ActiveTraffic Inc. (Group 6)Vladimir Martintsov (212829206)

Giorgio Antoine Kharrat (213008446)

Grant Cornfield (212817441)

James Vandervelde (212855839)

Jesse Salamone (211017431)

Tangeena Islam (212805974)

December 9th, 2013

Professor Daniele Palermo ENG 1000 Course DirectorYork University, 4700 Keele StreetToronto, ON M3K 1P3

Dear Professor Palermo:

We belong to a company known as ActiveTraffic Inc. The proposal report for our company project, of an Intelligent Transportation System (ITS), is enclosed in the document. The report includes background information about recent traffic conditions in the city of Toronto, knowledge on traffic control, and GPS systems. It provides a detailed technical description of the system as well as the information on the anticipated cost of implementation of this project.

From the potential methods of implementing the ITS, it will work as a cost efficient application. It will receive information about traffic conditions from nearby servers using data transmission available on many portable devices/smart-phones. The data about traffic will be obtained from energy efficient laser mechanisms installed on traffic lights on major streets and intersections. It would then be transferred wirelessly to the nearest server, analyzed, and sent to the user.

In case if you have any questions, please do not hesitate to contact me personally or through email at vlad95@yorku.ca regarding our innovative project.

Best regards,

Vladimir Martintsov (Active Traffic Inc. Manager)

Enclosure: The final proposal report for ITS

Intelligent Transportation SystemActiveTraffic Inc. (Group 6 FINAL REPORT)

Submitted for Professor Palermo

December 9th 2013

ENG 1000(Introduction to Engineering Design)

York UniversityVladimir Martintsov (212829206) CEO and Project Manager

Giorgio Antoine Kharrat (213008446) VP of Logistics

Grant Cornfield (212817441) VP of Quality Management

James Vandervelde (212855839) VP of Testing and Implementation

Jesse Salamone (211017431) VP of Logic and Programming

Tangeena Islam (212805974) VP of Design

Table of Contents

1. Executive Summary…………………………………………………………………………...1

2. Introduction……………………………………………………………………………………2

3. Technical Section.......................................................................................................................3

3.1 Background..................................................................................................................3

3.2 Problem Definition......................................................................................................5

3.3 Needs Assessment….....................................................................................................6

3.4 Design Synthesis and Abstraction..............................................................................9

3.5 Implementation and Design Solution.......................................................................13

3.6 Design Specifications………………….....................................................................14

4. Management Section................................................................................................................16

4.1 Schedule of Tasks.......................................................................................................16

4.2 Engineering and Development Timescale................................................................17

5. Cost Section..............................................................................................................................20

5.1 Engineering Cost........................................................................................................20

5.2 Development Cost......................................................................................................20

5.3 Additional Costs for Final Concept..........................................................................22

5.4 Total Costs…………………………………………………………………………..23

6. Summary...................................................................................................................................24

Appendix A: Additional Background Information..................................................................25

Appendix B: Additional Technical Information.......................................................................26

Appendix C: Machinery……......................................................................................................29

Appendix D: Works Cited……...................................................................................................30

Table of Figures

3.1.1 Traffic Control Officer.........................................................................................................4

3.1.2 Times of Highest Collision Rate...........................................................................................4

3.1.3 How a Laser Range Finder Works......................................................................................5

3.1.4 GPS Satellites in Orbit..........................................................................................................6

3.2.1 Traffic Congestion................................................................................................................5

3.2.2- AAA Logo.............................................................................................................................6

3.4.1 System of Lasers..................................................................................................................11

3.4.2 System of Lasers (Second Model)......................................................................................11

3.4.3 System of Pneumatic Tubes...............................................................................................12

3.4.4 The Electro-magnetic Sensors...........................................................................................13

3.5.1 Laser Module for One Lane Street...................................................................................15

3.5.2 Laser Placement..................................................................................................................15

3.5.3 Example of Application Design.........................................................................................15

Table of Tables

3.2.1 Knowledge Creation Model of Traffic-reduction……………………………………......7

3.4.1 Analysis of the Solutions.................................................................................................... 13

3.4.2 Analysis of Methods............................................................................................................14

3.6.1 Quantitative specifications for the Laser Module………………………………………16

3.6.2 Quantitative specifications for the Application…………………………………………17

4.1.1 Schedule of Tasks ...............................................................................................................18

4.2.1 Description of Events..........................................................................................................19

5.1.1 Engineering costs for each of the software and mechanical engineers………………..22

5.2.1 Cost of machinery needed in the factory to construct the laser modules……………..23

5.2.2 Cost of production of each laser module………………………………………………...23

5.3.1 Cost of application and servers…………………………………………………………..24

5.3.2 Salary of electricians and welders……………………………………………………….24

5.4.1 Total costs…………………………………………………………………………………25

1. Executive Summary

The concept of the Intelligent Transportation System (ITS) was originally made to reduce the amount of traffic congestion on the roads of Toronto. Every year, traffic congestion causes a large amount of environmental pollution as well as costing the city of Toronto billions of dollars. Every day, millions of people will allocate 2 or more hours to transportation alone. Experts believe this congestion is responsible for affecting both our moods and our job performance (Sowberry, Gary). At ActiveTraffic, we believe something must be done to remedy this.

Initially, ActiveTraffic Incorporated introduced three main models that would detect traffic conditions. They included sensors that were comprised of lasers, pneumatic tubes, or electromagnetic radiation. In addition, there was an issue with the method of transmission of information to user. The two possibilities included a smart-phone application or a separate GPS-like handheld device.

In order to decipher the best option for the final design, ActiveTraffic Inc. has thoroughly researched and analysed the proposed methods. Many constraints were developed, such as the costs of implementation, durability, quality, etc. They served as a guideline throughout the entire process to decide on the best design. The cost is a major constraint that must be given priority overall. The system must be simple and commonly used to be efficient with daily life, can be easily maintained, and deliver accurate, usable data, that can be easily understood and worked with. Quality and durability come next on the list. All of the proposed methods will be discussed in depth in the Synthesis and Abstraction section.

As for the final design, , the best option for the company, the government of the city, and the users was the second model of the laser- mounted system. This device can send the information to the local servers, and a smart-phone application, which would receive the data from the servers. To reinstate the requirement of the system, the ITS must gather information about traffic flow, send the information to a central database where it will be processed, and sent to the user, and this device is able to accomplish that magnificently.

The laser system is anticipated to be cost efficient; lasers are commonly used in many areas and fields such as medicine, sports, and security. Lasers are being tested and they have proved to be secure and durable. The system will be built in a firm metallic frame that will protect it from any weather conditions, especially during the winter season. Moreover, it will not interfere with the public and will be safe from vandalism.

Many people, today, have Smart-phones with data plans. This technical progress can be used as an advantage. By placing the service as an application, it will be very convenient for the drivers to have everything in one device. Having a separate GPS device would not be convenient as research shows, also this saves costs for both parties, the company and the user. This truly is a remarkable system..

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2. Introduction At ActiveTraffic Inc, our goal is to provide a system that reduces traffic congestion in cities like

Toronto. Three different methods of traffic data collection were proposed: Pneumatic tubes, Laser counters, and Electromagnetic radiation devices. The Intelligent Transportation System must be able to transmit the location of a driver and inform them of any nearby traffic congestion. ActiveTraffic proposed two methods of data communication: a smartphone application or a GPS device. The proposed ideas were researched and analyzed leading to the decision on the final product.

Before the invention of automobiles, road safety and efficiency has been a key component of any major city. In the modern age, cars, trucks, and SUV’s fill our roads and highways. With an ever increasing number of cars on the roads every year, traffic flow rates are decreasing. Traffic congestion in cities like Toronto can cost the government billions of dollars per year. The effects of congestion on roadways also strike the commuting citizen. When in bumper-to-bumper traffic, a collision with another vehicle is literally only a foot twitch away. Traffic congestion can impact our mental health through high stress levels leading to “road-rage”. When horse drawn carriages were still the main method of transport, cities implemented a variety of evolving ways to help traffic flow. One of the very first traffic control methods was the police officer. Officers would stand in the middle of the roadway directing traffic. Soon, these officers were situated in towers, leading to the modern day streetlight.

There are two main types of streetlights in Toronto, the semi-actuated and timed systems. Timed systems change lights at pre-programmed periods. This type of system is unhelpful during times of high congestion. Semi-actuated systems can detect the presence of vehicles and decide which lane is most important. This is helpful when there are a large number of vehicles going the same direction. Many drivers use GPS enabled devices to find their way around the city. These devices use satellites in orbit around the Earth to triangulate their position on the surface. These devices transmit data wirelessly using radio waves. A problem with this device is that it does not inform the user on traffic delays and congestion on certain roads. Laser range finders are devices that could be used to collect traffic information. Laser rangefinders work by bouncing a laser beam off an object and measuring the time it takes to reach the device again. Using triangulation, the distance is calculated.

There are several causes for traffic congestion, and only a few are preventable. Weather, careless driving, and vehicle trouble are causes that cannot be controlled, however; construction and mass rerouting can be easily controlled. The goal of the ITS is to minimize traffic congestion within a city like Toronto. Detecting which roads are experiencing congestion, and redirecting drivers to other routes will aid traffic flow. To gather data, ActiveTraffic will use an integrated traffic sensor system that will collect information on flow rates. The sensor will have its own power source and a wireless connection to send data. The ITS handheld device must be able to receive the data recorded by the sensor and display it in a useful manner. The ITS will be created to surpass competition provided by Google maps. The ITS must follow a set of constraints provided by the ActiveTraffic team. The system must be able to function in all weather conditions; it must be mounted on existing infrastructure, and it must monitor several lanes simultaneously. ActiveTraffic Inc. values citizen safety above all else. Safety related constraints include: ability to remain mounted in any weather condition and ergonomics.

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3. Technical Section

3.1 Background

Anyone who lives or works in a large city is all too familiar with traffic congestion. When the amount of cars on the road increases, and your speedometer reading decreases, the stress begins to pile up. When drivers are stressed, they tend to make reckless decisions leading to collisions. Reckless driving has been around since long before automobiles. In order to enforce traffic laws and avoid congestion cites began charging police officers with the task of traffic control. This was one of the very first methods of traffic influence. This method later evolved into large traffic towers in which watchmen would sit and control traffic flow. These towers were the inspiration behind the modern streetlight. (Dockray, Rowell, and Whitton).

Most cities use two types of streetlight, fixed time signals and semi-actuated signals. Semi-actuated signals involve sensors that detect vehicles. The semi-actuated signal can detect if a vehicle is waiting at a red light, and then change that light to green.

This allows more important roads to remain green. This system works by using electromagnetic sensors beneath the road. The fixed Time system changes the light at regular intervals, and will not change according to waiting cars. Almost 83% of traffic signals in Toronto are controlled by The Main Traffic Signal System (“Living in Toronto”). The benefit to having smart traffic signals is the ability to change light intervals. There are specific times during the day where certain lanes should have longer green lights. Referring to figure 2, most collisions occur around 8 am and 5 pm. These times coincide with the times labeled “rush hour”.

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Figure 3.1.1- Traffic Control Officer (Peek User Network)

Figure 3.1.2- Times of Highest Collision Rate (Toronto.ca)

The most efficient cities have methods for recording and influencing traffic flow within city limits. A revolutionary idea uses Laser Range Finders to measure the amount of cars entering and leaving specific roads. Laser Range Finders are used for sports, hunting, sailing, and military actions. A laser range finder is capable of measuring distances through triangulation. The device will emit a laser beam, which will strike an object and reflect. The reflected beam will strike the device at a point with a known distance from the emitter. The device measures the angle that the reflected beam strikes with. Using these values, the device can calculate range (“Laser Range Finder”). Another range finding device uses an internal clock to calculate the time it takes for an emitted beam to strike an object and return. These devices provide nearly instant distance calculations (“Technologies”)

To process the information received from the laser-counting device, data must be transmitted wirelessly to a server. Wireless data transfer uses radio waves to send data to other devices. The device converts data into radio waves and sends it at a common frequency of 2.4 GHz. Information can also be sent at 5 GHz. Higher frequencies are used for sending large amounts of data (Hunter). Our traffic

congestion solution needs to reach the maximum amount of people, yet still be personalized for each user. The most effective way would be mobile phone applications. It is currently estimated that 1 out of every 5 people owns a Smartphone. In 2009, nearly 5% of the global population owned a Smartphone. This percentage will have reached up to 22% by the end of this year. It is estimated that by the end of 2013, there will be over 1.4 billion Smartphones in use. Refer to, Figure A.1 - Global Device Penetration per Capita (Business Insider), in Appendix A for a visual representation of these trends. The number of tablets in use is increasing at a much faster rate than phones (Heggestuen). On May

16th, 2013, technology company Apple, announced that over 50 billion mobile applications have been downloaded from the Apple store. The store began with

only 500 apps in 2008, and skyrocketed to over 850,000 by 2013. Apples rival company, Google, has reached over 48 billion applications downloaded (“Hindu Business Line”). Applications for mobile phones and tablets are reaching more and more people every year.

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Figure 3.1.3- How a Laser Range Finder Works (Range Finder).

Figure 3.1.4- GPS Satellites in Orbit (NavStar Satellite System)

Many city drivers use global positioning devices to reach their destinations in the most efficient way possible. Global positioning systems, or GPS, provide the user with their location on the Earth’s surface. The United States Department of Defense developed GPS for military navigation and missile guidance. Currently the GPS system relies on 24 satellites that orbit the Earth at an approximate altitude of 20,000 km. In order for an accurate location reading, the GPS device must be in contact with 4 of the 24 satellites (GPS). The location of the satellites relative to each other is known, and can be used to triangulate the position of the device on the Earth's surface (Cooksey). GPS devices work on 2 different types of radio waves, L1 and L2. The military GPS devices use L2, which broadcasts at 1227.6 MHz and civilian devices use L1, which broadcasts at 1575.42 MHz. Civilian GPS technology is not as accurate as military devices. This was done purposely, to limit the misuse of the devices (GPS).

3.2 Problem Definition

3.2.1 Understanding the Problem

Throughout the world, many cities face the wrath of traffic. To some, it is a magical force that prevents one from getting to work/school on time or something that can discard endless amounts of time as one is contained in their vehicle. In vague understandings of the problem from a logical perspective, traffic is a curable disease that infects cities and towns with overpopulation. Though it is not possible to "cure" overpopulation, it is possible to build systems around it to help with this pandemic, Intelligent Transportation Systems (ITS) to be exact.

Intelligent Transportation Systems are such an important cause that they have an entire organization based on them. ITS World Congress is a scholarly event that expands on the problem of traffic at hand and brings together brilliant researchers to work on the issue. It shows that traffic is not just something that can be put aside for a later time. It is a major problem now and will only get much worse as time progresses as the population of the world never stops growing.

3.2.2 Causes of the Problem

Though overpopulation, as stated above, is a cause of this problem, it is not the path to developing a solution. As with any problem, traffic is packaged with many factors that cause it. Though ActiveTraffic Inc. has already formed concepts of three potential solutions, in order for a direct, effective, result to form, the causes of the problem must be reviewed once again with respect to the models.

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Figure 3.2.1- Traffic Congestion

Thereby, the following lists a few of the obstacles that cause this problem:

Careless drivers(discards laws of the road) Lack of lanes (side-effect of overpopulation) Weather conditions (accidents, delays, and causing damage to the roads) Car troubles (improper or delayed maintenance, roots from careless drivers) Construction

Many of these problems are unchangeable, though those that are not can make quite drastic changes. There are public announcements being conducted by the government towards characteristic factors, something that only some drivers cause, such as drunk and underage driving. Others are banning together to form organizations such as The AAA Foundation of Traffic Safety that focuses on just that, determining and solving traffic safety issues.

This reduces the boundaries of the problem much more for ActiveTraffic Inc. The focus is now on getting the stationary flood of vehicles mobile. To do that, it is necessary to develop a traffic enhancement system; one in which drivers are able to receive information on the best routes to get from one location to another. With this knowledge as a starting point, it is clear to see why the three models (consisting of Pneumatic Tubes, Laser-counters , and Electromagnetic sensors) were chosen.

3.3 Needs Assessment

To restate the objective of the Intelligent Transportation System (ITS), it is to reduce traffic congestion in Toronto primarily. With road safety, still a key driving force, and the environment, in mind, the focus is shifted to how to condense traffic and how to inform drivers of this method.

With the problem stated and the focus cleared, the main factors to the ITS is necessary to be noted. In order to resolve this problem, an integrated traffic sensory system is required. It must allow the monitoring of vehicle traffic and vehicle accidents and reroute the user. In a basic look at the situation, the Integrated ITS Sensory Module must:

Contain a power source Possess means of data transmission Conduct research to monitor vehicles in motion verses those stationary

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Figure 3.2.2- AAA Logo

For the information to reach the user, another method must be developed. The ITS data transmission device must have these qualities:

Location recognition (most likely via GPS) Re-route drivers to lesser used roads in order to reduce traffic via transmitted

information from a server or database

The basic functions of the ITS include:

Monitoring vehicle speeds and congestion

The information would be placed in a centralized server network, using wireless or wired transmission

Then re-route the user via a form of data transmission

For a diagram of this functionality, see Figure B.3 - Functionality diagram of ITS in Appendix B.

The biggest competitor, at the moment, is Google Inc. They have Google Maps which is able to deduce whether a road is congested or not by “crowdsourcing” (Small Business). There are, however, many weaknesses to their design. The entire system is reliant entirely on the commuter having the application installed and having the location services feature enabled. If those conditions are met then the Smart-phone is constantly sending information to Google servers.

To enhance the effectiveness and feasibility of this ITS, many constraints presented themselves. The ITS must adhere to: functional, safety, quality, time, ergonomic, life cycle, size, and weight constraints.

3.3.3 Functional ConstraintsRegardless if the Integrated ITS Sensor Module is mounted on an existing traffic light arm (refer

to Figure C.1 in Appendix C), a side post, or a red light camera style system (refer to Figure C.2 in Appendix C), it must be able to function at all times. It must be able to withstand all forces of nature, whether it is a high wind, snow, heavy wind, or hail. Keeping sturdiness in mind, it must also be light enough to mount. It might be mounted on an existing traffic system assembly (red light camera system). It must be able to detect moving vehicles in multiple lanes simultaneously. The module must contain a method of data communications to the main server hub. The module must be powered by either wired connection, solar power, or both. The user’s device, whether it is a Smartphone application or an in-house designed handheld system, must be able to receive data from the main server hub. It must be able to communicate with GPS satellites to determine the user’s location.

3.3.4 Safety ConstraintsIf the Integrated ITS Sensor Module is mounted overhead or on a post near pedestrians, it must

be fastened with mount that has a high tensile strength substantial enough to withstand extreme weather

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conditions. If a laser system is used to detect vehicles it must operate at a frequency in the electromagnetic spectrum that will not damage human eyes.

The user’s handheld device must be automated and reroute the user automatically or operate by voice command. The user will be driving while the system is being used. This might cause a dangerous distraction. If the in-house handheld device is used it must come with a device to mount the device to the vehicles windshield or dashboard.

3.3.5 Quality Constraints

The Sensor Module must be reliable. If the electromagnetic radiation system is used (Figure C.3 in Appendix C), the system must still work if there are obstacles present. Independent of the method used to record cars, the module used must be rust proof to ensure quality. In conjunction with rust proof materials, the module must be made of weather resistant materials since it will be enduring every aspect of Canadian climate.

If the handheld device is implemented it must be made from high quality materials to cope with dropping, and daily wear and tear. The software developed must be tested rigorously for reliability and accuracy.

3.3.6 Ergonomic ConstraintsIf the handheld device is implemented it must be ergonomic for the user. It must have a natural

feeling in hand as well as the ability to be fixed on the designed mount. The software must be easy to navigate and be present in a straightforward manner.

3.3.7 Life-Cycle Constraints The Sensor Module must be serviceable for a long service life. The technologies used must be

proven reliable to last for several years. If new technologies are used then they must be tested.

3.3.8 Size ConstraintsThe Sensor Module must have a certain length, width, and height depending where it is mounted

or integrated. In terms of the interface, the portable device must also have certain dimensions to maintain ergonomic constraints. If the portable device is not used, the application must also follow the size constraints. In this case, it is a matter of MBs (Megabytes) not inches.

3.3.9 Weight Constraints If the Sensor Module is to be mounted on a traffic light arm (refer to Figure C.1 in Appendix C),

it must be light enough to be supported by the existing infrastructure. Since a traffic signal light weights approximately 30lbs (Traffic Signals), the module would have to be lighter than that in order for it to integrate into the existing infrastructure.

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3.4 Design Synthesis and Abstraction

To form a thorough conclusion as to the result of any problem, the understanding of the problem, its constraints, and the re-evaluation of its potential solutions are mandatory. With these factors completed, the resultant is much more efficient, long lasting, cost intuitive, and considerate of the users' requirements than if chosen just by what seemed to be the "correct" solution.

Synthesis and Abstraction is the crucial section of this process. This is where the comparison of the models to one another and to the constraints is the final key to understanding the resultant.

Model 1: System of Lasers

There are two suggested models for the System of Lasers. Both send information to a central hub in which the information is processed. This hub conducts algorithms with the data from the multiple units to determine the level of traffic on that lane.

In the first model for the System of Lasers, it is shown that the lasers act as an entrance and exit point to the intersection. Here it monitors the movements of the vehicles based on the number of times the laser barrier is disrupted over a certain time period.

The clear error in this is model is that as multiple vehicles pass through the barrier, the amount of disruptions are more difficult to calculate, thereby creating flawed data and an in accurate labeling of the intersection. This, however, could be attempted to be fixed by predicting the time it takes for one car to pass, and comparing that to how long a disruption lasts. This, actually, is harder to maintain and keep track of, it also involves more calculations and more estimated information than preferred.

In the second model, the system uses lasers attached to the traffic lights signal and monitors the congestion of the road. It calculates the time intervals at which the cars pass and their speeds at a certain point on the lane (mainly at the start of the road). Each lane on each major intersection will have its own device so that the only disruptions at can be made will be individually based on the cars at the lane. The location that the laser points toward will be close enough to the intersection to be unconcerned about lane changes or right and left turns.

Model 2: System of Pneumatic Tubes

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Figure 3.4.2- System of Lasers (Model 2)

Figure 3.4.1- System of Lasers (Model 1)

In the System of Pneumatic Tubes, the function and placement of said tubes is very standard. The most logical place to situate them is at the edge of the intersection, perpendicular to the flow of traffic, to monitor the movement of cars as they enter and exit lanes. The tubes are rubber pipelines that traverse over certain areas and measure the difference in pressure as masses travel across it. The system can be programmed to compute calculations with the amount of pressure changes over a period of time.

Some errors with this system can be spotted at once. Even if an algorithm is placed to calculate the amount of cars based on the average weight of one, since the system outputs one reading, it will be very difficult to calculate exactly what is on the road.

This will be especially difficult if the tubes are place under a pedestrian crossing. The worst case is if various types of vehicles with different masses that use that road on a daily basis. The more variables and conditions placed into the algorithm, no matter how fast it may compute a result, the higher the risk of inaccurate data and counter-productive results.

Model 3: System of Electro-magnetic Sensors

The System of Electro-magnetic Sensors are exactly as they sound, small electro-magnetic unit sensors that monitor high levels of metallic content only found in vehicles. They will not be disrupted by human interference; they will be safe from vandalism as it will sit upon the traffic light signal.

The only clear error to this system is that they could potentially produce inaccurate readings if other objects containing high amounts of metal and/or that can create a magnetic field were to cross its path. Since the system works by tracking anything with metal, namely vehicles as its main purpose, and that it

emits an electro-magnetic field to capture the presence of said vehicles, these are important factors to consider. Some examples of such disruptions include metal-based and/or magnetic-field emitting objects like bicycles, cell phones, skateboards.

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Figure 3.4.3- System of Pneumatic Tubes

Figure 3.4.4- System of Electro-magnetic Sensors

Cost Compilation

Each of the systems must include, with it, a central hub, data collection and analysis base. This is so that the data collected by either of these methods can be put to use. Due to this matter, when comparing cost-efficiency between the concepts, just focusing on the unit itself is more productive to accomplish in order to attain the best economic solution.

System of Lasers- The mass production of the laser emitters is a simple and effortless process. The production cost will also decrease if it is ordered in sets. The unit can be powered alongside the streetlights with cabled that go through the pole, or via solar-panel cells and a battery so it can work during the summer and winter without pause. The device will be modified to become weather resistant and functional throughout.

System of Pneumatic Tubes- According to Professor Mathew, "tube installations are not durable, the life of tubes are less than one month only," (Lecture Notes in Traffic Engineering and Management). This system will be more detrimental than effective, though it is a very simple concept. Though the tubing itself is not so costly, in the long term, maintaining the system, digging and fixing roads in the process, is.

System of Electro-magnetic Sensors- This is cheaper than the other two models because it is already been established with current technology and is very easy to attain. It can be mass-produce to save manufacturing costs and the more funds can be put toward the quality insurance of the devices.

To observe the advantages and disadvantages of each of these systems, all the factors can be complied into a chart.

Table 3.4.1- Analysis of the Solutions

Constraints System of Lasers System of Pneumatic Tubes

System of Electro-magnetic sensors

Cost Effective

(long term)

8 (both model) 4 10

Effective 4 (first model)

10 (second model)

8 6

Public Interference (Ergonomics)

5 (first model)

10 (second model)

8 10

Simplicity 10 (first model)

8 (second model)

10 8

Power Attainment 10 (both) 6 10

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Durability 9 (both) 3 9

Reliability 7 (first model)

10 (second model)

7 7

Quality of Materials 10 (both) 5 10

Installation and Initiation speed

9 (both) 4 8

Total Score 72 (first model)

84 (second model)

55 78

Aside from the system of data collection, the method of data transmission is also a factor in the overall problem. "In 2011, 3,331 people were killed in crashes involving a distracted driver. In 2010, nearly one in five crashes (18%) in which someone was injured involved distracted driving," (Centers for Disease Control and Prevention). Data transmission to drivers has always been a matter of worry. Common GPS devices involve voc all directions given by the device. This may prevent the driver from focusing on the road. Another method is flashing messages on the screen. Those can cause a driver to be distracted from the road.

The form in which the message is delivered is required to be analyzed as well. The following table will compare the possible methods.

Table 3.4.2 - Analysis of Methods

Road Signs Electronic Billboard

Headset Mountable GPS-like device

Smart-phone Application

Connectivity N/A 8 9 9 10

User-Friendly 9 5 5 8 9

Durability 8 7 8 10 10

Power Attainment

N/A 9 7 8 9

Cost Efficient 10 4 7 7 10

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Total Score 27 33 36 42 48

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3.5 Implementation and Design Solution

The last step in the process of uncovering the best ITS solution is stating the solution itself. After thorough comparison and analysis of the models and methods, ActiveTraffic Inc. has chosen one that is sure to benefit drivers, pedestrians, and anyone who utilizes the roads of the city of Toronto. The second model of the System of Lasers was determined to be the best out of the three options. This system scored the highest on the analysis chart and contains factors and issues that are very easy to fix and update.

This system will require the use of multiple laser units (Figure 3.5.1) which will be attached to the arm of a streetlight signal (Figure 3.5.2). There will be an independent laser for every lane on the road. Each beam will be focused on a certain area and be able to analyze time, speed, and distance for the disruptions caused in the laser stream. These mechanisms will operate on the same power as the streetlights, direct electricity. The data will be sent to nearby servers where it will be analyzed and converted into data that the user will be able to understand. This data is finally transmitted to the user via Smart-phone application.

From among the other possibilities, the application was the best option as it causes less distraction to the user. The interface is already something that to which the average person is accustomed. There will be no troubles regarding

recharging the device and maintenance as that will be the users' responsibility. It will be easier to update the device and its features online rather than creating new models of a hand-held device. It will simply display the information with faint red and green colors on the roads on the map according to level of traffic. It is the most cost efficient method that appeals to the company as well as the users. Due to the simplicity of this device, it can also feature add-ons that conduct the same functions as a GPS system and an Ultimate trip planner.

This system is the most malleable and alluring method as it can be suited exactly to the users' needs.

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Figure 3.5.1- Laser Module for One Lane Street

Figure 3.5.2- Laser Placement

Figure 3.5.3- Example of Application Design

3.6 Design Specifications

The chosen method for attaining the congestion information was the second model of the System of Lasers. The laser module must have certain parameters and dimensions in order to uphold the constraints mentioned in Section 3.3. Table 3.6.4 outlines those parameters and dimensions.

Table 3.6.1 – Quantitative specifications for the Laser Module

Objective Measurement or Estimation Target

Lightweight Estimated weight of the entire module, M in lbs.

M < 15

Reliable Module must deliver consistent and reliable readings. N, number of days before maintenance required.

N > 500

Life Cycle Number of years, Y, before module needs to be replaced/updated

Y > 10

Size Length, l, width, w, and height, h, of the module

L < 15”W < 6”

H < 6”

Aesthetics The attractiveness of the module. A% of users

A > 80%

Rust Proof Corrosion resistance, R, of the metal used R > 90%

Accessibility The module must be inaccessible, I, to pedestrians (vandalism)

I = 100%

Weather Resistant The module must be resistant to all Canadian weather conditions, WR.

WR > 95%

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The interface that was chosen for the driver is a smartphone application that would be installed on the users existing smartphone. As with the module, the constraints listed for this application are also covered in Section 3.3. The constraints were a close guideline for the parameters that govern the development of the application. Table 3.6.5 outlines those parameters.

Table 3.6.2 – Quantitative specifications for the Application

Objective Measurement or Estimation S

Voice Control Interface should include voice commands to increase hands-free functions. V, percent of functions that are voice control available.

V > 90%

Market The application should be available on all markets, M. Apple, Android, and Windows Phone.

M = 3

Automated Application should automatically reroute the driver without confirmation. D, percent of functions that are automated.

D > 95%

Size Size of the application, S, in MB. S < 100MB

Aesthetics The attractiveness of the interface. A% of users

A > 80%

Reliability Application should be reliable, R, in terms of the application and the traffic suggestions.

R > 95%

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4. Management Section

4.1 Schedule of Tasks

Table 4.1.1- Schedule of Tasks

Person Role Role Description

Vladimir Martinsov

Project Manager will oversee all operations involved in the project ensuring that the timeline is followed and deadlines are upheld

The connecting link in-between each of the different project teams

Giorgio Antoine Kharrat

VP of Logistics Oversee the costs of the project Analyze the different costs and produce budget plans to follow

Oversee coordination of supplies and facilities

Jesse Salamone

VP of Logic and Programming

Specialize on the functionality/software portion Focus on the creation of:

o Application- transmit information to the user via their smart phone

o The firmware for the laser sensor module

Tangeena Islam

VP of Design Develop design for laser sensor module

Improve design during and after testing

James Vandervelde

VP of Testing and Implementation

Conduct testing on the design under multiple conditions including, but not exclusive to:

o Rain and snowo High windso Hail

Oversee the installation of the modules

Oversee the application release

Grant Cornfield

VP of Quality Management

Oversee production of product Ensuring that each stage of production is executed with utmost care

and precision to guarantee quality

Visit each location to ensure proper installation of laser module

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4.2 Engineering and Development Timescale

The Engineering and Development timeline should be approximately one-year. This takes into account the designing and fabrication of the product. The following is an overview of the stages of this project within 18 months, their highlights, and key milestones.

Table 4.2.1 - Description of Events

Stage Description

Prototype Construction

Fabrication of the design to test and improve it

Extremely important as well as significant, first time physically engineering our design as opposed to the theoretical work

Theoretical work was used to select our current design

The project has two stages:

o Data collection

o Smart-phone Application

The data collection system begins fabrication of the prototype

The foundation for the application will commence. This includes basic coding to allow information to be sent by the data collectors in order to compute a congestion rating

Prototype Testing

Testing of data collection unit will commence

The tests consist of a large variety of factors that strain the physical capabilities of the data collection units

Monitor stress of application to find limit of acceptable operating level

Data will be used to determine flaws in design

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Potential flaws may include:

o Susceptibility to rain

o Failure to secure equipment during high winds

o Etc.

Will be conducted multiple times to continuously improve the design based on collected data.

Alpha Testing Different from prototype testing, focuses on the functionality of the programmed software

Focuses mainly on the server load

Ensure that the server is capable of receiving large amounts of data while simultaneously sending information to a multitude of users

Must respond rapidly to user requests

Correction Accompanies the testing stages

Design will receive improvements based on test data

Updates can be made to the original design as well as improving the functionality and efficiency of the system

Second Stage Testing

Second stage testing will commence after all previously discovered design flaws are dealt with

This can also be referred to as the “real world" testing stage in which implementation of a select number of units will be placed at various locations

If new design flaws are discovered, the unit will return to the correction stage

This stage will provide experience for the installation team to better prepare them for any future setbacks

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Implementation When the data collection module passes all controlled environment tests, the implementation may commence

Most critical stage of the project, it is the time when the product is released for public testing

Closed Public Testing

This will occur after implementation

The app will be exclusively given to a group of testers under NDA (Non-Disclosure Agreement) as a “closed beta”

These testers will be continuously using the product over the testing period and report any and all problems

Public Testing After the closed testing is complete, a public demonstration will be released

The purpose of this stage is to test server capabilities, the system may have to provide services to several thousand users simultaneously

Tests for optimization will be conducted until servers run at acceptable speeds

Release After all tests are completed successfully, the open beta will be shut down and the final application will be made available for public purchase

At this point much of the development team will move onto new projects but a select few will remain with their attention focused on any problems that may occur. They will also be responsible for software updates

A maintenance team will be hired to implement any remaining bug fixes

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5. Cost Section

5.1 Engineering Cost

In terms of designing the application and other software programs needed for the hub receiver, and designing the laser modules, one must take into consideration the workmanship needed to create them, and the expenses due to their salaries. For the development of all of the software and the applications, no more than five software engineers, along with five other mechanical engineers working on the design of the laser modules, will be needed for the project.

Table 5.1.1 - Engineering costs for each of the software and mechanical engineers

Position Salary per employee

Software Engineers Lead software engineer $120,000

Software design engineer $80,000

Software engineers (3) $90,000

Mechanical engineers Senior mechanical engineer $94,000

Mechanical engineers (3) $82,000

Product design engineer $75,000

TOTAL $885,000

5.2 Development Cost

The development costs will include the costs needed to develop and test all of the components necessary for the system of lasers to become a reality. The cost of the high precision and efficiency machines needed to construct the laser modules, and the price of each individual laser module in itself will be included in this. The first machine in the list will be a water jet cutting system, which will be cost efficient as it will use pressurized water to be maintained, and will be used to cut the metal aluminum plates according to the size needed. The second machine will be a welder, which will be used

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to weld the metal plates consisting of the outer shell of the module covering the laser. Also, a screw driving machine will be required to tighten the screws around the lens at the front of each module.

Table 5.2.1 - Cost of machinery needed in the factory to construct the laser modules

Piece of Equipment Cost per Unit

JET EDGE X-5 5-Axis Water jet Cutting System (2) See Appendix C (Figure C.1)

$100,000

Idealarc® CV400 MIG Welder LF-74 Ready-Pak® - K2496-2 (2)

$8,000

ASD-4-5515-S/T Screw Driver Machine (2) $18000

TOTAL $252,000

Each module itself will also have a unit production cost. The modules will include an aluminum exterior with a width and height of about 5 inches and a length of about 15 inches. In front of each module will be a thin glass lens that will intensify the lasers focus. The final component of the laser modules will be the high intensity laser inside each exterior casing. The number of lasers in each module will be dependent on how many lanes of traffic are running through the intersection. However, the exterior casing will be unchanged regardless of the number of lasers. These two factors will reduce the cost of the modules where only one lane of traffic requires monitoring as well as production and fabrication costs.

Table 5.2.2 - Cost of production of each laser module

Component Cost

High-intensity laser (1-3) $100 - $300

Aluminum exterior casing

Height – 5 inches Width – 5 inches Length – 15 inches

$80

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Glass lens $15

TOTAL $195 - $295

5.3 Additional Costs for Final Concept

Any additional costs for the project will include the setting up of all the pre-fabricated laser modules, the creation of the application and other software, and the up-keep costs for any damages that may occur. Although the laser modules will be very resistant to intense weather conditions and rust, it must be taken into consideration that they will never be perfect, and repairs must be made regularly to ensure an ongoing and efficient system.

Table 5.3.1 – Cost of application and servers

Cloud Component Cost

Application $39,500

Servers $15,000

TOTAL $54,500

The electricians and welders will be working together to set up each of the laser modules at each intersection. There will be no more than one welder and one electrician working at each intersection, setting up the modules at each of the traffic arms.

Table 5.3.2 - Salary of electricians and welders

Employee Cost per hour

Traffic light electrician (10) $26.19 per hour

Welder (10) $19.16 per hour

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TOTAL $45.35 per hour for duo working on an intersection

$453.50 per hour for all workers (10 of each)

It will also be necessary to take into consideration that, in order to maintain the system of laser modules in the Greater Toronto Area (GTA), a base sum of money must be saved up. We have made an estimation that about 40,000$ per year should be saved in terms of upkeep cost for repairs and extra workmanship salary, as more electricians and welders will be needed.

5.4 Total Costs

Table 5.4.1 - Total costs

Type of cost Cost

Engineering $885, 000

Development $252, 000 (Machinery)

$195 - $295 (per unit – laser module)

Implementation $15, 000 (servers) $39,500 (application)

$453.5 per hour

Approximate

Total

Initial cost $1,700,000

Life Cycle Costs

$60 (per unit – laser module)

40, 000$ (replacing units, and paying electricians and welder)

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6. Summary

The ITS, by ActiveTraffic Inc., which consists of a system of lasers (Model 2) and a Smart-phone application is the best solution to minimize traffic congestion in Toronto. Thorough research shows that these models best satisfy the constraints that were identified.

The system of pneumatic tubes does not provide an adequate service life, therefore, the replacement costs would cause it to have an increased life-cycle cost. In addition to having an increased life-cycle cost, the pneumatic tubes are 66% less accurate than the system of lasers in a 3 lane intersection. This is due to the nature of how the pneumatic system measures vehicles passing through the intersection. The system of electromagnetic sensors does not achieve the same level of accuracy that the system of lasers does. Since it is entirely possible for the electromagnetic sensors to perceive other objects as cars or trucks, the information received would be inaccurate. The electromagnetic sensors are also subject to vandalism since they are easily accessible to pedestrians and animals. Consequently, the system of lasers mounted on a traffic light arm is the best solution since it offers the highest accuracy without the aforementioned disadvantages of the other systems.

In regards to the driver interface, the handheld device was not the best option presented in order to satisfy the cost constraint. The handheld device would require its own engineering, design, and software development teams, which would increasing the initial cost dramatically. Conversely, the smartphone application only requires a software development team. This in conjunction with the vast majority of the population owning a smartphone, there will be no drop in sales.

The initial cost of this project is very low compared to other projects of this magnitude. Especially when compared to the $3.3 billion the city of Toronto loses every year due to traffic congestion. In conjunction with a low initial cost it is anticipated that the system will not require extensive maintenance. In the event something needs to be repaired, the system can be repaired relatively inexpensively. This project will require several stages of testing and analysis before the final release. However, that is to be expected when testing a project of this magnitude. As a result of this extensive testing, our system will be extremely reliable, stable, and efficient.

The combination of the system of lasers (Model 2) and the smartphone application, comprise the realistic and feasible ITS. In the eyes of investors and drivers alike, the ITS uses well known technologies that are inexpensive and reliable. Its interface, with its enhanced software flexibility, will be available to every user. In order for our society to move forward, we must first realize what’s slowing us down.

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Appendix A: Additional Background Information

Figure A.1 - Global Device Penetration per Capita (Business Insider)

The global device penetration per capita chart displays the amount of users of a variety of technologies per year. Using this data, we see that over the last couple of years the number of smart phone users has skyrocketed. Seeing this helped us decide that the best way for us to deliver traffic information to a user would be through a smart phone. We hope that this decision will make our product accessible to all those who wish to use it.

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Appendix B: Additional Technical Information

Figure B.1- Causes of the Problem

In the creation of our current solution we used a chart of causes for the problem we intended to fix. Looking at this chart we see that there are some things that are out of our hands, such as weather, and other things that would be unrealistic to expect to fix (due to length and cost), such as over population and city layout. By eliminating the issues we cannot have an impact on we narrow down the problems we may solve. In the end we decided to simply focus on redirecting traffic so that there is not a fast number of cars packed onto a single street but instead spread out over many. This will decrease traffic accidents and increase average speeds throughout the city.

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Figure B.2 - LED Signal Schematic (Traffic Signals)

This schematic is one of our references used to assist us in the design of our data collection system (system of lasers). By using these schematics we planned how our system could be implemented to work with the traffic lights and take into consideration when the light was red or green.

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Figure B.3 - Functionality diagram of ITS

The functionality diagram is one we created to help us visualize our planned course of action, and how we planned on resolving the traffic issue. We started with our most general goal; the reduction of traffic. We then took this goal and set our two priorities; data collection, and notification. Taking these two ideas we thought of how they could be achieved: starting with the detection of traffic we looked at how we may be able to do so in a cost efficient and easy to implement way. We then looked at how the information could be managed and sent to the user, for this we simply decided to create a hub server. Looking back at our data collection ideas, we looked at how each must be implemented and thought of how costly and effective each idea may be, in the end we decided on the laser system. Lastly, we considered what exactly we would tell the user that would reduce traffic and how they would be notified, which drew us to a similar design to that of a GPS system but on a smart phone app that rerouted the user to less busy streets.

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Reduce traffic congestion (ITS)

Detect Traffic

Laser

Mounted on existing traffic

light arm

Mounted on red light camera

style post

Electromagnetic Radiation

Mounted on base of existing

traffic post

Pneumatic Pressure Built into road

Notify DriverReceive Data

from main server hub

Notify and reroute user

App installed on drivers existing

smartphone

In-house designed

portable device

Appendix C: Machinery

Figure F.1 – Jet Edge 5-Axis Waterjet Cutting System

One very important step in the implementation, as well as our test and design process is the manufactory of our data collection units. Judging by the conditions that they will be in, we have decided to build them with a aluminum casing that will house the electronics within. The reasoning behind this is that aluminum is a much stronger material than plastic, and not that different in terms of weight (because of how thin a casing we will be using). In order to produce a large quantity of these laser systems, we have decide to use the “jet edge 5”. This machine will allow us to quickly produce the pieces required for our casings then the electronics can attached to the base, and the rest of the casing assembled around it.

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