European Commission, Directorate General XIII
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- Navigate this page:
- APPENDIX A - Urban Traffic Control
- TABASCO MUNICH: BALANCE Urban Transport Control with Public Transport Priority (germany)
- APPENDIX c - Information and guidance through variable message signs
- EUROSCOPE Romanse: Traffic and Traveller Information Centre, hampshire / southampton (UK)
- APPENDIX f - INTEGRATION
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APPLICATION AREAS |
CASE STUDIES |
KEY ATTRIBUTES |
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A : Urban traffic control |
Turin IRTE (5T system) Poznan UTCS |
Demonstrates integrated approach to solving transport problems. Based on the open architecture of IRTE system, 5T has 9 interconnected and co-operating subsystems which are “supervised” by a 10th system. Development of a generic “black-box” device for upgrading signal controls, enabling traffic responsive control, central control and network optimisation. |
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B: Public transport management |
Munich BALANCE UTCS Zlin Valencia AUSIAS |
Urban transport control with public transport priority, including competing public transport demands. Radio – beacon based public transport control and information system. Real-time information at bus-stops. Bus priority at crossings, dynamic public transport scheduling, integrated fleet maintenance. Integration of telematics sub-systems in common architecture. |
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B: Demand responsive transport services |
Gothenburg SAMPO “FLEXROUTES” |
“Flexible” public transport services – booking management, travel planning and scheduling, service monitoring, communication management, passenger support, user dialogue management. |
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C: Information and guidance through variable message signs |
Cologne EUROSCOPE Munich TABASCO |
On-trip traveller information and incident detection using VMS. Dynamic VMS for P+R information. |
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D : Real-time public transport information |
Southampton ROMANSE Infopolis |
Provision of real-time travel information for all modes before and during trip. “State-of-the-art” of public transport information services including defining users’ needs. |
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E : Demand management |
ROME CAPITALS |
Introduction of paid parking and access control. |
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F: Integrated approach |
ATHENS QUARTET + See also TURIN and VALENCIA (above) |
Environmental traffic management, bus priority, multi-modal travel information. |
APPENDIX A - Urban Traffic Control
QUARTET PLUS Turin: Integrated Road Transport Environment (IRTE), (ITALY)
EUREKA Poznan: CITYMAN Urban Traffic Control System (POLAND)
APPENDIX B - Public Transport Management/ Demand Responsive Transport Services
TABASCO MUNICH: BALANCE Urban Transport Control with Public Transport Priority (germany)
Zlin Public Transport Control and Passenger Information System, (Czech Republic)
AUSIAS VALENCIA: BUS PRIORITY AT CROSSINGS, DYNAMIC pt SCHEDULING, INTEGRATED FLEET MAINTENANCE (SPAIN)
SAMPO Gothenburg: Flexible Public Transport Services for Disabled and Elderly, (Sweden)
APPENDIX c - Information and guidance through variable message signs
EUROSCOPE Cologne: VMS for Park and Ride (GERMANY)
Tabasco Munich: Dynamic vms for P+r information system (Germany)
APPENDIX d - REAL-TIME PUBLIC TRANSPORT INFORMATION
EUROSCOPE Romanse: Traffic and Traveller Information Centre, hampshire / southampton (UK)
INFOPOLIS: State of the art of the Public Transport Telematics Information Systems
APPENDIX e - Demand Management
CAPITALS Rome : Road Pricing, Access Control (ITALY)
APPENDIX f - INTEGRATION
QUARTET PLUS ATHENS : ENVIRONMENTAL TRAFFIC MANAGEMENT, BUS PRIORITY, MULTIMODAL TRAFFIC INFORMATION (GREECE)
APPENDIX g - gLOSSARY OF KEY TECHNOLOGIES
The key technologies1 which are used in the urban and public transport domains are briefly described in this section to assist the reader in the assessment of the field trials and the subsequent conclusions and development of options.
Radio Data Systems (RDS) services broadcast information over a dedicated FM channel parallel to the normal broadcasts. RDS-TMC is the dedicated Traffic Message Channel version used to provide the latest traffic information. Car radios equipped to decode the digital transmission can translate over 20 messages per minute into traffic bulletins. With the correct TMC code card, drivers can receive can receive messages in their preferred language even when travelling in another country. The major benefit over other traffic reports is that RDS-TMC messages are delivered immediately and depending on the RDS-TMC unit, traffic information can be called up as desired, it can be controlled geographically (responding only to local messages), by routes names or even by the destination and direction of travel.
Global System for Mobile communications (GSM) is an international mobile communications standard. Over 90 network operators in some 60 countries have signed an agreement to introduce it. Europe is already equipped with a complete GSM network featuring voice and data channels, bi-directional and broadcast communication. GSM units can be integrated with on-vehicle or personal devices, allowing voice and/or data communication between vehicles and service centres without need for additional infrastructure. Applications involving GSM in transport include emergency calls (when linked to GPS can provide location), traffic information, public transport and park'n'ride information, dynamic route guidance and freight and fleet management.
Geographic Information Systems (GIS) (or spatial information systems) integrate maps of one kind or another, with database tools for the collection, storage, manipulation, and display of spatially related information. The underlying concept of GIS is simple, the linking of computer generated maps with information held in a database.
Digital Road Maps allows automatic locational referencing and have opened up opportunities for a variety of transport telematics functions such as in-car navigation, route guidance and information systems. National digitised maps exist (e.g. OSCAR in the UK produced by the Ordnance Survey). The DRIVE funded Task Force European Digital Road Map (TFEDRM) has produced a standard called Geographic Data Files 2.0 (GDF2.0) which has become increasingly accepted as an international standard. Realisation of a European Digital Road Map is now proceeding under the auspices of the European Digital Road Map Association (EDRA).
Global Positioning System (GPS) is a navigation technology originally developed for military applications. A system of 24 satellites owned by the US Department of Defence are configured in orbit to allow between six and ten satellites to be in view from most points of the earth. Units (typically on vehicles) store a reference map of the satellites and use the received signals from the satellites to compute their three dimensional co-ordinates. The main applications in transport are for tracking and tracing vehicles for operational control purposes, for dynamic route guidance, and for response to emergency situations. Data from successive readings can be used to compute speed and direction of travel. Location accuracy of the normal system is typically less than 100 metres; with corrective software Differential GPS allows accuracy of less than 10 metres.
Travel and Traffic Information Centres (TTIC) now form the core of the urban traffic management of many urban areas and is based on the integration of the data from the different sources by a central processor or network. Typically, data is collected from a variety of sources such as traffic loops, weather and pollution monitors, public transport control systems, static route and timetable systems, incident detection systems, and other available sources. The processed data is disseminated to the appropriate receiving systems such as traffic control systems, VMS units, travel information centres, incident management systems, bus priority systems, in-home or third party terminals, RDS-TMC systems and route guidance systems.
A Strategic Information Systems (SIS) provides an overview of the transport environment in the form of clear digital map displays. SIS comprise integrated layers of transport related data, giving comprehensive geographic and statistical information. Real-time transport data can also be displayed on some systems. SIS are primarily used to support both TTIC and planning.
Route Guidance systems provide drivers with information to assist them in reaching their destination. At the simplest level, the guidance system is an in-vehicle device linked to a digital map of the city or region and a means of determining direction and distance travelled. A user interface allows destinations to be entered, and directions are given either through a display or through synthesised voice.
Dynamic Route Guidance (DRG) adds current traffic and other data to the static information set, the information being provided by a TTIC over radio or from roadside. It allows planning of the route based on the actual conditions, and allows modification to the route during the trip if traffic conditions change. Dual-Mode Route Guidance allows a mix of in-vehicle and off-vehicle calculation of the optimum route.
Variable Message Signs (VMS) are roadside signs which can display different messages depending on the prevailing circumstances. The signs can either display free-format text and signs, or can have a rotating drum which allows one of a limited set of messages to be displayed. VMS are normally activated by intervention of an operator, although they can also be linked to an intelligent control system. Typical applications include speed advice, diversion and/or delay advice, information about public transport, parking availability, and hazard warnings. Messages are typically selected from a pre-tested set.
Automatic Vehicle Identification (AVI) allows roadside devices to identify specific characteristics of the individual vehicle. These systems are normally used for collection of tolls, control of access to restricted areas, and can be used for identifying categories of vehicles such as those carrying hazardous goods. The vehicle carries a device which contains identifying data such as tag number, vehicle type, vehicle number, goods carried, rights of access. A roadside device establishes communication with the on-board device. Processing and resultant actions normally take place at the roadside or downstream. Systems are not normally anonymous, but can be designed to be so.
Smart Cards are devices typically in credit-card shape, which contain a microprocessor (chip). The chip can be either programmable or simple memory. Communication takes place either through a contact pad, or by short-distance radio communication. Applications can be loaded onto the card and personalised to the user. Within the transport domain, the cards are normally used as personal, portable devices. In public transport, they are used for fare collection. In toll collection and access control, the card contains the payment instrument or access rights and is inserted in the on-board device and linked to the AVI system.
Passenger Information terminals are used as an interface between the host system and the potential user of the information. Terminals can either be interactive or passive. Passive terminals display information determined by the host, and may include units at bus-stops or transport termini. Interactive terminals allow the user to create and customise queries. Typical transport-related devices include touch-screen or keyboard driven screens in transport termini, town centres or travel information centres. Third-party terminals such as home computers, personal assistants and teletext can also be driven by host devices.
Weather Monitoring and predicting the future conditions is one of the vital statistics required by drivers when making a journey at a time of uncertainty. The weather monitoring systems developed as part of the DRIVE programme have provided the means of improving traffic safety under conditions of adverse weather, slippery roads and dense traffic by means of fully integrated safety monitoring systems, to support drivers, traffic management and winter maintenance decisions by using a comprehensive weather data Central Monitoring System. Information can be collected from both the road side and the vehicle through the tyres, providing the driver with an instant indication of ice or excess water on the surface. Incidents such as roadworks, traffic accidents and vehicle breakdowns can cause substantial disruption to urban traffic and public transport services. Rapid and reliable detection allows considerable scope for improved incident management.
Automatic Incident Detection (AID) techniques have been developed to allow automatic generation of incident alarms. Two main techniques for AID involve (i) automatic traffic state monitoring from UTC detectors (flow, occupancy) with algorithms looking for abnormal states as defined by pre-set thresholds and (ii) video image processing using CCTV cameras and associated software to identify abnormal stationary traffic. Such cameras are increasingly part of the normal urban traffic monitoring scene.
Ramp metering is a technique where traffic signals are installed on the access ramps to major roads at grade separated junctions to control the traffic flow rate entering the major road at peak periods. This technique (common in the US) is a form of demand management which aims to maintain free-flowing conditions on major roads by controlling the traffic demand below the available capacity. A similar technique called "gating" is used within urban areas to restrict the amount of traffic entering an urban area from an arterial road.
Traffic state monitoring/prediction provides a core function for the implementation of network traffic information and management systems. Technologies for real-time traffic state monitoring relate to the "information providers", which typically include urban traffic control, car park occupancy detectors, incident detection systems, environmental monitoring systems, public transport operations and other conventional sources (emergency services, motoring organisations, motorists, etc.). With transport telematics, this information is typically integrated into a central processor which includes an overall monitoring function. Techniques for short term prediction (e.g. up to one hour) are also emerging and are particularly important for incident conditions.
Urban Traffic Control (UTC) refers to systems for the control of signalised junctions in urban areas. UTC systems usually have a computerised control centre which generate signal timings or reference plans which are implemented on-street via a dedicated telecommunications network. UTC systems provide co-ordinated signal timings in common areas of a network. Control may be fully centralised or partly de-centralised to the individual junctions/areas. Control methods vary from fixed time, where fixed signal plans are implemented according to the time of day, through semi-responsive systems to fully traffic responsive systems which contain substantial traffic detection and allow signal timings to be "continuously" re-optimised according to changing traffic states. These systems form the base for increasing telematics functions such as traffic information provision, incident detection and public transport priority.
Systems architecture is a framework which describes how system components interact and work together to achieve total system goals. It describes the system operation, what each component of the system does, and what information is exchanged among the components. Open systems architecture provides a common framework which allows for flexibility in the characteristics of the individual systems and sub-systems, but defines clearly what is needed to enable the individual system or sub-system to fully play its part. In this way, individual suppliers of products or services can participate fully in a system whilst meeting the ergonomic, functional or cost objectives or their principal users. Open architectures are developed through understanding the requirements, functions, environments and different applications to which the system must respond, and having the vision to be able to accommodate new functions and applications.
Data exchange between different organisations for example; banking and other financial houses, flight booking agencies, hotel systems and many others is dependant on the correct and rapid exchange of information. To address this problem, Electronic Data Interchange For Administration, Commerce and Transport (EDIFACT) was established as an international standard for EDI (Electronic Data Interchange) in 1987. The Western European EDIFACT Board contributes to the United Nations standards work. DATEX was the task force established by the DRIVE programme and was the first to use the EDIFACT system for Travel and Traffic Information for interchange purposes.
1 The qualitative survey (“Institutional and policy framework of transport telematics on a country-by-country basis” – Country reports) and the quantitative survey, entitled ”Status and Priorities for Telematics Applications - A Survey of Local Government in Ten Central and East European Countries (Part one: Transport)” were undertaken in winter 1998/99 and published in August 1999. The surveys are accessible via the Internet in full under: http://www.rec.org/REC/Programs/Telematics/CAPE/quansrvy/cee/env/env.html
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Based on “Study for Scientific and Technological Options Assessment (STOA) Programme to the European Parliament”. Telematics Applications in Urban and Public Transport – An Assessment of the Field Trials. Final Report. ETTS Ltd, Dublin Jan 1996.
Directory: REC
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REC -> # Received Requester
REC -> Legislative record house appendix
REC -> Legislative record house appendix
REC -> 1. Section 1 1 Introduction 1 Section 2 2 Drought Hazard Profile 1
REC -> Standard Specifications For Structural Supports for Highway Signs
REC -> How to Create a Student Recital Program
REC -> Progress reoport on special recruitment drive for scs/STs/obcs Direct Recruitment
REC -> # Received Requester
REC -> Legislative record house appendix
REC -> Legislative record house appendix
REC -> 1. Section 1 1 Introduction 1 Section 2 2 Drought Hazard Profile 1
REC -> Standard Specifications For Structural Supports for Highway Signs
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