Module -5

Travel demand management, electronic toll collection, and ITS and road-pricing. Automated
Highway Systems- Vehicles in Platoons –ITS in World – Overview of ITS Implementations in
developed countries, ITS in developing countries.

Transport Demand Management

INTRODUCTION
The demand of travel for a section is measured in terms of passenger trips per hour in a direction over the
section. The demand is usually high during morning and evening peak hours. Further, the demand is high in
the central business district (CBD) of the city and it reduces progressively towards the outskirts of the city.
The wide variation of demand across time and space causes extreme congestion in peak hours near CBD.
The conventional approach to deal with congestion is to increase capacity by widening the roads,
constructing flyovers, elevated roads, etc. However, it has been observed that additional capacity attracts
more traffic and within short period of time, the additional capacity is offset by more vehicles on the road
and consequent congestion. The enhancement in capacity to address the congestion also called supply side
measure is found to be ineffective in long run. The traffic congestion in Delhi, the capital city of India, is
testimony of ineffectiveness of supply side measures which remained unabated even after constructing
number of flyovers, introduction of world class metro rail system. In view of limited effectiveness of supply
side measures, there has been increased emphasis on controlling the travel demand itself by taking slew of
measures called transport demand management tools.

WHAT IS TRANSPORT DEMAND MANAGEMENT (TDM)

Transport demand management is a way of influencing individual travel behaviour and providing expanded
options to reduce the actual demand, or number of vehicles, placed on transportation facilities. The focus is
on managing the demand side of the transportation equation rather than increasing supply by widening or
building new roads. Transport demand management refers to strategies to control the traffic demand for
managing the traffic within prescribed levels based on supply of available road space or other benchmarks,
like environment issues, etc. TDM strategies focus on controlling traffic demand in terms of vehicles per
hour per direction by encouraging a shift from single-occupant vehicle (SOV) trips to non-SOV modes, or
shifting auto trips out of peak periods. It actually deals with the improvement in the modal split towards the
favour of public transport uses and spreading travel demand in space and time. This demand management is
mainly concerned with following focus areas:
a) Reduce reliance or attractiveness of private transport (Push factor-Pushing people from private to
public transport)
b) Increase attractiveness of more environmentally friendly and sustainable forms of transport including
public transport (Pull factor Attract people towards public transport)
c) Use of new strategies to reduce the need to travel into congested business areas and city centres

The peak transport demand can be managed through:

a) Modal shift: Shift from private to public transport which reduces number of single occupancy
vehicles (SOVs) on road
b) Spatial Changes: It involves spatial distribution of demand by imposing restrictions on route like
one way traffic during peak hours
c) Time of day changes: Like staggered timings of public, private offices and institutions
d) Time substitution: Like encouraging work from home, flexi timings, tele working, 5-day
working instead of 6-day working per week
ITS can be applied in number of ways to meet the objectives of TDM. The ITS application in TDM
involves collection of reliable traffic data, analysis thereof and development of suitable TDM strategies to
make them intelligently optimise the management and control of transport systems. The ITS can be
practically applied in most of the TDM measures. Some of the ITS tools which are most frequently used in
developed countries are as follows:
Promotion of Public Transport
The objective is to make public transport system attractive to the users to facilitate shifting of people from
private to public transport. The people may be encouraged to use shift to public transport by improving the
convenience of using public transport with the help of ITS. The ITS applications may be deployed to meet
following requirements of the people in the context of public transport:
a) To plan trips
b) To make more informed decisions about how and when to travel
c) To better understand the cost of a trip
d) To influence travel behaviour
e) To re-plan the trips 'on the move'

ITS applications such as real-time passenger information systems (RTPI), mobile application with real-time
information of public transport, integrated automatic fare collection system, etc. may be quite useful for the
people and may attract them towards public transport.

Road User Charging or Congestion Charges (Road Pricing)

The road user charges or congestion charges are collected from the users who use a particular stretch of the
road (congestion zone) in the defined period (usually peak period). The objective of the congestion charges
is to control the traffic demand during the peak hours by imposing a fee and thus to push people to public
transport. The congestion charges are considered as one of the key instruments for reduction of traffic
congestion as well as revenue generation. This is used as a part of travel demand management, as the cost
which is been charged to the road user actually reflects the full external cost of travel.
The early age congestion pricing system was based on issue of paper ticket as permission to enter the
congestion zone. The road users were supposed to display the ticket on the wind screen of the vehicle while
entering the congestion zone. The violators were imposed heavy penalty. The modern ITS based congestion
pricing systems has done away with the paper ticket system. The applicable congestion fee is automatically
deducted the moment the vehicle enters the congestion zone.
One of the successful examples of congestion pricing is Singapore ERP (electronic road pricing) which was
introduced in 1998. In Singapore a device known as an in-vehicle unit (IVU) is affixed on the lower right
corner of the front windscreen within sight of the driver, in which a stored-value card, the cash card, is
inserted for payment of the road user charges. It is mandatory for all Singapore-registered vehicles to be
fitted with an IVU if they wish to use the priced roads. The moment vehicle passes through the ERP gantry,
the applicable congestion fee is deducted from the card. The concession fee changes with the time of the day
and actual congestion on the road. The applicable congestion fee is displayed at the top of the ERP gantry
for information of the road users.
In a study conducted by Ahmedabad-based Centre for Environmental Planning and Technology (CEPT)
University in February, 2016, congestion charge has been proposed to ease congestion in the Rajiv Chowk
(Connaught Place) area of Delhi. The report suggests that while imposing 160 per trip per vehicle
congestion charge could make 13% car users shift to public transport, increasing it to 7200 would shift
around 18% car users to use public transport.
Parking Management System
Affordable and easy availability of parking encourages use of private transport. On other hand, limited
availability or costly parking encourages use of public transport and helps in reducing the traffic demand on
roads. In view of significant impact of parking on travel demand, an effective parking management strategy
can be one of the best transport demand management tool. Parking management refers strategies that
encourage more efficient use of existing parking facilities, reduce parking demand and shift travel to non-
SOV modes. Managing parking helps to reduce the undesirable impacts of parking demand on local and
regional traffic levels and helps in managing transport demand in a city. At the same time, intelligent
management of parking helps to ensure access to retail businesses provides access for visitors to regional
and neighbourhood attractions and supports neighbourhood vitality. The following ITS tools may be used to
effectively manage parking in a city:

Demand based parking charges (DBPC)

The most effective parking strategies are pricing measures in which parking rates vary according to the
demand. So as demand or occupancy of the parking spaces increase, the parking charges are also raised.
This strategy controls the total parking demand, shifts travel to other modes, reduces vehicle miles travelled
(VMT) and ensures a minimum number of parking spots are always available, avoiding the "circling"
problem adding to congestion. Software can be deployed to estimate the parking charges as per the pricing
model adopted by the authority. The parking charges can also change with time using ITS, i.e., higher in
peak hours and lower in non-peak hours to spread demand over time.

Electronic parking guidance systems (EPGS)

EPGS guides the motorists from the main access roads of a defined geographic area to parking facilities
which have some spare spaces. The number of spare parking spaces available in a specific car park is
displayed shown on variable information signs on real-time basis. The availability of spare spaces may also
be presented via phone, Internet, or in- vehicle navigation systems. This strategy controls the parking search
traffic which leads to a reduction of emissions, fuel consumption and wasted time; promotes better use of
existing parking facility capacity; and can direct parking traffic onto dedicated roads.

Electronic parking management system (EPMS)

The most common electronic parking management system is mainly aimed at parking access control. The
main elements of a typical EPMS are:
a) Electronic gate controlling entrances and departures to/from the parking area.
b) Smart card based entry and exit
c) Automated access control, based on RFID devices or ANPR (automated number plate recognition)

The EPMS system not only manages the parking lot but also gives real-time feed to variable information
signs displaying the availability of space in parking. The information can also be fed to area traffic control
parking, internet, mobile application, etc. for the users. The reservation of parking spaces can be managed by
specific mobile apps, giving the traveller the possibility to book a parking space and therefore efficiently
plan his journey. Furthermore, parking management systems could be integrated in enforcement policies,
improving the security of parking area and more in general, the quality of urban life.
The ITS tools like automatic number plate recognition system, automatic collector of parking fee from smart
card, integration with public transport through 'Park and Ride' may further improve the efficiency of parking
system and help in transport demands management.

Conceptual system architecture for a typical parking management system

With this concept, the process of parking is tried to start from the moment the need arrives. Thus there are
two types of parking users based on the moment of realisation of need of parking space. The first type of
user is the one who plans the journey in advance at home only. This category of user has been provided the
privilege of parking information through mobile phones, landlines, local cable television and Internet.
Through the services mentioned before the parker can have the information about availability of parking
space and the estimated availability of space before they even began their trip? Also the parker will have the
facility of booking the parking in advance through Internet.
For the second type of users who has not planned their journey well in advance can have information by
calling one centralised telephone number. The parking management system will have also VMS boards
installed within 2 km of radius giving information about availability of parking space at the time of arrival at
parking lot. As soon as the parker enters in this radius parking user will be given directions through variable
sign boards parking towards the parking facility. The users will also be provided information through FM
radio which becomes active for the user as soon as he enters in the radius of 2 km of parking lot. By this FM
service the information about the parking space as well as general directions will be conveyed time to time.
By implementing these methods, the chances of loss in time as well as chances of mismanagement will be
reduced. As the whole parking system will be centralised, facilitating the authorities to estimate the amount
of parking space left at required time; the way people plan their journeys with concern about parking space
will be completely different.

Logical architecture: The whole logic behind the parking system is about simplifying the process of parking
and having a systematic and convenient parking system incorporating user's involvement at every step as
explained in the Conceptual System Architecture for typical Parking Management System.

Physical architecture: From the point of entry till the point of exit, at every step central computer uses lots
of physical hardware to collect, manage and to convey data. As one is approaching the parking system, VMS
is easily visible as well as the FM transmission. VMS is controlled by the central control room through
wireless transmission. Although power transmission cable has to be installed but by installing photovoltaic
cell ensures very little use of electricity by generating its own electricity through solar power.
The second array of equipment is visible at the point of entry. As a car approaches, the automated entry stop
bar opens only in case of availability. As car enters inside, a Webcam take pictures of car's driver and plate
numbers, and send the information to the centralised computer system (CCS). At the same time vehicle
sensor analyse the size of the vehicle determining whether it is a two-wheeler or four-wheeler. At the side of
the driver there is a token button which gives the entry slip. This system here generates bar-coded slip which
is easy to read and track electronically. After this a green signal is given by the LED aspects signalling the
vehicle to move and automated boom barrier opens letting vehicle in the parking lot. Through all this time,
the entering and the data of vehicle is being recorded by the CCS.
At the parking bays, a sensor records the presence of vehicle and sends the information to a 16-bit micro
controller system which in turn activates the LED status appropriate indicators. All these information is
stored in a flash memory. In case of vacancy and occupancy, the data is send to the 16-bit micro controller
data concentrator which uses flash memory to store configuration. It then updates the central data server.
When the duration of parking is complete, the vehicle driver has to produce the entry slip at exit point. A
barcode reader reads the token and gets information from central database and then generates receipt and
prints bill. Here Webcam takes shots of the licence plate for live streaming information. At this point, there
is again one signal light to indicate the movement of vehicle. Here an automated boom barrier works as
access control to the parking.
The development of logical and physical architecture can be conceptualised in the form of system
architecture in Indian context. As there is no concept of ITS architecture developed so far in India.

Process flow chart as per user group

User group 'A' using Internet facility: This kind of user has the facility of booking parking through online
portals and also can receive parking directions in advance. The user with GPS facility can find the location
of parking lot on popular GPS services like Google maps, Ovi maps, etc. and get driving directions. As soon
as the user following the directions with information about parking conveyed through same FM channel
reaches the parking lot, he is easily able to find his way to the parking bays available using internal
information system.
These users can keep a tab on parking availability through the parking facility Website. These sites provide
all parking data from parking availability to exit directions.

User group B' using mobile phone service: This kind of user receives status update through SMS and can
call on one centralised number with the inbound customer care providing information about parking status.
This user group has the facility of booking parking much before they reach the parking area. They can book
the parking space through the centralised customer care cell. As soon as the user following the directions
with information about parking conveyed through same FM channel reaches the parking lot, he is easily able
to find his way to the parking bays available using internal information system.
These types of users have choice of having receiving information about range of services like monthly
routine booking of service. They can also receive directions of going to parking lot as well as exiting from
parking lot.

User group C' watching local cable channels: This kind of parking user is provided parking availability
data through advertisement ribbons at the end of channel display. They also provide contact information like
centralised customer care cell number and also the way of having information from VMS boards. As soon as
the user following the directions with information about parking conveyed through same FM channel
reaches the parking lot, he is easily able to find his way to the parking bays available using internal
information system. These advertisements provide information about the Website address and other data.
This kind of user has direct knowledge of availability and parking location from advertisement banners and
also have a choice of booking parking space through further information is given.

User group 'D' using VMS boards: When a user in search of parking space enters in the
radius of 2 km, user is able to see easy and eye catching VMS which gives the instruction to reach the
parking lot from that point. Also VMS keeps displaying updated parking space status. The boards also
display instructions for using the parking bays. As soon as the user following the directions with information
about parking conveyed through same FM channel reaches the parking lot, he is easily able to find his way
to the parking bays available using internal information system.
While exiting the parking lot, the lower portion of VMS screen area displays way out to the main roads. The
parking management system (PMS) architecture presented here is typical in nature. It may change as per the
user's requirements, local conditions of the place, rules and regulations, government's priority, etc. Indeed
there are plenty of examples of PMS architecture worldwide and new models are being adopted with
emerging innovations in ITS.

High Occupancy Lanes (HOL)

The high occupancy lanes are meant for vehicles having more number of passengers. Provision
of dedicated lane for high occupancy vehicle is another technique of the demand management as people are
encouraged to leave single occupancy vehicles (SOVs) and opt for public transport. In this system, a
separate lane is provided for the vehicles with occupancy 3 or more. Based upon high occupancy the toll
charges get reduced.
The high occupancy lane enforcement can be done using ITS tools such as APNR, CCTV cameras, etc.

Bicycle Rental Schemes

The bicycles can be promoted as first and last mile connectivity with public transport to encourage people to
shift to public transport. The bicycle stands are spread over the city connecting public transports stations
with neighbouring activity centres. A user can pick a bicycle from any stand and leave at other stand as per
his convenience. The ITS tools can be used for tracking the movement of cycles, availability of the cycles at
a stand, deduct cycle usage charges from the smart card of the user.

Carpooling
The carpooling or sharing scheme encourages people to share their cars so that more than one
person travels in a car. The carpooling schemes help in reducing single occupancy vehicles (SOVs) on the
road and in turn manage the transport demand. For examples, carpooling by three
people results in removal of two cars from the road. ITS tools like carpooling Websites, mobile applications,
etc. can help in connecting people travelling on the same route. The Websites like
[Link], [Link], [Link]/ride-sharing/new-delhi/etc, offered carpooling
facilities in India.
Integrated Fare System
Integrated fare system allows use of single fare product across multiple modes of public transport. So a user
is not required to purchase tickets every time he/she changes the mode of transport. The convenience of
using single fare product across the modes encourages people to use public transport and helps in transport
management. The ITS based automatic fare collection (AFC) systems allow a single smart card fare product
to be applicable across multiple modes of transport. The More Card announced by Ministry of Urban
Transport, India is an integrated fare product which can be used over all modes of public transport in India.

Traffic Rule Enforcement

The ITS tools can be used for effective implementation of the traffic rules to ensure transport demand
management in the city. For example, the enforcement of Odd-Even scheme which was implemented in
Delhi as transport demand measure can be enforced through automatic number plate recognition (ANPR)
system.
Under the scheme, the vehicles with registration number ending with odd number (1, 3, 5, 7, 9) are allowed
on odd days (1, 3, 5, 7, 9-29, 31) of the month and vehicles with registration number ending with even
number (0, 2, 4, 6, 8) are allowed on even days (2, 4, 8, 10, 12-28, 30) of the month except on Sundays when
there was no restriction.

Incentive Scheme to Travel in Non-peak

ITS tools can be used to launch incentive schemes to encourage people of travel in non-peak hours. In an
effort to promote non-peak hour travelling in public transport, the Singapore government offers the
incentives for Singapore's commuters program (*INSINC program"). Passengers automatically earn point
for every 1 km travelled on the train all day Monday through Friday. The INSINC points can be converted to
cash rewards, which will be transferred to the commuter's card each month. Commuters are rewarded with
additional points for travelling during the period preceding or following the peak hours of 7:30 am to 8:30
am.

Active Traffic Management

Active traffic management is one of the means of increasing peak capacity and smoothening traffic flows on
busy major highways. Techniques include variable speed limits, hard-shoulder running and ramp-metering
controlled by overhead variable message signs. This system has been implemented in several countries,
including Germany, the United Kingdom, France, Netherlands, Belgium, Italy, Moscow in Europe, and the
United States. The system has proved to be highly effective in managing the peak hour transport demand.

Active traffic management (ATM) is a strategy to manage the congestion on real-time basis as per current
traffic conditions. Focusing on trip reliability, the system tries to maximise the efficiency of the facility.
With the help of integrated systems with new technology, it increases through put and safety and optimises
performance quickly. ATM mainly put focus on influencing travel behaviour with respect to lane and
facility choices.

Questions
1. What do you understand by traffic demand management?
2. Describe different demand management strategies.
3. Explain application of ITS for travel demand management.
4. How road user charging can be used for travel demand management in a city? Give some examples
of application of road user charging for travel demand management.
5. What do you understand by active traffic management? What are the different techniques used for
active traffic management?
6. Describe black box PAYD insurance.
7. Explain use of ITS in personal travel.

Electronic Toll Collection (ETC) System

ETC system offers a facility of cashless tolling which aims to eliminate the delay on toll roads by collecting
tolls electronically. ETC determines whether the vehicles passing through the toll plaza are enrolled in the
program, and electronically debits the accounts of registered car owners without requiring them to stop. In
case the vehicle is not registered under cashless tolling schemes, it alerts enforcers for penalising the
violators. The ETC system allows easy and quick collection of toll and saves a lot of time of the vehicle
users who had to wait earlier in case of manual collection of toll.

Electronic toll collection systems rely on four major components: automated vehicle identification,
automated vehicle classification, transaction processing, and violation enforcement.

Automated vehicle identification is the process of identifying the vehicle subject to tolls. The majority of toll
facilities detect the passage of vehicles through a limited number of toll gates. At such toll gates, the task is
then to identify the vehicle in the gate area.

Automated vehicle classification is closely related to automated vehicle identification which determines the
type of the vehicle. Most toll facilities charge different rates from different types of vehicles which makes it
necessary to distinguish the vehicles passing through the toll facility.

Transaction processing functions deals with maintaining customer accounts, posting toll transactions and
customer payments to the accounts, and handling customer inquiries. The transaction processing component
of some systems is referred to as a "customer service centre". In many respects, the transaction processing
function resembles like banking services, and several toll agencies have contracted out transaction
processing to bank.

Violation enforcement systems (VES) is useful in controlling unpaid tolls and thus arrest the revenue
leakage. A number of technologies can be used to discourage toll violators which include identification of
number plate of the vehicle and sending challan to the person under whose name the vehicle has been
registered. Police patrols at toll gates are found to be highly effective. However, the heavy cost of police
patrols makes their use on a continuous basis financially unviable.

Indian Government has also launched an ambitious plan to adopt ETC at all toll plazas available on National
Highways. The project is spearheaded by National Highway Authority of India (NHAI).

Automated Highway System (AHS)

The automated highway system is defined as "a lane or set of lanes where specially equipped cars, trucks
and buses could travel together under computer control". In an AHS, the vehicle is guided by the road rather
than by the driver. Sensors and communication devices link the road and the vehicle to maximise driving
performance. Driver error is being reduced and ultimately, with full implementation of AHS, the driver's
error is eliminated. It is one of the aspects of intelligent transportation systems (ITS), which apply
electronics, computers and control technology developed for aviation, the space programme and defence to
the improvement of highways, vehicles and public transportation. The AHS consists of magnetic sensors,
computers, digital radio, forward-looking sensors, video cameras, and display technologies. Various
combinations of these technologies are being tested in different pilot studies

Technologies used in AHS

Technology Purpose
Magnetic sensors These sensors are imbedded along the highway lanes. Magnetometers in the car's
bumpers can sense the magnets and automatically keep the cars in the centre of
the lane.
Networked computers The system does not rely on a central computer to direct the movement of all
vehicles. Rather, networks of small computers are installed in vehicles and along
the sides of roadways to coordinate the flow of traffic.
Digital radio (DG) DG equipment in each car allows the on-board computer to communicate with
other vehicles in the near vicinity and with the supervisory computers monitoring
the roadway.
Forward looking Using either radar or an infrared laser, these sensors detect dangerous
Sensors obstructions and other vehicles ahead.
Video cameras (VC) Video cameras are linked to computers that process images rapidly. The video
cameras detect dangerous obstructions and other vehicles ahead. VCs can be used
along with or instead of magnets to track lane boundaries.
Visual displays (VD) VDs are mounted on the dashboard or projected onto the windshield. It informs
the driver about the operation of the vehicle.

Benefits of AHS
The benefits of AHS on the performance of the existing transportation system will, over time, be enormous
and far-reaching. Over the long term, traffic congestion will be reduced; safety will be enhanced to produce
a virtually collision-free environment; driving will be predictable and reliable. More specifically, the
following advantages of AHS are expected:
a) Capacity enhancement of highways: The number of vehicles per hour per lane can be significantly
increased as traffic speeds are standardised and increased and permissible headway distances are
decreased.
b) Improve safety: Driving safety will be significantly greater than at present. The human error factor
will be removed.
c) High-performance driving: It can be conducted without regard to weather and environmental
conditions.
d) Al drivers using AHS can be safe and efficient drivers: AHS offers enhanced mobility for people
with disabilities, the elderly, and less experienced drivers.
e) Reduce fuel consumption and emissions: In the short term, these reductions will be accomplished
because start-and-stop driving will be minimised and on-board sensors will be monitored to ensure
that the vehicle is operating at top performance.
 f) Efficient utilisation of road: Land can be used more efficiently. Roads will not need to take up as
much room, since AHS facilities should allow for more effective use of the right of way.
g) More efficient commercial operations: Commercial trucking can realise better trip reliability to
support "just-in-time" delivery.
h) More efficient transit operations: Transit operations can be automated, extending the flexibility and
convenience of the transit option to increase ridership and service.

CASE STUDY: FLORENCE, ITALY

The bus services in the City of Florence, Italy is operated by ATAF (Azienda Trasporti dell'Area Fiorentina)
which is a municipality-owned bus operator of the City of Florence, serving the metropolitan area and some
hinterlands towns. The services are provided under service contract to the province of Florence, for which
ATAF joined with Li-nea and some smaller operators in a special purpose entity since 2005. The contract
stipulates quantitative and qualitative performance requirements, in particular in relation to volume of
service and punctuality. Quite extensive service and event reporting requirements have also been stipulated
in the contract agreement.
Automatic vehicle location and control system (AVLC) was first commission by ATAF in 1984 in about
100 of its buses. The AVLC was upgraded in 1996 and further extended to the complete fleet of about 400
buses. AVLC also included GPS, trunked mobile radio, and enhanced functions.

Reasons to Implement ITS

The primary motivations for implementation of ITS are:
a) To provide the platform for real-time and other information to passengers
b) To manage the daily operations, on both normal and disrupted state
c) To assist achievement of the quantity and quality of the service required in the service contract with
province of Florence
d) To generate the trip logs, analysis and reporting required by province of Florence under the service
contract
e) To manage the driver vehicle handovers and shift-changes
f) To identify vehicle faults and assist rapid response
g) To provide the platform for e-ticketing
h) To provide security and incident response on-board vehicles, both for staff and for passengers
i) To support demand responsive transport and other non-standard mobility services
j) To generate and manage data for post-event analysis, including running time analysis, scheduling,
resource optimisation, and incident investigation

ITS Equipment and Devices

In-vehicle ITS-related equipment consists of:
a) On-board computer
b) GPS
c) Display screens for real time passenger information-RTPI
d) Voice announcer (interior)
e) External destination board
f) GPRS/GSM (voice, data) card and antenna
g) Wi-Fi (wireless LAN) for in-depot data transfer
h) Driver's console
i) CCTV
j) Automatic passenger counters
k) Forward-facing camera for photographing vehicles violating bus lanes Station/stop equipment ITS-
related equipment consists of:
a. Displays for RTPI
b. Self-service ticket vending machines

Depot ITS-related equipment consists of:

  Wi-Fi (wireless LAN) for data exchange with vehicles

ITS Applications at ATAF

ITS is used for the following applications at ATAF:
a) Operations management, including incident management
b) Real-time passenger information pre-trip, at stations and in vehicles
c) Vehicle and driver scheduling
d) Fare collection (for pre-paid tickets only, no on-bus ticket sales)
e) Data generation for performance monitoring and contract reporting

ITS has been or is being implemented on a limited basis for the following applications, with the possibility
to deploy on a wider scale:
a) In-vehicle video-surveillance
b) Traffic signal priority
c) Automatic passenger counting

ITS supports and/or exchanges data with the following:

a) Driver rostering
b) Travel and traffic information
c) Maintenance planning and management

Communication
Due to limited number of radio channels, mobile communication for AVLC has been a challenge for ATAF
throughout the history of its ITS deployment.
The private trunked mobile analog radio is the core mode. Only three channels are available for both voice
and data communication. In the late-80s/early-90sthe national authorities in many of the European countries
needed to restructure spectrum allocation to enable new services. So ATAF was allocated different
frequencies with narrower bandwidth.

Initially, ATAF had only 100 buses when ATAF commenced AVLC operations in 1984. However, with
extension of system to the full fleet of 400 buses in 1996, the constraints were experienced even after
adopting a trunked mobile radio approach.
Faced with serious problems with communications based on three radio channels, in 2003, ATAF decided to
transfer 100 vehicles to GSM for voice communication, with all data communication staying on the private
radio channels. GSM cards were inserted in the existing radios. The transfer between trunked mobile radio
and GSM was automatic, and was invisible to the dispatchers and to the driver. Further, in 2009 as
GSM/GPRS technologies matured the commissioning of the new communication system based on the
GPRS/GSM network started. This helped the ATAF as new technology brought following benefits:
a) No infrastructure investment and maintenance costs
b) High level of service
c) Rapid-response time for fault repairs, interventions, etc.

Further, close range communication is performed by Wi-Fi (wireless LAN) separately, which is integrated
into the on-bus computer. Wi-Fi coverage is available throughout the depots, so vehicles can exchange data
wherever they are parked, at maintenance, or at washing/fuelling. Data transfer included:
a) Upload of reference data (routes, stops, schedule, etc.)
b) Download of transaction data, statistics, logs, etc.
c) Real-time passenger information

Passenger information at ATAF provided following functionalities:

a) Travel planners
b) Information to passengers on real-time basis
c) How to use the transport system
d) Information about incidents and alerts
Real-time passenger information is based on the AVL system. RTPI is provided to the passengers through
four main channels:
a) Internet channels
b) Mobile personal devices, with a combination of 'push' and 'pull' services
c) At-stop displays
d) In-vehicle displays

At stop information consists of two types of device:

a) Free-standing pole-mounted panel
b) In-shelter panel

Scrolling-text single-line displays are used in the vehicles for real-time information. The name of the next
stop is displayed in the normal mode. The pre-recorded messages or advisories from the dispatcher can also
be displayed if required. Further, all buses are fitted with public announcement (PA) system which can be
used for stored information (normally announcement of the next stop), for driver messages, or for messages
from the dispatcher. A range of SMS, WAP-enabled, and Internet-based traveller information and RTPI
services are also available for use in mobiles, tablets, computers, etc. by a dedicated real-time Web portal.

Video surveillance
The buses have been equipped with CCTV cameras for video surveillance. In the standard composition, 3
CCTV cameras are linked to a Video Surveillance Online Repository (VISOR) card that has been added to
the on-board computer. In normal mode, the footages are stored in erasable memory, and then overwritten.
The driver activates recording footages in hard memory by pressing an alarm button. The CCTV footages
are retained until such time as they are recovered or manually erased or transferred over the Wi-Fi link. This
option can be used to preserve the evidence when footage may be required for establishment of crime by
security agencies or as evidence in the court of law or for any other purpose. The CCCTV footage of any bus
can also be accessed on real-time basis. However, a high bandwidth is required to transfer CCTV footage on
real-time basis limiting the capability of real-time access. To make it practicable, it would be sent as a
sequence of still-shots, sufficient for the dispatcher or other authorised person to be able to discern what is
happening on the vehicle. The present day high speed 3G/4G GPRS technology makes it possible to transfer
live CCTV footage from the buses without any constraint.

Other imaging technologies

A forward facing camera has been fixed in front of the buses which may capture images of vehicles
obstructing bus lanes and other public transport facilities. The licence plate of the vehicle violating the lane
can be read from the image and the erring driver can be penalised.

Automatic passenger counters (APC)

APCs have been fitted in around 20 buses. These are used as 'test buses' and are rotated across the fleet to
periodically survey all routes. ATAF has not been sufficiently confident in APC technology to install it as
standard across the full fleet.

Scheduling
Micro bus software is used by ATAF for scheduling of the buses. The graphics of the timetable and the
actual performance in service can be generated by AVLC. The deviations can be tracked by AVLC to assess
the sectional running time between two stops. Any adjustment in run-time can be made as per the
observation from AVLC reports. The operation of an individual bus or a whole route for a period of time can
also be replayed in order to understand the dynamics of the service and see whether it can be improved
through the schedule.

Fare collection
There is no ticket issuing machine available on-board in the buses. The tickets have to be purchased in
advance before boarding the bus. The buses are fitted with smart card readers which are provided by AEP,
an Italian ticketing validated vendor. The validators are connected to the on-bus computer, which process the
transaction, store it and transfer it to the central control.
System integration
The system integration is the backbone of all applications. The on-bus computer provides functionality of
full integration and data consistency of all in-vehicle devices. The supplier has developed the system
architecture as per ATAF's specifications, and integration has also been done by the supplier as per the
specified requirements. The architecture and interfaces reflect European project concepts and CEN TC278
standards, although the actual implementation is the supplier's proprietary approach. The supplier has used
its own data model.

Benefits Arising from the ITS Systems

Although cost-benefit analysis (CBA) or any other appraisal of ITS system deployed by ATAF has not been
done, ATAF considers that it has received considerable benefits from the ITS implementation, especially the
AVLC system. The following benefits of ITS have been perceived by ATAF:
a) Improvement in operational management capacity
b) Improvement in operational efficiency
c) Availability of information for performance analysis and service planning
d) Passenger convenience in terms of improved services and availability of information
e) Fulfilment of reporting requirements in relation to the service contract with province of Florence