ADVANCED TECHNOLOGIES FOR TRAFFIC
MANAGEMENT AND CONTROL
Anil Kumar. A', MVL Satish and Dr. CS RK Prasad
ABSTRACT
The effect of today's transportation system can be substantially improved by applying Advanced Traffic Management Systemns
(ATMS) to direct and manage the trafic. There is a need for ATMS on a local and netvork level to eficiently utilize today 's
Iransportation systens. Future transportation needs, however, require further advancenent of technology for intelligent traffic
management. The use of conventional methods such as the in-pavement induction loops for traffic management and control had their
own disadvantages and linuitations. To reduce the hazard of road iraffic acidents and for smooth flow of raffic automatic incident
detectionto can
officials use beaused
varietyAcconumodating theand
of traffic control increased vehicular
management travel alldemand
practices whileworld
over the improving trafficaims
This paper safetyto present
has led the transport
the available
technologies for traffic management and control. The paper outlines the different vide0 detection systems that are currently in
practice Jor effective tralic management and control. The integralion of digital video, Global Positioning Systenns and automated
inmage processing systems has also been discussed in this paper.
INTRODUCTION
The effectiveness of transportation system can be substantially improved by applying advanced technologies for traffic
management to direct and manage the traffic on different levels. Advanced traffic management system employ innovative
technologies and intégrate new and existing traffic management systems in order to be responsive to dynamic traffic conditions
while servicing all modes of transportation. Traffic incident detection system is a main component of an Advanced Traffic
Management System (ATMS), the other components that make up the ATMS include the traffic routing and control systems.
There is a need for system to optimize the traffic operations within the network as well as to monitor the traffic and detect
incidents. An automated operating system, with round the clock incident detection, would help to initiate the required action on
time in case of an accident, and would minimize the effect of accident.
Traffic flows in many large urban areas are monitored and managed using real time data from a variety of sensors (7). The
schnology for traffic sensing includes loop detectors and video cameras. The use of advanced technologies like areal video
nd artificial intelligence etc. can reduce the hazard of road accidents for smooth flow of traffic. In this paper various data
collection systems like manual data collection techniques, automated vehicle detection systems, automated incident detection
usipg wavelet energy algorithm, various video detection systems and integration of digital video, global positioning system and
automated image processing systems are discussed.
TRAFFIC MANAGEMENT FUNCTIONS
Basic core management functions are those functions that are generally applicable to all types of highways regardless of
their classification or use; although the specific operational requirements, the associated information needs, the methods /
rechnologies for collecting the information, and the level of deployment of this detection infastructure may vary significantly
(2). Details of Various functions are presented below.
Traffic Control
Trafic Control often varies by roadway category. For arterials this may include traffic signal coordination (both intra- and
inter-jurisdictional). For expressways, this function may include ramp metering and interchange control. Other potential trafie
M.Tech student, Transportation Engineering Division, NIT Warangal
M.Tech student, Transportation Engineering Division, NIT Warangal
Head, Transportation Engg. Division, Dept of Civil Engg, NIT Warangal-506004
115
Advanced Technologes for Trsic Menagement ond Contr
control sub-functions inciude reversible lane control varable speed limuts, and integrated expressway - artenal conto
Evacuation, special event, and military deployment routes usually have special traffic control needs Traffic control requires
the following information.
Speed and volume information for real-time traffic signal control and coordination, variable speed control, and to
manage ramyp-meterng strategies Ev3cuation. special event, and military deployment routes isually have specal
traffic control needs and the information may be required more ofteh
queue length or waiting time for rarrp metering critical ramps.
vIdeo along the highway and at portals to support reversible lane control. and
vehicle classification (and perhaps vehicle ident1fication) information along highways with heavy freight routes and in
the vicinity of weigh /inspection stations and inter-modal fac1lities, vehicle height infomation in advance of less than
minmum over-the-roadway obstacles, and vehicle speed (wth class1fication) at downgrades and lower speed curves
and ramps.
Incident Management
Incident Management includes both predicted and unexpected incidents so that the impact on the transportation network
and traveler safety is minimized. Activities include incident detection, verification, diagnosis. response (eg..
routing and
tracking response vehicles), diversions, and clearance. Information required for the incident management are
video to support incident diagnosis,
vehicle location to support incident response, and
speed and volume information for incident detection.
Performance Measurement
Performance Measurement includes historical information on the performance and operation of the highway for general
planning purposes and to measure the effectiveness of various current roadway improvements and management strategies. The
effective Performance mcasurement requires the following information
speed and volume information, and
travel time.
Traveller Information
Traveller Infomation function includes providing nformation to en-route motorists through roadside elements such as
dynanne nessage signs and higlhway advisory radio transmitters. The information collected can also be used for information
dissemination to travellers via other means (e g, lnformation Service Providers, radios and other in-vehicle devices) as well,
Iaveler nfornation requires the following infornation.
specd and volume (or travel time) infornation,
lCdent location, and
vIdeo
Weather Management
W'cather Management includes detecting and forecasting weather - related hazards such as snowy / icy road conditions,
dense fo, high winds, and approaching severe wveather fronts. This knowledge can be used to more effectively deploy road
haintenance resuurces. It can also be used in conjunction with other core functions such as traffic control (e.g., variable speed
lmits,signal coordination timings), incident management (eg., routing response vehicles), and traveler information
(c .. general advisories, location specific warnings).
DATA COLLECTION TECHNIQUES
The collection of data at any particular location is basically done by
1. Manual Counting Methods
116
Proceedings of the National Seminar on Strategies in Traffc Engineering Management
2. Automated Data Collection Detectors
a. Intrusive Devices
b. Non-intrusive Devices
3. Video Image Detection Technique
Manual Counting Methods
For variety of reasons, most trafic counts are conducted manually. A principle reason is time: studies conducted for a
duration of less than 8 to 10 hours do not justify the effort required to set up automated counting equipments, unless such
equipment is already permanently installed at the site.
Second reason is that certain types of information are more easily and accurately obtained using manual techniques. This
includes such key information as vehicle classification, turning movements, pedestrian counts, and vehicle occupancy. Manual
data collection may be quickly planned, require little equipment, and relatively cheap (3). But the main complexity associated
with manual data collection technique is manpower training and scheduling where counts are to run for more than several
hours. In India, traffic counts are mainly being carried out using manual counting methods. The manpower requirements and
methods of conducting study are as per the code of practice IRC: 9-1972
Intrusive Devices
Intrusive devices are devices that are to be installed in or on the pavement. Intrusive detection devices cause minimal
disruption to normal traffic operations. Different technologies available under this category are presented below.
Bending Plate
Bending plate technology is most frequently used for collecting weight-in-motion data. The device typically consists of a
weigh pad atached to a metal frame installed into the travel lane. A vehicle passes over the metal frame causing it to slightly
"bend." Strain gauge weighing elements measure the strain on the metal plate induced by the vehicle passing over it. This
yields a weight based on whee/axle loads on each of two scales installed in a lane (4). The devices also are used to obtain
classification and speed data. Limitations of the bending plates are
Time required for the installation of the equipment is more.
Installation requires working within the traffic lane
Equipment is expensive
DAW 190, Raktel, and Tel are the equipments used for measuring classified vehicle counts, speed, axle weight, gross
rehicle weight while vehicle in motion (4).
Pneumatic Road Tube
Apneumatic road tube is a hollow rubber tube placed across the roadway that is used to detect vehicles by the change in air
pressure generated when a vehicle tire passes over the tube. Adevice attached to the road tubes is placed at the roadside to
record the change in pressure as a vehicle axle. Axle counts can be converted to count, speed, and/or classification depending
on how the road tube configuration is structured (4). As a part of R&D project sponsored by R&B department, Government of
AndhraPradesh, the Transportation Division of NIT, Warangal had installed pneumatic road tubes for traffic data collection at
Warangal during late 70s. Limitations associated with pneumatic road tubes are given below.
Pncumatic roadtubes may become displaced resulting in loss of data.
Installation ofthe equipment requires working within the traffic lane
In cold countries Snow plows can damage road tubes
Limited lane coverage
Delta III (L, B), Ganna Classífier, Marksman 400/4 10, MetroCount 5600 Series, TRAXMite and TRAX Iare the
pncumatic road tubes used for measuring classificd vehicle counts and speed (4).
117
Advanced Techmologies for Traflic Management and Control
Piezo-Electric Sensor
Piezo-electric sensors are mounted in a groove that is cut into the roadway surface within the traffic lane. The sensors
gather data by converting mechanical energy into electrical energy. Mechanicaldeformation of the Piezo-electric material
causes a change in the surface charge density of the material so that a change in voltage appecars between the electrodes. Thc
amplitude and frequency of the signal is directly proportional to the degree of deformation. When the force of the velhicle axle
is removed, the output voltage is of opposite polarity. The change in potrrity results in an alternating output voltage. This
change in voltage can be used to detect and rccord vehicle count and classification, weight-in-motion and specd (4). The
Ministry of Surfacce Transport (now Ministry of Road Transport and Highways) New Delhi has sanctioned a research project
R2 Phase III: Weigh - in Motion (WIM) Axle Load Spectral Analysis to the TransportationDivision of NIT, Warangal in
1997, A VWIM system working on principle of piezo-electric sensing was procured to measure traffic characteristics along with
weights of each vehicle. Limitations of the technology are
Installation requires working within the traffic lane
If placed on road surface, may become displaced resulting in loss of data
If imbedded in roadway, requires disruption of road surface integrity potentially decreasing the life of the pavement
Sensor installation may be compromised by old asphalt or concrete
IRD WIM system was used for both short and long term axle loads and gross vehicle weight and traffic data collection of
moving vehicles. This instrument automatically determines the axle weight, axle spacing, gross vehicle weight, vehicle
classification and vehicle length.
Inductive Loop
An inductive loop is a wire embedded into or under the roadway in roughly a square configuration. The loop utilizes the
principle that a magnetic field introduced near an electrical conductor causes an electrical current to be induced. In the case of
traffic monitoring,a large metalvehicle acts as the magnetic field and the inductive loop as the electrical conductor. A device
at the roadside records the signals generated (4). The Transportation Division of NIT, Warangal has established 3 permanent
traffic counting stations on National Highways in Andhra Pradesh using inductive loop technology based on automatic traffic
counter cum classifiers as a part of R3 phase III project.
Adeli and Karim (2001)had presented a new multiparadigm intelligent system approach to the solution of the freeway
incident detection problem employing advanced signal processing, neural network pattern recognition, and classification
techniques. This is a single-station algorithm that uses loop detector data upstream of the incident. A wavelet-based denoising
technique is employed to eliminate undesirable fluctuations in observed data from traffic sensors (5).
The algorithm uses an innovative energy representation of the traffic data in the wavelet domain to denoise and enhance
desirable features before classifying them by a radial-based-function neural network. The algorithm is based on a new
methodology for the development of freeway incident detection algorithms that emphasizes denoising, feature enhancement,
and the selection of traffic pattern independent of roadway geometry and traffic flow condition. Limitations of the technology
are
Installation of the cquipment requires working within the traffic lane
Prone to installation errors that lead to high maintenance requirements
Susceptible to damage by heavy vehicles, road repair, and utilities
Requires disruption of road surface integrity potentially decreasing the life of the pavement
Traffic Tally 2, 4, 6, 21, 41, 77, Sprite, Totalizer are the inductive loops used for measuring vehicle counts and TRAX III is
used to measure classified vehicle counts and speed (4).
Non-Intrusive Devices
Non-intrusive detection devices are those devices that cause minimal disruption to normal traffic operations and can be
deployed more safely than conventional detection methods. Based on this definition, non-intrusive devices are devices that do
not necd to be installed in or on the pavement but can be mounted overhead, to the side, or beneath the pavement by "pushing"
the device in from the shoulder. Various technologies available under this category are described below.
118
Proceedings of the National Seminar on Strategies in Traffic Engineering Management
Passive and Active Infrared
Passive infrared devices detect the presence of vehicles by measuring the infrared energy radiating from the detection zone.
Avehicle will always have a temperature contrast to the background envíronment. The infrared energy naturally emanating
from the road surface is compared to the energy radiating when a vehicle is present. Since the roadway may generate either
more or less radiation than a vehicle, the contrast in heat energy is detected. The possibilityy of interference with other devices
is minimized because the technology is completely passive (0). Passive infrared detectors are typically mounted directly over
the lane of traffic on a gantry, overpass or bridge or alternatively on a pole at the roadside.
Active infrared devices emit a laser beam at the road surface and measure the time for the reflected signal to return to the
device. When a vehicle moves into the path of the laser beam the time it takes for the signal to return is reduced. The reduction
in time indicates the presence of a vehicle. The mounting position for active infrared detectors is more variable. The Auto
sense devices from Schwartz Electro-Optics, Inc. (6) are mounted over the lane(s) of traffic to be monitored or in a side-fire
mount perpendicular to the lane of traffic. They are portable devices that are placed roadside so the laser beams are directed
parallel to the road surface across the lane of traffic. Both active and passive infrared devices can be used to record count,
speed, and classification data. Limitations of the technology are
Coverage of lanes is limited to one or two lanes only
Active infrared classification based on vehicle height rather than length
Passive infrared performance potentially degraded by heavy rain or snow
The ASIM IR 254 is a passive infrared sensor made by ASIM Technology Ltd of Switzerland (6). The sensor only
monitors one lane, and it can be mounted either over the lane or slightly to the side of the roadway but it must face oncoming
traffic. Its alignment needs cause problems in obtaining optimum performance, so installations should prefer overhead
mounting. According to the tests conducted it was found that the IR 254 use was simple, straightforward, small and easy to
mount. Detection accuracy was better during free-flow conditions, but it undercounted by 10percent during heavy traffic. The
device consistently underestimated speed by 10 percent on average.
ASIM DT 272 Passive IR/Pulse Ultrasonic sensor incorporates two technologies: pulse ultrasonic and passive infrared. It
is a single lane detector that can be installed either overhead or in side fire, and is designed to detect vehicles at a short distance
(no more than 39 ft). According to the Minn DOT 24-hour test findings its absolute percent difference compared to loops was
8.7 percent for overhead mounting and 0.8 percent side fire (6).
Model 833 and TOM 2000 are the equipments available for measuring classified traffic counts and speed using passive
infrared technology (5).
The Autosense II by SEO is an active infrared sensor that monitors a single lane and must be mounted over the lane at a
height between 19.5 and 23 ft. The MinnDOT tests of volume indicated excellent agreement with the baseline inductive loop
system (6). The absolute percent difference between sensor data and loop data averaged 0.7 percent, which is within the
accuracy level of loops. The 24-hour tests indicated that its absolute percent difference of average speed between the sensor
and the baseline system was 5.8 percent.
SafeCount, Autosense IIA, II, and MLMS Multi-Lane Monitoring Systems are active infrared sensor used for measuring
trafic counts, speed, and classifying vehicles (5).
Passive Magnetic
Passive magnetic devices detect the disruption in the earth's natural magnetic field caused by the movenment of a vehicle
through the detection area. In order to detect this change the device must be relatively close to the vehicles. This limits most
applications to installation under or on top of the pavement, although some testing has been done with side fire devices in
locations where they can be mounted withina few feet of the roadway (6). Magnetic sensors can be used to collect count,
speed, and classification data. Limitation of the passive magnetic technology is
D1ficulty in discriminating longitudinal separation between closely spaced velhicles
119
Advanced Technologies for Traffic Management and Control
3M Canoga and HI STAR NC-97 are the equipments available for measuring classified
traffic counts and speed of the
vehicles using passive magnetic technology, HI STAR NC-47 are NC-30X Countcard are the other instruments used to
measure the count of vehicles.
Microwave - Doppler
Doppler microwave detection devices transmit a continuous signal of low-energy microwave radiation at a target area on
the pavement and then analyze the signal reflected back. The detector registers a change in the frequency of
when the microwave source and the vehicle are in motion relative to one another. According to the waves occurring
Doppler principle, when a
moving object reflects the radar beam emitted from the detector, the frequency of the reflected wave is changed proportionally
to the speed of the reflecting object. This allows the device to detect moving vehicles and determine their speed (6). They are
used primarily as a detection device designed to trigger operation ofa traffic controller. In this capacity, they are
overhead mounting position. Limitations associated with Doppler microwave technology are placed in an
It is unable to detect non-moving traffic
Difficulty in differentiating adjacent vehicles is difficult
Overhead installation requires the presence of existing structure for mounting the device
ECM Loren, IR 250Series, TT 260 Series are the equipments available for measuring classified traffic
counts and speeds
using microwave Doppler technology.
Radar
Radar (radio detecting and ranging) is capable of detecting distant objects and determining their position and speed
movement. With vehicle detection, a device directs high frequency radio waves, either a pulsed, frequency-modulated of or
phase-modulated signal, at the roadway to determine the time delay of the return signal, therebyy calculating the distance to the
detected vehicle (6). Radar devices are capable of sensing the presence of stationary vehicles. They are insensitive to weather
and provide day and night operation. The device is placed in a ide-fire mount off the shoulder of the roadway. This
technology is capable of recording count, speed, and classification data. Limitations are
Side-fire installation limited to only long and short vehicle classification
Overhead installation requires the presence of existing structure for mounting the device
RTMS by EIS is used to measure classified traffic counts and speed of the vehicles using
research indicate that the RTMS is more accurate in both counts and speeds in the overheadRadar technology. Results of TTI
position although it covers only
one lane from overhead. The more popular application is in sidefire. In sidefire, the RTMS can
five or more lanes with reasonable accuracy. generate speeds and counts for
Ultrasonic
Ultrasonic devices emit pulses of ultrasonic sound energy and measure the time for the signal to return to the
Sound energy hits a passing vehicle and is re flected back to the detection device. The return of the sound device. The
than the normal road surface background is used to indicate the presence of a energy in less time
vehicle (6). Ultrasonic sensors are generally
placed over the lane of traffic to be monitored. Limitations of ultrasonic equipments is
Performance may be degraded by variations in teperature and air turbulence
Passive Acoustic
Passive acoustic devices utilize sound waves in a somewhat different manner.
These
microphones aimed at the traffic stream. The device detects the sound from a vehicle passingsystems
through
consist of a series of
the detection zone. It
then compares the sound to a set of sonic signatures preprogrammed to identify
various classes of vehicles (7). The primary
source of sound the noise generated by the contact between the tire and road surface. These devices are best
is
fire position, pointed at the tire track in a lane of traffic to collect count, speed, and used in a side
classification data. Limitation is
Signal processing of energy received requires removal of extraneous background
sound and acoustic signature to
identify vehicles
120
Proceedings of the National Seninar on Srategies in Traffic Engineering Management
The SAS-1 is a passive acoustic detector that monitors vehicular noise
area (ó). The detector can monitor as many as five lanes and the SAS-I(prinarily tire noise) as vehicles pass the detection
must be oriented in asidefire position. Precise
alignment is not critical because the sensor can cover a wide area. Heights
i, and the recomended off'set recommended by the vendor range from 25 ft to 40
range 10 ft to 20 f. MinnDOT tests found that the absolute percent volume differences for
lane two and three were under S percent all test heights, and betwecn 12 and
16 percent for lane one with heights less than
30 ft. It
provided good results under free flowtraffic, but undercounted during congested flow with slow speeds.
IRD Smart Sonic is also used to measure classified traffic counts and speed using the
passive acoustic technology (5),.
Video image detection systems
Video image detection devices use a microprocessor to analyze the video image input from a camera. Two
line and tracking, are used to record trafic data. Trip line techniques monitor specific techniques, trip
zones on the roadway to detect the
presence of a vehicle. Video tracking techniques employ algorithms to identify and track vehicles as they pass through the field
of view (7). Different manufacturers technology may employ one or both of these techniques.
video image detectors is directly over the lane(s) to be monitored with an unobstructed viewOptimal mounting position for
of traffic. Side mounting is
feasible but large vehicles may obstruct detection zones. The mounting height is related to the desired lane coverage,
35 to 60 feet above the roadway. Video detection devices are capable of recording usually
count, speed, and classification data.
There are four systems falling in this category. Salient features of these systems are outlined below.
Mobilizer
The following features distinguish the Mobilizer system.
It uses a standard personal computer with a real-time digitizer card, rather than specialized hardware, to analyze the
carmera image and detect vehicles. Fingerprints of each vehicle are sent to the central computer, which performs further
analyses and verification.
The roadside computer accepts output from one camera only.
It eliminates double counting of the vehicles driving on the boundary of two lanes. It provides lane change data.
Itis specialized for a freeway environment. It provides travel time data and flow profile data over a
section of freeway.
An advanced tracking algorithm allows compensation for certain deficiencies of the video image.
Peek
The features specific to the Peek system are as follows.
Roadside computer accepts output from four or eight cameras plus an additional camera used for surveillance.
Extended incident detection features.
Image stab1lization.
Specialized for intersection applications.
D1splays a near-real-time video (1-5 frames per second) over a telephone dial-up line; video image conpression.
Autoscope
The follo%ing fcatures distinguish the Autoscope system.
Suitable for an intersection as well as freeway monitoring
Roads1de computer accepts output from four or cight cameras plus ono additional that can be used for surveillance.
Traficon
The following features distinguish the Trafficon system
Traficon is Europeanmonitoring system with the interface to a Model 170 controller.
In addition to itsstandard features, it can perform image compression using Joint
stundards. Photogtaphic Expert Group (JPEG)
121
Advanced Technologies for Traffic Management and Control
1T also comes with an external keyboard that can be used to prOgramme the system on site
without the need for a
notebook or laptop computer.
Main features common to all four systems are as
follows.
They use standard cameras, but most manufacturers recommended certain types as performing best with their system.
1he video image is analyzed by the road side part of the system, which then transmits the resulting information to the
central computer, also called the supervising computer. The latter further analyzes the information, calculate desired
quantities, produces statistics, initiate the alarm, and like wise. It is also used to remotely define the detection zones for
the roadside processor.
The roadside processor is usually located in the cabinet together with or close to the traffic light controller.
Alternatively, it can be located together with the camera on the pole, thus reducing the space needed in the traffic
controller cabinet.
The transmission between the roadside processor and the supervising computer can be done over a low band width
communication channel, like a dial-up telephone line. A stillimage from the site can be transferred over this line to the
supervising computer.
Detection zones are defined interactively on the screen of the supervising computer over a captured image from the
monitored site.
Allfour systems detect vehicle presence, and measure occupancy, volume, and speed, as well as provide vehicle
classification.
Limitations associated with video image detection system are given below.
Overhead installation requires the presence of existing structure for mounting
Weather conditions that obstruct view of traffic can interfere with performance (i.e., snow, fog, sun glare on camera
lens at sunrise and sunset)
Large vehicles can mask trailing smaller vehicles
Integration of Digital Video, Global Positioning System and Automated Image Processing System
The use of aerial platforms for traffic data collection has appeal to supplement the traditional traffic sensors. Aerial
photography and video has the properties of being both mobile, so that it may be deployed where needed to collect traffic data,
and of capturing movements of individual vehicles in both time and space (l). When used in conjunction with traditional
ground-based sensors, more comprehensive data can be collected for traffic monitoring and management.
CURRENT STATUS IN INDIA
In 2002 Ministry of Road Transport & Highways, New Delhi, Ministry of Information & Technology, Central Road
Research Institute, New Delhi and Electronic Corporation India limited, Hyderabad have developed an automatic vehicle
counting and classifying system for highway vehicles to suit the Indian mixed traffic conditions. The prototype has been
initially tested at ECIL, Hyderabad (10).
Centre for Transportation Engineering, National Institute of Technology, Warangal with the support of R&B department,
Government of Andhra Pradesh had installed a permanent traffic counting station on the State Highway (now NH) near NIT,
Warangal in 1978. This system works with pneumatic tube technology.
Permanent Traffic Counting Stations With Automatic Traffic Counters - Cum Analyzers (ATCA) were installed to collect
the data round the clock over several years on 3national highways in Andhra Pradesh. It was a part of research scheme "R-3
phase III establishment of Permanent Traffic Counting Stations on NHs in AP", and it was sanctioned to Center for
Transpßrtation Engineering, National Institute of Technology, Warangal in joint collaboration with R&B department of AP in
1992. The Permanent traffic counting stations were established at Nagarjuna University near Guntur on NH-5, Jadcherla on
NH-7and Sher Mahamood Pet on NH-9 (9). Inductive loops and dynax sensors were used to collect and classify traffic data,
Central Road Research Institute, New Delhi has got a video image detection equipment called Autoscope, which can be
used to detect the vehicles.
122
Proceedings of the National Seminar on Strategies in Traffic Engincering Management
Weigh-in-moiton equipment is available at National Institute of Technology, Warangal. This equipment works on the
principle of piezo-electric sensors.
In Bangalore vehicle activated signaling system has been installed in 2003 on lHebbal interchange (17).
SUMMARY
various traffic management functions and their control and various advanced technologies in data collection
In this paper discussed. Using these technologies various types of
like automated data collection techniques with their limitations have been
data can be collected depending upon the requirement. Manual data collection techniques are more accurate but it requires
can be
more man power and it becomes more complex when data is to be collected for longer times. These disadvantages
non-intrusive
collection techniques such as intrusive and
overcome by automated data collection techniques. Advanced data
overcome by video image detection techniques. The uses of
detectors have their own limitations. These limitations can be automated data collection techniques are gaining
automated data collection techniques in India are very limited. Uses of
importance with their advantages.
kÉFERENCES
Traffic Flow Monitoring And Management", Department of
1) Pitu Mirchandani et al., "Application of Aerial Video for of Arizona.
Systems and Industrial Engineering, ATLAS Research Center University
www.ifta.org/commite.nsf.
2) "Information Needs for Traffic Management along the National Highway System",
Prentice Hall Polytechnic Series in Traffic Engineering,
3) William R. McShane, Roger P. Roess, "Traffic Engineering",
Printice Hall, Englevwood Cliffs, New Jercy 07632.
Report on Non-Traditional Traffic Counting Methods", Arizona
4) SherrTy L. Skszek,( October 2001), "State-of-the-Art" Highway administration
Department of Transportation, U.S. Department of Transportation, Federal
Detection on Urban and Rural Freeways Using Wavelet Energy
5) Asimn Karim, Hojjat Adeli, "Fast Automated Incident
Algorithm", Lahore University of Management Sciences, Pakistan. Texas
Raman, "Advances in Traffic Data Collection and Management'",
6) Dan Middleton, Deepak Gopalakrishna, and Mala
Transportation Institute Cambridge Systematics, Inc. 2003. Operations
consulting group, Inc, "Field Test of Monitoring of Urban Vehicle
7) Minnesota department of transportation, department
Using Non-Intrusive Technologies", U.S. of transportation, FHWA.
Advanced Technologies in Traffic Detection, Department
8) Stanislaw Berka and B. Kent Lall, NewPerspective For ATMS:
Portland, 1998.
of Civil Engineering, Portland State University
Forecasting Through Time Series Modeling With Data from
B.P. Chandrasekhar et al, "National Highway Traffic 2002, pp 99-130.
Permanent Traffic Counting Stations", highway research record, number 66,
During 2001-2002, "Development of Automatic Counting and
10) General Report on Road Research Work Done in INDIA Number 19, pp 31.
Classifying System for Highway Vehicles", Highway Research Record,
11)The Hindu daily news paper 28" December 2003.
123
