Developing an enhanced weight-based topological map-matching algorithm for intelligent transport systems

Map-matching (MM) algorithms integrate positioning data from a Global Positioning System (or a number of other positioning sensors) with a spatial road map with the aim of identifying the road segment on which a user (or a vehicle) is travelling and the location on that segment. Amongst the family of MM algorithms consisting of geometric, topological, probabilistic and advanced, topological MM (tMM) algorithms are relatively simple, easy and quick, enabling them to be implemented in real-time. Therefore, a tMM algorithm is used in many navigation devices manufactured by industry. However, existing tMM algorithms have a number of limitations which affect their performance relative to advanced MM algorithms. This paper demonstrates that it is possible by addressing these issues to significantly improve the performance of a tMM algorithm. This paper describes the development of an enhanced weight-based tMM algorithm in which the weights are determined from real-world field data using an optimisation technique. Two new weights for turn-restriction at junctions and link connectivity are introduced to improve the performance of matching, especially at junctions. A new procedure is developed for the initial map-matching process. Two consistency checks are introduced to minimise mismatches. The enhanced map-matching algorithm was tested using field data from dense urban areas and suburban areas. The algorithm identified 96.8% and 95.93% of the links correctly for positioning data collected in urban areas of central London and Washington, DC, respectively. In case of suburban area, in the west of London, the algorithm succeeded with 96.71% correct link identification with a horizontal accuracy of 9.81 m (2σ). This is superior to most existing topological MM algorithms and has the potential to support the navigation modules of many Intelligent Transport System (ITS) services

A dynamic two-dimensional (D2D) weight-based map-matching algorithm

Existing map-Matching (MM) algorithms primarily localize positioning fixes along the centerline of a road and have largely ignored road width as an input. Consequently, vehicle lane-level localization, which is essential for stringent Intelligent Transport System (ITS) applications, seems difficult to accomplish, especially with the positioning data from low-cost GPS sensors. This paper aims to address this limitation by developing a new dynamic two-dimensional (D2D) weight-based MM algorithm incorporating dynamic weight coefficients and road width. To enable vehicle lane-level localization, a road segment is virtually expressed as a matrix of homogeneous grids with reference to a road centerline. These grids are then used to map-match positioning fixes as opposed to matching on a road centerline as carried out in traditional MM algorithms. In this developed algorithm, vehicle location identification on a road segment is based on the total weight score which is a function of four different weights: (i) proximity, (ii) kinematic, (iii) turn-intent prediction, and (iv) connectivity. Different parameters representing network complexity and positioning quality are used to assign the relative importance to different weight scores by employing an adaptive regression method. To demonstrate the transferability of the developed algorithm, it was tested by using 5,830 GPS positioning points collected in Nottingham, UK and 7,414 GPS positioning points collected in Mumbai and Pune, India. The developed algorithm, using stand-alone GPS position fixes, identifies the correct links 96.1% (for the Nottingham data) and 98.4% (for the Mumbai-Pune data) of the time. In terms of the correct lane identification, the algorithm was found to provide the accurate matching for 84% (Nottingham) and 79% (Mumbai-Pune) of the fixes obtained by stand-alone GPS. Using the same methodology adopted in this study, the accuracy of the lane identification could further be enhanced if the localization data from additional sensors (e.g. gyroscope) are utilized. ITS industry and vehicle manufacturers can implement this D2D map-matching algorithm for liability critical and in-vehicle information systems and services such as advanced driver assistant systems (ADAS)

Compact Electronically Reconfigurable WiMAX Band- Notched Ultra-wideband MIMO Antenna

A low-profile electronically reconfigurable WiMAX band-notched dual port multiple-input multipleoutput (MIMO) antenna design for ultra-wideband application has been presented. The two symmetrical MIMO antenna elements proposed in this work exhibit a good impedance match (VSWR ≤ 2) over frequency band of 3 to 12 GHz, while offering high isolation. The decoupling structure is used to enhance the isolation level above 25 dB over the entire UWB spectrum. The reconfigurable band notch characteristic in MIMO design is achieved by inserting PIN diodes along the filtering Ω-shaped slotted structure in main radiators. Notch appears for WiMAX 3.5 GHz (3.2 - 3.8 GHz) frequency band by switching the PIN diode to ‘ON’ state. The proposed antenna is fabricated and measured, the results suggest its appropriateness for UWB applications where WiMAX band notch characteristics may be desired on-demand

Overcoming the barriers to implementing urban road user charging schemes

Urban road user charging offers the potential to achieve significant improvements in urban transport, but is notoriously difficult to implement. Cities need guidance on the range of factors to be considered in planning and implementing such schemes. This paper summarises the results of a 3 year programme which has collated evidence on the issues of most concern to cities. A state of the art report has provided evidence on 14 themes, ranging from objectives and design to implementation and evaluation. A set of 16 case studies has reviewed experience in design and implementation across Europe. The paper summarises their findings, provides references to more detailed information, presents the resulting policy recommendations to European, national and local government, and outlines the areas in which further research is needed

Achieving genuinely dynamic road user charging : issues with a GNSS-based approach

Peer reviewedPostprin

The effect of mass immunisation campaigns and new oral poliovirus vaccines on the incidence of poliomyelitis in Pakistan and Afghanistan, 2001–11: a retrospective analysis

SummaryBackgroundPakistan and Afghanistan are two of the three remaining countries yet to interrupt wild-type poliovirus transmission. The increasing incidence of poliomyelitis in these countries during 2010–11 led the Executive Board of WHO in January, 2012, to declare polio eradication a “programmatic emergency for global public health”. We aimed to establish why incidence is rising in these countries despite programme innovations including the introduction of new vaccines.MethodsWe did a matched case-control analysis based on a database of 46 977 children aged 0–14 years with onset of acute flaccid paralysis between Jan 1, 2001, and Dec 31, 2011. The vaccination history of children with poliomyelitis was compared with that of children with acute flaccid paralysis due to other causes to estimate the clinical effectiveness of oral poliovirus vaccines (OPVs) in Afghanistan and Pakistan by conditional logistic regression. We estimated vaccine coverage and serotype-specific vaccine-induced population immunity in children aged 0–2 years and assessed their association with the incidence of poliomyelitis over time in seven regions of Afghanistan and Pakistan.FindingsBetween Jan 1, 2001, and Dec 31, 2011, there were 883 cases of serotype 1 poliomyelitis (710 in Pakistan and 173 in Afghanistan) and 272 cases of poliomyelitis serotype 3 (216 in Pakistan and 56 in Afghanistan). The estimated clinical effectiveness of a dose of trivalent OPV against serotype 1 poliomyelitis was 12·5% (95% CI 5·6–18·8) compared with 34·5% (16·1–48·9) for monovalent OPV (p=0·007) and 23·4% (10·4–34·6) for bivalent OPV (p=0·067). Bivalent OPV was non-inferior compared with monovalent OPV (p=0·21). Vaccination coverage decreased during 2006–11 in the Federally Administered Tribal Areas (FATA), Balochistan, and Khyber Pakhtunkhwa in Pakistan and in southern Afghanistan. Although partially mitigated by the use of more effective vaccines, these decreases in coverage resulted in lower vaccine-induced population immunity to poliovirus serotype 1 in FATA and Balochistan and associated increases in the incidence of poliomyelitis.InterpretationThe effectiveness of bivalent OPV is comparable with monovalent OPV and can therefore be used in eradicating serotype 1 poliomyelitis whilst minimising the risks of serotype 3 outbreaks. However, decreases in vaccination coverage in parts of Pakistan and southern Afghanistan have severely limited the effect of this vaccine.FundingPoliovirus Research subcommittee of WHO, Royal Society, and Medical Research Council

Examining parking choices of connected and autonomous vehicles

Raising parking charges is a measure that restricts the use of private vehicles. With the introduction of connected and autonomous vehicles (CAVs), the demand for parking has the potential to reduce as CAVs may not park at ‘pay to park’ areas as they are able to “cruise” or return home. However, it might not be financially feasible for them to return to their origin if the destination region is far away. Therefore, the question is: how could we develop parking policies in the CAVs era? To determine the best parking strategy for CAVs, four scenarios were tested in this paper: (i) enter and park within the destination area, (ii) enter, drop off, and return to the origin, (iii) enter, drop off, and return to outside parking and (iv) enter and drive around. Since real-world parking demand data for CAVs are not available, a simulation model of the road network in Santander (Spain) was employed to collect data on both CAV operations (e.g., conservative versus aggressive behaviors) and parking choices. Multinomial logistic regression model was used to identify the best parking option for CAVs. Performance indicators such as traffic, emissions, and safety were employed to compare the performance of a range of parking alternatives. It was found that the balanced scenario (i.e., combination of all parking choices) performs better with the greatest change in delay (around 32%). With 100% CAV market penetration, traffic crashes were reduced by 67%. This study will help local authorities formulate parking policies so that CAVs can park efficiently