Improving the monitoring quality to Automate ITS Systems Enrique Belda Esplugues Civil Engineer Head...

Improving the monitoring quality Improving the monitoring quality to Automate ITS Systemsto Automate ITS Systems

Enrique Belda EspluguesEnrique Belda EspluguesCivil EngineerCivil EngineerHead of Valencia TCC Head of Valencia TCC Associate Professor at Valencia Polytechnic UniversityAssociate Professor at Valencia Polytechnic University

22E. Belda. E. Belda. Improving the monitoring quality to Automate ITS SystemsImproving the monitoring quality to Automate ITS Systems-Workshop-

Best practices on monitoring deployment

SummarySummary

IntroductionIntroduction

Traffic Control CentresTraffic Control Centres

Data MonitoringData Monitoring

ITS systems to improve road safetyITS systems to improve road safety To prevent rear accidentsTo prevent rear accidents

To prevent congestionsTo prevent congestions

ConclusionsConclusions




Dirección General de TráficoDirección General de Tráfico (DGT) is the Spanish (DGT) is the Spanish road authority in charge of traffic managementroad authority in charge of traffic management The responsibility for traffic competences in the Basque The responsibility for traffic competences in the Basque

country and Catalonia have been transferred to the country and Catalonia have been transferred to the autonomous regionautonomous region

The DGT has been working in ITS since 1991 The DGT has been working in ITS since 1991 applying new technologies to improve traffic flows applying new technologies to improve traffic flows and road safetyand road safety

The DGT is involved in the ARTS and SERTI The DGT is involved in the ARTS and SERTI projects projects Project manager in ARTSProject manager in ARTS



IntroductionIntroduction The most important ITS services are focused on The most important ITS services are focused on

improving road safety and problems caused by traffic improving road safety and problems caused by traffic incidentsincidents

PreventivePreventive Integrated system aimed to anticipating dangerous Integrated system aimed to anticipating dangerous

situationssituations Weather forecastsWeather forecasts Range detection of slow vehiclesRange detection of slow vehicles

Incident detection and managementIncident detection and management Systems in charge of detecting incidents once they Systems in charge of detecting incidents once they

occurred and of managing the consequences to minimize occurred and of managing the consequences to minimize them.them. Artificial vision using CCTV camerasArtificial vision using CCTV cameras Systems based on traffic data collection stationsSystems based on traffic data collection stations Management plansManagement plans



SummarySummary









Traffic Control Centres - TCCTraffic Control Centres - TCC

TCCs are responsible for traffic management and control on TCCs are responsible for traffic management and control on the road networks. The TCC controls and manages all the ITS the road networks. The TCC controls and manages all the ITS systems installed on highways within their competence.systems installed on highways within their competence.

Spanish TCCs distributionSpanish TCCs distribution MadridMadrid ValenciaValencia MálagaMálaga SevillaSevilla ZaragozaZaragoza A CoruñaA Coruña ValladolidValladolid Bilbao (DT)Bilbao (DT) Barcelona (SCT)Barcelona (SCT)



Levels of Traffic ControlLevels of Traffic Control

Control of Accesses to Large Cities

Construction of TCC’s

Control of Accesses to Large Cities

Construction of TCC’s

Level 1Level 1

Control of the Inter-urban Road NetworkControl of the Inter-urban Road NetworkLevel 2Level 2

Control of Local Areas

with Traffic Problems through Local Management Centres, accountable to Traffic Management Centres

Control of Local Areas

with Traffic Problems through Local Management Centres, accountable to Traffic Management Centres

Level 3Level 3




TCC Madrid

TCC Valencia TCC Sevilla TCC A Coruña TCC Málaga TCC Zaragoza TCC Valladolid

CG LocalAlbacete CG Local

CantabriaCG LocalAsturias

Spanish TCC’s structureSpanish TCC’s structure




The TCC have different operational procedures. These The TCC have different operational procedures. These operational procedures can be structured in three layers:operational procedures can be structured in three layers:

– Daily demand requirementsDaily demand requirements: represents the activities developed by the TCC once specific situations (incidents, congestion, etc) have occurred.

– 1st Automation phase1st Automation phase: The ITS equipment installed in the center is fully integrated and allows the automatic development of traffic strategies such as travel times, incident detection.

– 2nd Automation phase2nd Automation phase: Full system automation. It includes not only traffic systems (monitoring, information, etc) but also other systems related to traffic behavior.




The deployment of The deployment of 2nd Automation phase2nd Automation phase implies the implies the homogenization and standardization of all equipment and of all equipment and systems installed for a suitable integration in the TCC.systems installed for a suitable integration in the TCC.

DGT promotes and presides the Committee 4 of DGT promotes and presides the Committee 4 of AEN/CTN 135 (Spanish standardization organism) that AEN/CTN 135 (Spanish standardization organism) that include all technical workgroups to study and draft the include all technical workgroups to study and draft the different Spanish regulations that must be fulfilled by all different Spanish regulations that must be fulfilled by all the traffic management systems installed in the Spanish the traffic management systems installed in the Spanish roads.roads.– DGT also participates in the European traffic DGT also participates in the European traffic

standardizations committees.standardizations committees.




SummarySummary









PROVIDED DATAPROVIDED DATA

The Traffic Data Capture Stations provideThe Traffic Data Capture Stations provide11:: IntensityIntensity Average SpeedAverage Speed OccupancyOccupancy Traffic DirectionTraffic Direction Interval between vehicles Interval between vehicles Vehicles classification (length, speed)Vehicles classification (length, speed)

1.- Usually, in time intervals of 1 min, 15 min and 60 min1.- Usually, in time intervals of 1 min, 15 min and 60 min



DATA PROBLEMS: ORIGIN OF ERRORSDATA PROBLEMS: ORIGIN OF ERRORS

RELATED TO THE DETECTION SYSTEMRELATED TO THE DETECTION SYSTEM Wrong locationWrong location (other sources interference, near metallic mass,…)(other sources interference, near metallic mass,…) System MalfunctionSystem Malfunction (loop cut, deterioration for the use, (loop cut, deterioration for the use,

environmental/weather conditions, electricity supply problems,…)environmental/weather conditions, electricity supply problems,…) System PrecisionSystem Precision Communication failureCommunication failure (dead line, electricity supply problems, (dead line, electricity supply problems,

receiver problems)receiver problems) RELATEDRELATED TO THE PROGRAMMING to obtain traffic TO THE PROGRAMMING to obtain traffic

representative variablesrepresentative variables Programming criteriaProgramming criteria Algorithm Algorithm developmentdevelopment Selection of theSelection of the analysis time intervalanalysis time interval

RELATEDRELATED TO THE DATA MANAGEMENT TO THE DATA MANAGEMENT Data base generationData base generation QuerysQuerys



NO DATA RECORDNO DATA RECORD ● ● Some or no one variableSome or no one variable

● ● Some or no one time periodSome or no one time period

WRONG DATA RECORDWRONG DATA RECORD

DATA PROBLEMS: TYPES OF ERRORSDATA PROBLEMS: TYPES OF ERRORS



EXAMPLE OF DATA PROBLEM:EXAMPLE OF DATA PROBLEM:INCOMPATIBILITY WITH THE VALUE OF THE RECORDED TRAFFIC VARIABLE

The variables: intensity, speed, occupation and average length are related through the expression:

OCCUPATION

)(

1000

slD

DENSITY

sl

l

vslv

l

t

tO

ls

l

)(

)(

1000

slD

l

OvDvI

1000

l type vehicle lengths safety distance /distance between vehiclestl spent time of the vehicle to go across the loopts time between two consecutive vehicles over the loop



EXAMPLE OF DATA PROBLEM:EXAMPLE OF DATA PROBLEM:INCOMPATIBILITY WITH THE VALUE OF THE RECORDED TRAFFIC VARIABLE

In some cases, the In some cases, the occupation percentage value recorded is is incompatible with the other traffic variables:incompatible with the other traffic variables:

AVERAGE LENGTH OF THE VEHICLE =

54,9 m

% OCCUPATION = 2 %

CONSEQUENCE: The CONSEQUENCE: The errors in the record of the occupation variable are translated as errors in the classification of the are translated as errors in the classification of the traffic states used by the DGT used by the DGT

l

OvDvI

1000

l

OvDvI

1000

INTENSITY

SPEED

% OCCUPATION

472 vh/h 108 km/h 24%

INTENSITY SPEED LENGTH

472 vh/h 108 km/h 4,6 m



PROPOSAL OF PROBLEMS SOLUTIONPROPOSAL OF PROBLEMS SOLUTION

Related to the Related to the data detection systemsdata detection systems:: Included in general tasks of road maintenanceIncluded in general tasks of road maintenance::

Verification of the location and general state of the systemVerification of the location and general state of the system Verification of the signal emission and presenceVerification of the signal emission and presence Verification of the communication with the TCCVerification of the communication with the TCC

Related to the Related to the programmingprogramming Revision of the criteria to transform the electrical Revision of the criteria to transform the electrical

impulse to traffic variablesimpulse to traffic variables Influence Analysis of the time interval period selectedInfluence Analysis of the time interval period selected



PROPOSAL OF PROBLEMS RESOLUTIONPROPOSAL OF PROBLEMS RESOLUTION

Related to the data management and report Related to the data management and report presentationpresentation Data base Data base revisionrevision Query Query systematizationsystematization

In the reports generationIn the reports generation Replacement of Replacement of punctual errorspunctual errors of intensity and of intensity and

speedspeed Auxiliary table with updated historical dataAuxiliary table with updated historical data Previous and following intervals values to the failure Previous and following intervals values to the failure

pointpoint Temporary distribution graph about road traffic and the Temporary distribution graph about road traffic and the

AADT valueAADT value



SummarySummary









An ITS to prevent Rear AccidentsAn ITS to prevent Rear Accidents

Rear accidents taking place on motorways are Rear accidents taking place on motorways are usually due to:usually due to:– Overtaking areas with huge speed differencesOvertaking areas with huge speed differences

– End of slow lanesEnd of slow lanes

– CongestionCongestion

These situations could arise in several sections of These situations could arise in several sections of the road network. The DGT, in order to prevent the road network. The DGT, in order to prevent motorway accidents, has developed an automatic motorway accidents, has developed an automatic system to prevent rear accidents.system to prevent rear accidents.




The system presented is installed in two mountain passes The system presented is installed in two mountain passes with a high rate of rear incidents and casualties:with a high rate of rear incidents and casualties:

– the Buñol mountain pass (5 km), on the A-3 motorwaythe Buñol mountain pass (5 km), on the A-3 motorway

– the Carcer mountain pass (4 km), on the N-340 motorwaythe Carcer mountain pass (4 km), on the N-340 motorway

These two road areas presentThese two road areas present– High accident rateHigh accident rate (Carcer pass there were 9, 5, 11, and 6 (Carcer pass there were 9, 5, 11, and 6

accidents from 1996 to 1999 respectively)accidents from 1996 to 1999 respectively)

– Similar characteristicsSimilar characteristics: : Hilly road sectionsHilly road sections HGV itineraries HGV itineraries usually bad weather conditions (mainly fog)usually bad weather conditions (mainly fog)




The development of the systems was The development of the systems was structured into five phases: structured into five phases:

1.1. Study of the roads involved and the road traffic Study of the roads involved and the road traffic behavior. behavior.

2.2. Equipment distribution, both detectors and Equipment distribution, both detectors and signals. signals.

3.3. System implementation. System implementation.

4.4. System architecture System architecture

5.5. ValidationValidation




1.1. Previous traffic studiesPrevious traffic studies Definition of Definition of traffic characteristicstraffic characteristics: Density, segment : Density, segment

capacity, flow rates, percentage of heavy vehicles, capacity, flow rates, percentage of heavy vehicles, mean speed by lane and segment.mean speed by lane and segment.

Definition of Definition of conflictive pointsconflictive points and areas vulnerable and areas vulnerable to accidents. Also a detailed study of accidents to accidents. Also a detailed study of accidents occurring in each area was conducted.occurring in each area was conducted.

Definition of Definition of lineal speed functionslineal speed functions (space-time). (space-time). These functions are used to define the precise instant These functions are used to define the precise instant of the accident and the theoretical point where the of the accident and the theoretical point where the slow vehicle is hit.slow vehicle is hit.




2.2. Equipment distributionEquipment distributionThe criteria for placing the equipment are: The criteria for placing the equipment are: Each segment must have at least one detector and one Each segment must have at least one detector and one

signalsignal There are intermediate detectors and signals to cover There are intermediate detectors and signals to cover

all the road networkall the road network The maximum distance between detectors is 600 m. The maximum distance between detectors is 600 m.

in homogeneous sectors and 400 m. in the rest.in homogeneous sectors and 400 m. in the rest. The signals are located 100 m. after the detector The signals are located 100 m. after the detector

downstreamdownstream




Once the studies were carried out, the road area is divided Once the studies were carried out, the road area is divided into homogeneous segments to place the road equipmentinto homogeneous segments to place the road equipment




The equipment installation in some segment was difficult The equipment installation in some segment was difficult as a viaduct has to be crossed. The problems were as a viaduct has to be crossed. The problems were overcome using magnetic detectors under the viaduct overcome using magnetic detectors under the viaduct instead of the traditional loops and installing the signals in instead of the traditional loops and installing the signals in the pillarsthe pillars..




The system has been enforced with a variable message The system has been enforced with a variable message sign (VMS) installed at the beginning of the mountain sign (VMS) installed at the beginning of the mountain pass. The message advises drivers that they are entering a pass. The message advises drivers that they are entering a hazardous area.hazardous area.




3.3. System ExecutionSystem Execution




4.4. System architectureSystem architectureThe system is made up of the following elements:The system is made up of the following elements:

Traffic data capture stationsTraffic data capture stations Signaling subsystem, Signaling subsystem, Local and central control systemLocal and central control system

Communication System.




5.5. System validationSystem validationThe system validation was developed from The system validation was developed from different points of view: different points of view:

Individual equipment functioningIndividual equipment functioningTraffic detection (loops and magnetic detectors)Traffic detection (loops and magnetic detectors)Communication system and the response times. Communication system and the response times.

General system.General system. Capacity to detect problematic situationCapacity to detect problematic situationFalse positives and false negatives False positives and false negatives Processing time to forecast the incident. Processing time to forecast the incident.

Efficiency of incident reductionEfficiency of incident reduction Evolution of accidents is continuously studiedEvolution of accidents is continuously studied



Main ResultsMain Results YearAcc. with

victimsFatality

Seriously injured

Slight injured Traffic increase

2000 4 1 7 19

2001 7 2 4 11 8,73%

2002 7 1 7 6 7,11%

2003 7 0 2 9 6,83%

2004 12 0 1 15 4,82%

Accident on A-3 road (PK's 310,000 - 320,000). Buñol Mountain Pass

0

2

4

6

8

10

12

14

16

18

20

Acc. with victims Fatality Seriously injured Slight injured

2000

2001

2002

2003

2004




An ITS to prevent congestionsAn ITS to prevent congestions

– V-31 (13.700 Km)V-31 (13.700 Km)

– South Access to ValenciaSouth Access to Valencia

– Congestion: 1.5 hour/dayCongestion: 1.5 hour/day



V-31 V-31




- Analysis of the unfavorable Analysis of the unfavorable road section road section

- (C, C’, C’’) = Capacities(C, C’, C’’) = Capacities

- VVOPOP = Optimal Speed = Optimal Speed


C

C’

C’’

• Optimal Speed on V-31Optimal Speed on V-31

CC

C’’C’’> C’ > C’ VVOPOP ( (SystemSystem))

It is necessary to look for the optimal speed in the system to avoid congestion in C’



SummarySummary










ITS systems are a suitable tool for traffic management and ITS systems are a suitable tool for traffic management and control and improving traffic flows and road safety.control and improving traffic flows and road safety.

The integration of all ITS in the TCCs allows road The integration of all ITS in the TCCs allows road managers to develop more complex systems and services. managers to develop more complex systems and services.

The development of ITS and their operation should be The development of ITS and their operation should be undertaken taking into account some quality levels that undertaken taking into account some quality levels that guarantee the development of the most adequate and guarantee the development of the most adequate and control management strategies.control management strategies.

The evaluation of the systems should be carried out in all The evaluation of the systems should be carried out in all phases:phases: Design Design Installation Installation ExploitationExploitation



What best practice cases can be identified?What best practice cases can be identified?– To verify real data with measured data and the way To verify real data with measured data and the way

we obtain them.we obtain them.

What specific aspects can be regarded as best What specific aspects can be regarded as best practices?practices?– To improve communication, algorithms and historical To improve communication, algorithms and historical

traffic data.traffic data.– To get better road equipment maintenanceTo get better road equipment maintenance

Are the best practices to the country in question Are the best practices to the country in question to a certain region or globally?to a certain region or globally?– Globally Globally



Thank-you for your attentionThank-you for your attention

Improving the monitoring quality to Automate ITS Systems Enrique Belda Esplugues Civil Engineer Head...

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