integrated intelligent transportation systems (its)

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Faculty of Science and Engineering

Department of Civil Engineering

Babagana Sheriff ( M.Sc. Civil Engineering)

Ramat Polytechnic Maiduguri, Nigeria

An Implementation of Integrated ITS Solution supporting Mobility as a Service within West

Midlands Region, UK in Collaboration of Integrated Transport Authority.

1.0 Integrated ITS Solution from State of Art Review

1.1 Introduction According to United State Department of Transport (USDT, 2011) Intelligent Transportation

Systems (ITS) can be referred to as the application of advanced information and communications

technology to surface transportation in order to achieve enhanced safety and mobility while

reducing the environmental impact of transportation. The addition of wireless communications

offers an influential and transformative chances to create transportation connectivity that

supplementary enables cooperative systems and dynamic data exchange using a broad range of

advanced systems and technologies. In this report, intelligent transport system ITS architecture

and model established by several researchers all over the world has been has considered, studied

and critically reviewed in-depth in order to apply to the current project. Roles of Global

Positioning System (GPS) and Map Matching Algorithms in ITS also been studied in order to

develop a new mobility concept that enhances Policing/Enforcing Traffic Regulations System

that support Mobility-as-a-Service (MaaS) within the West Midlands in Collaboration of

Integrated Transport Authority (ITA). The system that will improves transportation through the

safe and well-organized movement of people, goods, and information, with better mobility and

fuel efficiency, less pollution, and improved operating efficiency that must be accommodating

and fair in serving the interests of West Midlands Integrated Transport Authority (ITA) and

enuances the present and future economic efficiency of individuals, organizations, and the

economy as a whole.

Balaji and Srinivasan, (2011) for traffic management operations used type-2 fuzzy decision

module which offers more autonomy to the system and less manpower requirement. However,

Mulay et al. (2013) also highlighted the use of traffic management system which provides

facility of congestion detection and management, IPTS and signal synchronization. This facility

that dictate congestion for proper management is noted and may be considered in deployment of

new proposed integrated system development in West Midland. However, Advanced Traffic

Management System developed by Balaji and Srinivasan (2011) provides only the traffic signal

control for the management of traffic also Logi and Ritchie (2001) and Ossowski et al. (2005)

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introduced Decision Support System (DSS) for traffic management. The former was based on the

knowledge based system while the later was based on multi-agent technology. Logi and Ritchie

(2001) used Traffic Congestion Management (TCM) method that can properly estimate current

traffic conditions using the result of a static assignment based on historical O-D data that

represent daily traffic pattern under different conditions. This approach is quite fast but the

problem is inaccurate for assessment of the current demand. Adoption of dynamic method

assignment that detecate images of traffic violators and interprete the nature of the violation,

create file and send to law enforcement agengiies for procecution will be better approach for the

current demand. System established by Logi and Ritchie (2001), Hernandez et al. (2002),

Ossowski et al. (2005) and Mulay et al. (2013) were capable of managing different traffic

incidents via different approaches, nevertheless the system established by Balaji and Srinivasan

(2011) was traffic signal control system to optimize the signal traffic to decrease congestion.

Zhenlin et al. (2012) studied the efficiency of the Beijing Intelligent Traffic Management System

(ITMS)., they found that efficiency of transportation facilities has significantly increased after

the implementation of Advanced Traffic Management System. The study by Faghri and Hamad

(2002) was more of a basic study, as they did not develop any system but only studied the use of

GPS in traffic management and found out that GPS data to be 50% more efficient in terms of

manpower. This shows the significance of GPS technology in traffic management operations.

A variety of intelligent transport system (ITS) applications and services such as road control,

fleet management, road user charging, accident and emergency response, bus arrival information

at bus stop stations, and location based services (LBS) require location information. For

example, buses equipped with a navigation system can determine their locations and direct

information back to a control centre allowing bus operators to forecast the arrival of buses at bus

stop stations and hereafter improve the service level of public transport systems. The accuracy

for horizontal positioning of such ITS utilization is ranged between 1m to 40 m (positioning

accuracy of 2D at 95% of the time), with comparatively high requirements on continuity,

integrity and system availability. Though most ATT services (navigation and road guidance,

distance- based road pricing etc.) needs a 1HZ of sample frequency, some ATT service

(including bus arrival information at bus stop stations) only needs 30 HZ of sample frequency or

higher.

In the few years ago, the Global Positioning System (GPS) has proven itself as a main

positioning technology for providing locational data for ITS applications including mobile

phones equipped with GPS for numerous applications. Zito et al. (2005) provided a decent

overview for GPS use as an intelligent tool for vehicle-highway systems. Deduced calculating

sensors - usually stated as Dead-Reckoning (DR) sensors - (comprise gyroscope and odometer)

are usually used to link any gaps in GPS positioning (Kubrak, et al., 2006). 3-D road network

data are used to determine the spatial reference of the vehicle position through a procedure

recognized as map matching. For example, the accuracy and accessibility of positioning data

using mobile phones will be significantly increased if the navigation task of mobile phones is

supported by GPS, DR, and spatial road network data integrated by a map matching algorithm.

The map matching algorithm overall function is to recognize the precise road section on which

the vehicle is travelling and to regulate the vehicle position on that section (Quddus et al, (2003),

Greenfeld, (2002)). Map matching system in any navigation segment is vital to meet the stated

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needs set for that specific service. Nevertheless, the map matching algorithm function rely on the

features of the inputs data (Chen et al. 2005).

1.2 ITS System Architectures Around the World According to Yokota, T., and Weiland R.J., (2004), advanced countries around the world have

taken the lead in establishing ITS system architectures. These comprise the U.S., the European

Union, and Japan. Numerous other countries, both developed and developing, have produced

their own national ITS architectures according to their level of development based on their suited

architectures. Furthermore, the International Organization for Standardization (ISO) includes a

working group on ITS architecture (WG1) in its technical committee on ITS (TC204). The

physical architecture comprise user need for some countries were reviewed in following

headings in order to carefully study and incorporate the suitable user needs to the deploymen of

new integrated ITS solution proposed for West Midlands Integrated Transport Authority (ITA).

1.2.1 U.S. National ITS Architecture As highlighted by Yokota, T., and Weiland R.J., (2004), U.S. was the first country to

establinational ITS architecture, beginning in the early 1990s. The U.S. architecture has 33 user

services in eight User Service, see appendix A for the llist of user services. The principal

elements in the physical architecture are entities and architecture flows that connect these entities

into an overall structure. The physical architecture assigns processes from the logical architecture

to subsystems, and groups data flows from the logical architecture into architecture flows. These

flows and the corresponding communication requirements define the interfaces which are a main

focus of ITS standards development in the U.S. (see Figure 1 & 2).

Figure 1: Very High Level Logical Architecture of the U.S. National ITS Architecture

Source: Yokota, T., and Weiland R.J., (2004)

Provide Electronic Payment Services

Manage Commercial

Vehicles

Provide Vehicle

Monitoring &Control

Financial Institution

Payment Request

Payment

Route Request

Route Information

Transit Schedules

Transit Requests

Emergency Telecom System

Archived Data User System

Storage Facility

Archive Data

Route Information

Priority Requests

Incident Notification

Incident Information

Traffic

Traffic Information

Vehicle Status

Basic Commercial

Vehicle

Basic Vehicle

Provide Driver & Traveler Services

Manage Transit

Manage Traffic

Manage Emergency Services

Manage Archived

Data

Manage Maintenance

& Construction

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Figure 2: US ITS Architecture

Source James et al.,(2010)

1.2.2 European ITS Framework Architecture

The European ITS Framework Architecture (informally called FRAME) is a project of the EU

Directorate on Information Society Technology and is one of the vital efforts of the Fifth

Framework research program. FRAME, which is still in progress, will deliver a second

generation architectural approach, based on the original European ITS Architecture called

KAREN (for Keystone Architecture Required for European Networks). (Yokota, T., and

Weiland R.J.,2004). The deployment of the propsed new ITS solution is designed based on the

FRAME guidelines. Figure. shows the European ITS framework architecture model and see

Appendix B for its list of user needs .

Figure 3: European ITS Framework Architecture

Source: James et al.,(2010)

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1.2.3: Japanese ITS System Architecture According to Yokota, T., and Weiland R.J., (2004). the Japanese ITS System Architecture was

accomplished in 1999 via the collaborative efforts of five government ministries involved in ITS,

also in collaboration with VERTIS (now ITS Japan). The Japanese ITS architecture comprises an

enumeration of user services as shown in Appendix C and a physical architecture also shown in

Figure. 4.

http://www.its-jp.org/english/arch_e/doc/summary.pdf, p20

Figure 4: Subsystem Interconnect Diagram from Japanese Physical ITS Architecture

Source: Yokota, T., and Weiland R.J., (2004).

1.2.4: Australia architecture

According to James et al.,(2010), Australia, architecture was developed in the form of a multi-

modal ITS future big picture, with the aim to improve the future development and deployment of

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ITS services within Australia by providing a framework for the development of standards,

promoting integration of systems and providing a basis for education. The figure 5 below shows

the ITS Architecture.

Figure 5 Australian ITS architecture


1.2.5 Canada ITS architecture

According to James et al.,(2010), the Canadian ITS architecture was developed from the

US model, mainly due to the benefits of having closely related transport systems that

supplement each other. Though there are a number of differences because of the Canadian

environment. The logical architecture of the Canadian ITS architecture was developed

in parallel with the physical architecture, unlike the US where the development of the

physical architecture was based on the logical architecture. The Canada ITS architecture is

Shown in figure 6.

Figure 6: Canada ITS architecture


1.2.6 ISO ITS Reference Architecture As highlighted by Yokota, T., and Weiland R.J., (2004), the ITS technical committee of the

International Organization for Standardization (ISO/TC204) has established an architecture that

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assist to define ITS standards. Since it is relatively uncomplicated architecture, it has also

served as a base model for the development of other ITS architectures. The principal features of

the ISO architecture are a reference model for other architectures and has collection of user

services. The user services are presented in table 1 and the depiction of ISO Core ITS

Architecture Reference Model is also shown in figure 7.

Table 4 ISO ITS Architecture Service Domains and Service Groupings

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Figure 7: High-Level Depiction of ISO Core ITS Architecture Reference Model


A recent study by the UK Government’s Office of Science and Innovation, which studied how

upcoming intelligent infrastructure would evolve to support transportation over the next 50 years

looked at a range of new technologies, systems and services that may appear over that period

(UK DfT, 2006). One important class of technology that was recognized as having a important

role in delivering future intelligence to the transport sector was wireless sensor networks and in

precise the fusion of fixed and mobile networks to aid in delivering a safe, sustainable and robust

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future transportation system based on the improved collection of data, its processing and

dissemination and the intelligent use of the data in a fully connected environment. The important

innovations in wireless and digital electronics are beginning to support many applications in the

areas of safety, environmental and emissions control, driving assistance, diagnostics and

maintenance in the transport domain. In the last few years, the emergence of many new

technologies that can potentially have major impacts on Intelligent Transportation Systems (ITS)

had been recorded (Tully, 2006).

According to research only few prevailing map matching algorithms offer a meaningful

validation technique. Kim et al. (2000) indicated the significant of using code-based DGPS to

dictate accurate vehicle positions. However, the performance of DGPS is highly affected by

signal multipath, amongst other factors, and its effectiveness varies depending on the

surrounding environments. The typical precision of DGPS is on the order of 0.5m to 5m (95%)

(US DoA, 2003). Subsequently, the vehicle positions obtained from DGPS may not be proper to

derive the reference trajectory of the vehicle. Quddus et al (2004) used high accuracy GPS

carrier phase observations in order to validate the performance of a map matching algorithm.

However, it is not possible to attain GPS carrier phase observations in dense urban areas due to

inherent problems related with GPS signal masking and multipath error.

1.3: Bus Priority Architecture: A London case study According to Grant-Muller, S. and Usher, M., (2014), the leading city in UK in growth and

implementation of bus priority at traffic signals is London. Decentralised communications

system with priority requests from the bus to the traffic signal controller via the roadside beacon

is used. Again, this method was preferred because: i) the communication process was already developed from the Automatic Vehicle

Location (AVL) centre to buses and allowed bus priority requests to communicate

similarly;

ii) the London system uses ‘precise’ bus location for priority relatively close to the junction

because of high bus journey time variability AVL beacons could then replace the

transponder/bus detector system). . Figure 8 shows the AVL based bus priority

architecture in London

`

Figure 8. AVL based bus priority architecture in London

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……………………………………………………………………………………………

According to (Hounsell et al., 2000), the bus priority architecture works as when the system

control centre communicates with the bus using Band III radio at every 30 seconds to get its

current position, the system control centre then detect the priority level request (PLR) of the bus

based on its lateness, the determination of lateness is carried out for every bus at the priority

determination points (PCP) identified on the route. The priority level request (PLR) determined

is then sent back to the bus at the subsequent polling. The bus then communicates its priority

request to the traffic controller when detected at the approach of every signal controlled

junction. The decision to implement the requested priority is taken at the local or central level

depending on the type of priority (extension/recall) required.

2.0 Factors need to be considered for the deployment of proposed ITS solution

in West Midlands According to European Commission’s White Paper on Transport (EC, 2011), new forms of

mobility have to be proposed for overcoming reliability, environmental safety and affordability

issues towards sustainable solutions for the transport of people and goods. These solutions will

finally contribute to solving global climate challenges correlating to worldwide requirements and

standards. At the same time, for the road traffic and safety solution, the Commission announced

the ambitious goal to reduce the number of deaths on European roads by a half until 2020 (EC,

2011). Only in the year 2012, about 27.700 people died and 313.000 people were seriously

injured on European roads. The European Commission white paper on transport had almost

covered all the essential factors need to be considered for the deployment of the proposed new

ITS solution. However, the current project focuses on enhancement of Policing/Enforcing Traffic

Regulations System. The main factors that created the need for the development of the proposed

ITS solution in West Midlands were enumerated below:

1. Saturation of the West Midlands road network

2. Improvement on driver and vehicle safety through effective regulation of traffic system.

3. Enhancement of the operation of businesses wihin the West Midlands. and

4. Protection of the environment.

The four (4) driving forces that created the need for deployment of ITS is critically discussed

below with its corresponding steps that the West Midlands (ITA) and potential partners need to

take in order to enable the successful operation of the integrated system.

2.1 Saturation of the road network As bus priority is becoming gradually significant in cities which aid to maintain an effective

public transport service against the threat of congestion. Where road space permits, priority can

be delivered efficiently by not only providing isolated lanes/roadways for buses but in addition,

priority can also be delivered efficiently at traffic signals. According to Priscilla, (2002b) various

European cities indicated an increases of 5% – 16% in bus travels speeds and developments in

punctuality of 5% - 20%. Though, published results of system performance and reliability are

still relatively scarce.

According to UK Department for Transport, (2009), buses are the most leading of public

transport, signifying 64% of total passenger journeys on public transport in England, this

Provisional figures can help the West Midlands (ITA) to consider buses as measure priority

among the public means of transportation. However, bus passenger journeys in England

decreased by 1.8% between 2008 - 2009 and 2009 - 2010 (UK Department for Transport 2010).

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Polk, (2000) study revealed that throughout the world, innovative system application is being

integrated progressively into bus priority system. With the speedy growth of road traffic

congestion in recent years, an extensive diversity of ITS has been established and adopted

throughout the world (Polk 2000). ITS have been explored for several years in Europe, North

America and Japan, with the view to improve the protection and effectiveness of road transport

and environmental conservation, by applying new technologies to freeway, traffic and transit

systems (Toral et al. 2009). If the general objective of ITS was summarized into a main objective

then this would be enable West Midlands (ITA) to become ‘Smart’, to allow the authority to do

the right thing in the right place at the right time (Lam 2001). ITS retain the capability to deliver

an improved bus service by ensuring that bus operations are fast, consistent and safe; that buses

run on time, their performance monitored and, in case they are required, adjust schedules more

swiftly and accurately. The location of stations and stops should be convenient and passengers

should be informed of the expected times of bus arrivals. All these objectives can be supported

by ITS and bus operations, therefore, can be significantly enhanced.

A wide range of applications for bus-based public transport has been developed in the UK. This

direction can aid to improve the effectiveness of bus operations, creating an additional step

towards providing an actual transport substitute to the private vehicles (Hounsell and Wall 2002).

ITS comprises numerous vital systems, such as Advanced Traffic Management Systems

(ATMS), Area Traffic Control (ATC), Electronic Toll Collection (ETC) and AVL (Lam 2001). A

sequence of projects and field trials, conducted in both the United States and Europe which

delivered good insight into the ITS applications over the last decade (McDonald M., 2006).

According to Luke, (2006), in public transport, applications of the ‘O-Bahn’ system in Australia

(Adelaide) and in Europe (Essen, Leeds, Ipswich and Edinburgh) and Busway Rapid Transit

applications such as in Brisbane, Australia and in Luton, UK are a few examples of ITS

implementations around the world. Recognising the significance of ITS, such as AVL systems,

transport departments internationally are uninterruptedly implementing a diversity of applications

to support public transport. According to D’Acierno et al., 2009 and D’Souza, C., 2010),

amongst these applications, a recent addition is the implementation of a joint use of AVL

technologies, the ‘iBus’ of London. The use of AVL systems deliver great potential in the field of

public transport and may be helpful in addressing important urban transport issues such as the

estimation of road traffic conditions using location AVL data.

2.2: Improvement on driver and vehicle safety The improvement on driver and vehicle safety through Policing/Enforcing Traffic Regulations

System is one of the key factor to consider in achieving integrated transport system in West

Midlands. Driving- and road safety are existing and growing problems with global dimensions.

According to the global status report on road safety conducted by the World Health Organisation

(WHO) in 2013, 1.24 million traffic-connected mortalities occur yearly throughout the world,

presently the foremost cause of death for people aged 15–29 years (WHO, 2013). As a

consequence of the increased need for mobility in developing countries the unceasing growth of

vehicle manufacturing is obvious. According to Mosoti, (2015), the development of the

international vehicle fleet causes an infrastructure backlog, which in turn is accountable for

increased traffic safety risks and accident occurrence. Driver support and safety awareness

programmes have been an area of emphasis to minimise road safety events, and since the WHO

launched “Decade of Action in Road Safety (2011–2020)” programme, a notable development in

road safety has been recorded (Bezerra et al., 2015). In spite of the development of 15% in the

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annual number of registered vehicles from 2007 to 2013, the yearly mortalities remained stable

in the region of 1.2 million over the same period (Trivedi et al., 2015). Though, a saturation in

the number of mortalities is not good enough and a decrease should be witnessed instead. High

priority is given to traffic safety enhancements by government agencies and major automobile

manufacturers across the world to address this problem, and innovation in driver assistance is

currently in demand.

According to Vaiana et al., (2014), the statistical correlation between driver behaviour and crash

connection is mainly connected to individual variability related with several parameters such as

age, gender and geographic locations. For effective and successful operation of the new proposed

integrated transport system, the West Midlands (ITA) must consider the parameters mentioned.

Interestingly, Driver Behaviour Questionnaire (DBQ) results revealed that violations of traffic

regulation is dropped with age as opposed to errors and the prevalence of violation is higher in

men than in woman (Dodou, 2010). According to (French et al., 1993), traffic accident

involvement is more closely connected to human judgement and decision-making than the mere

inability to control the vehicle, and therefore, the focus of driver behaviour and decision-making

patterns is also a great parameter that the West Midlands (ITA) need to be seriously considered

for effective and successful operation of the integrated transport system. Although results from

the UK Department of Transport’s report for road casualties in Great Britain for 2011 shows that

the decrease of 5% in road accident injuries and fatalities from the preceding year is attributed to

driver awareness campaigns (Al-Sultan et al., 2013), strong indication opposing this claim is

given in (Ker, et al., 2013) in which trial reviews indicated that no impact exists of driver

education on the reduction in traffic crashes or injuries.

Risky driving and to a great degree has been recognized as a main causal behavioural

characteristic that effects road safety for the driver personally, as well as for other drivers

travelling in close proximity to the aggressive driver. A study was carried out by the American

Automobile Association Foundation for Traffic Safety in 2009 found that “as many as 56% of

deadly crashes between 2003 and 2007 involve one or more unsafe driving behaviors typically

associated with aggressive driving” (Johnson et al., 2011 & Zhao et al., 2013).

2.3: Enhancement of the operation of businesses Information and Communication Technology (ICT) is considered a tool that permits safe and

effective operations in freight transportation and that improves visibility, responsiveness and

performance in supply chains (Giannopoulos, 2004; Coronado Mondragon et al., 2012).

According to Armingol et al., (2007); Manzie et al., (2007); and Lumsden & Stefansson, (2007),

Numerous information and communication technologies are used to improve the performance of

transportation networks. Terms such as “intelligent vehicle,” “intelligent highway,” “intelligent

freight,” “intelligent transportation” and “smart transportation” have been introduced by the

industry and academic research to identify the advanced information and communication

technologies that are or will be used in the future for the management of logistics, transportation

and materials handling operations. By using ITSs, logistics operations could be improved by

improving the exchange of information and real-time status updates concerning different

business operations in different modes of transportation (Schumacher et al., 2011). ITS has led to

improvements in the efficiency and safety of railway transportation (Kumar and Kumari, 2012).

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Maritime transport has recently gained increased attention, especially in connection to the

building and further development of ITSs (Pietrzykowski, 2011).

According to Bekiaris and Nakanishi (2004), the complex aims and effects of ITS concerning

effectiveness, safety and the environment make the evaluation of ITS a complex task. A review

of the literature on this subject shows that it lacks a general overview of the way ITSs

contribute to supporting transportation functions and improving performance dimensions in

light of the types of information used or supported by such systems. ICT is considered a tool for

improving supply chain performance (Sundarakani et al., 2012). Application of ICT can lead to

developments in warehousing activities and customer service (Zeimpekis et al., 2010).

Different types of economic benefits including reduced costs of logistics operations are

achieved through application of ICT to ITS (Chan et al, 2012). One significant benefit of ICT is

improved safety and effectiveness in freight transport operations resulting from developments

in the exchange of information between the actors in supply chains (Giannopoulos, 2004; Vilko

et al., 2012). Moreover, information and communication applications and services in the field

of freight transportation can support the integration of intermodal transportation through supply

chains.

Application of ITS generates better opportunities for improving the performance of all modes

of transport (Pietrzykowski, 2011). According to Crainic et al. (2009) ITS is referred to as “the

latest technologies, infrastructure, and services as well as the operations, planning and control

methods that are used for the transportation of passengers and freight.” Different fields of

technology such as communications, computing hardware, positioning systems,

telecommunications, vehicle technologies, electronics and sensors have become integrated and

shaped the concept of ITS. This support leads to improvements in the performance of

transportation operators. ITS is being used in different areas related to freight transportation,

containing the following: fleet management and control; controlling the position, condition,

placement and identification of freight and vehicles; and city logistics. Such systems can

increase the fluidity of truck traffic, offer seamless border crossings and ensure adequate levels

of control and reporting that lead, in turn, to higher levels of safety and greater efficiency in

transportation systems (Kumar and Kumari, 2012; Coronado Mondragon et al., 2012). They

also have the potential for creating value-adding services for businesses and consumers

(Schumacher et al., 2011).

2.4: Protection of the environment According to Chapman, (2007) the reliance on motorised transport as an everyday function is a

substantive contributor to global climate change. Without significant policy or technological

advances, the likelihood of decoupling transport growth from emissions growth would look

slim given that 95 per cent of transport energy is derived from fossil fuels International Panel

on Climate Change (IPCC, 2007). Table below shows the impact of various ITS schemes on

carbon, fuel and emission release.

Table 1: Indicative evidence on carbon, fuel and emissions impacts of a range of ITS schemes

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Source: Grant-Muller, S. and Usher, M., (2014)

Source: Grant-Muller, S. and Usher, M., (2014)

3.0 Steps that West Midlands (ITA) and potential partners to take for

successful operation of the integrated system In order to have an efficient and functional ITS system, it is absolutely necessary to have a well-

executed ITS maintenance program. A failure to properly maintain an ITS system will result in

poor operation, which affects the Department’s ability to safely and effectively manage their

roadways. In order for the ITS maintenance program to be successful in West Midlands, it will

be necessary to maintain flexibility and a good understanding of priorities for the maintenance

concepts and requirements. The following strategies are strongly recommended.

3.1: Planning According to Bureau of Highway Safety and Traffic Engineering, (2015), after an ITS system is

installed and tested, the Department becomes responsible for the maintenance costs obligatory to

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keep the system operational so as the integrated transport system function successfully. It is

important that the West Midlands (ITA) provide a suitable budget for preventive maintenance,

response/emergency maintenance, and spare parts. Preventative maintenance costs can escalate

over time as equipment wears out and eventually needs to be replaced. Emergency repair costs

will increase if proper preventative maintenance is not provided. At times, a device may fail

early in its service life. If this is the case, the device may still be covered under a warranty. This

warranty may cover the repair costs. The Integrated Transport Authority (ITA) of ITS Manager

must consider the present warranties when developing an ITS planning.

Table 3 presents sample life expectancies for various ITS device components. This data can be

used to assist West Midlands (ITA) in the development of an estimated ITS maintenance budget.

These lifetimes are typical, and should represent the majority of installations; though, some

installations may have significantly shorter (or longer) lifetimes due to a variety of factors, some

of which may be outside of the West Midlands (ITA) control.

Table 3: Sample Life Expectancies of ITS Device Components (FHWA)

Source: Bureau of Highway Safety and Traffic Engineering, (2015)

Bureau of Highway Safety and Traffic Engineering, (2015) also highlighted that as an ITS

device reaches the end of its service life, it approaches a point of diminishing returns where

maintenance costs begin to exceed the annualized replacement costs. Figure 5 shows a generic

representation of preventative maintenance costs per year versus the cost of replacement,

annualized over the expected device lifespan. This estimation will immensely assist the West

Midlands (ITA) in planning the new integrated transport ITS solution to operate successfully.

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3.2 Scheduling As discussed earlier, the Bureau of Highway Safety and Traffic Engineering, (2015) suggested

that the preventative maintenance should be scheduled every 6 months (unless the manufacturer

suggests more frequently), prior to and after the winter season of each year. However, response

and emergency maintenance can occur at any time, so the West Midlands (ITA) should have

adequate ITS maintenance personnel in place to respond to these situations at any time.

3.3: Training Even the West Midlands (ITA) has enough personal, Bureau of Highway Safety and Traffic

Engineering, (2015) indicated that, it is still helpful to have a capable and well trained ITS staff.

This may be difficult, as there are no common training venues for ITS maintenance; however,

vendor training is typically available and may be included in the installation contract. West

Midlands (ITA) ITS staff should receive any available training in order to allow the West

Midlands (ITA) to supplement the ITS maintenance contract per their capabilities; this may

comprise assigning response/preventative maintenance activities to in-house staff when

available. The West Midlands (ITA) ITS manager should ensure that the ITS staff be trained on

new updates and equipment.

3.4: Documentation According to Bureau of Highway Safety and Traffic Engineering, (2015), a record must be kept

of all maintenance activities performed on ITS devices. This record must be logged. The record

assists the West Midlands (ITA) to respond to any emergency appropriately.

Figure 5 : Preventative Maintenance versus Annualized Maintenance Costs . Source:

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3.5: Coordination

Coordination of maintenance and repair activities is important for any District with ITS devices

within the West Midlands, and becomes more significant as the number of ITS devices

increases. Maintenance activities must be coordinated among District ITS staff and the

maintenance provider such that it is performed in a timely and cost-effective manner.

According to Bureau of Highway Safety and Traffic Engineering, (2015), ITS maintenance can

be initiated in many ways, such as a call-in from agency staff or the public. Once reported, the

ITS staff member who receives the notification will open a Maintenance Need Report and assign

the response to either the contractor or Department staff. Once the responder has arrived on site

and corrected the issue, the ITS Staff must verify correct operation (where possible). The

responder must submit a completed Field Maintenance Report Form, which will be combined

with the completed Maintenance Need Report (digitally) and submitted to the ITS Maintenance

Repository. Figure 6 shows the maintenance process described above.


3.6: Preventative Maintenance According to Bureau of Highway Safety and Traffic Engineering, (2015), “preventative

maintenance is the routine care and service for the purpose of maintaining equipment in

satisfactory operating condition by providing for systematic inspection, detection, and correction

of failures either before they occur or before they develop into major defects”. It also includes

the periodic repair and replacement of components as required to appropriately maintain the

device. This comprises such activities as filter cleaning or changing, cleaning CCTV domes or

DMS face plates, light bulb replacements, faulty surge arrestors, rodent removal, and sealing

conduits. Preventive maintenance is to be accomplished a minimum of twice per year for each

device (unless the manufacturer suggests more), prior to and especially after the winter season of

each year; West Midlands (ITA) ITS manager may request extra preventive maintenance as

required. In order to determine if an ITS device needs more frequent preventive maintenance

visits, the West Midlands (ITA) ITS Manager should consider the age and history of the device,

device type, location of device with respect to roadway, and other possible factors. Once a West

Figure 6 : ITS Maintenance Flow Chart

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Midlands (ITA) ITS Managers identifies those devices that need maintenance more than twice a

year, they should include the essential maintenance times in a schedule attached to the contract.

See figure 5 for maintenance and troubleshooting.


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References

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