other three commonly used variants to satisfy the requirement of several established 2G and 3G wireless communication standards. The proposed design has been shown to be capable of operating at a maximum data rate of 77 Mbps on Xilinx Virtex 2-Pro University field programmable gate array (FPGA) board. The pulse shaping root raised cosine (RRC) filter has been implemented using distributed arithmetic (DA) technique in the present work in order to reduce the computational complexity, and to achieve appropriate power reduction and enhanced throughput. The designed multiplier-less programmable 32-tap FIR-based RRC filter has been found to withstand a peak inter-symbol interference (ISI) distortion of -41 dB

Client-server-based LBS architecture: A novel positioning module for improved positioning performance

Permission to distribute obtained from publisher.This work presents a new efficient positioning module that operates over client-server LBS architectures. The aim of the proposed module is to fulfil the position information requirements for LBS pedestrian applications by ensuring the availability of reliable, highly accurate and precise position solutions based on GPS single frequency (L1) positioning service. The positioning module operates at both LBS architecture sides; the client (mobile device), and the server (positioning server). At the server side, the positioning module is responsible for correcting user’s location information based on WADGPS corrections. In addition, at the mobile side, the positioning module is continually in charge for monitoring the integrity and available of the position solutions as well as managing the communication with the server. The integrity monitoring was based on EGNOS integrity methods. A prototype of the proposed module was developed and used in experimental trials to evaluate the efficiency of the module in terms of the achieved positioning performance. The positioning module was capable of achieving a horizontal accuracy of less than 2 meters with a 95% confidence level with integrity improvement of more than 30% from existing GPS/EGNOS services

Signals of Opportunity Navigation Using Wi-Fi Signals

Since GPS is generally limited to areas with clear sky view, additional methods of navigation are currently being explored. This thesis explores navigation using Signals of Opportunity(SoOP). The signals chosen for evaluation in this thesis are the common Internet IEEE 802.11a/g signals, or Wi-Fi. This thesis presents SoOP navigation based on cross-correlations of received data from multiple Wi-Fi stations. It shows the effectiveness of the methods using collected Wi-Fi signals in a real-world environment. By using simple statistical representations of collected data in large groups, or windows, cross-correlation calculations can produce timing offsets between simulated stations. The timing offsets, or time di erence of arrival (TDOA) calculations, are used to solve nonlinear TDOA equations to determine a position in 3-D space. This thesis shows simulations using different window sizes, noise strengths, and signal magnitudes. The overall conclusion is that Wi-Fi signaling can be exploited and is a viable source for SoOP navigation methods. Results shown in this thesis present a possibility of zero errors in certain noise environments as well as lowered signal magnitudes

Optimal Constrained Wireless Emergency Network Antennae Placement

With increasing number of mobile devices, newly introduced smart devices, and the Internet of things (IoT) sensors, the current microwave frequency spectrum is getting rapidly congested. The obvious solution to this frequency spectrum congestion is to use millimeter wave spectrum ranging from 6 GHz to 300 GHz. With the use of millimeter waves, we can enjoy very high communication speeds and very low latency. But, this technology also introduces some challenges that we hardly faced before. The most important one among these challenges is the Line of Sight (LOS) requirement. In the emergent concept of smart cities, the wireless emergency network is set to use millimeter waves. We have worked on the problem of efficiently finding a line of sight for such wireless emergency network antennae in minimal time. We devised two algorithms, Sequential Line of Sight (SLOS) and Tiled Line of Sight (TLOS), both perform better than traditional algorithms in terms of execution time. The tiled line of sight algorithm reduces the time required for a single line of sight query from 200 ms for traditional algorithms to mere 1.7 ms on average

Can the Digital Surpass the Analog: DAB+ Possibilities, Limitations and User Expectations

Radio is by far the most accessible medium. With its mobility and availability, it attracts listeners by its simplicity and friendliness. The present information situation is characterized by the convergence of computers, mobile devices, telecommunication and broadcasting technologies and the divergence of different ways of delivering and storing media. Consumers are overwhelmed by new electronic gadgets appearing every year. They are astonished by new technical innovations that are being designed to ease their life and change their habits. Even the broadcasting sector itself is facing significant changes, especially a growing competition between the private and public sector. This article reviews the current status of analog and digital broadcasting technologies. It analyzes a case study of user expectations related with today’s digital media, particularly radio transmission. We discuss the principal possibilities, limitations and user expectations related with digital audio broadcasting, as well as the economic, technological, regulatory and frequency management factors

A tale of two regulators: telecom policy participation in Canada

What are the challenges to effective academic participation in telecommunications policymaking? In this article, the authors analyze their experiences with the Canadian Radio-television and Telecommunications Commission and Industry Canada as examples. Their goal is to increase academic policy engagement despite negligible government support for public interest advocacy, as traditional public interest values are discarded by regulators because new technologies are framed as individual rather than collective. Industry Canada is deemed opaque with an “advocacy deficit,” though the CRTC is more transparent and inviting. To succeed in both venues, academics need to work with advocacy organizations as “circumstantial activists.” Such academic participation can offer new conceptual frameworks, add nuance to discourse, substantiate the use of scholarly research in policy debates, and add to policy theory building