Intertraffic World 2019 by RAI Amsterdam

TR AFFIC MANAGEMENT

INFR ASTRUCTURE

SAFETY

PA R K I N G

SMART MOBILIT Y

INTERTRAFFIC WORLD

2019 SHOWCASE From the publisher of

2019 SHOWCASE • TRAFFIC MANAGEMENT • INFRASTRUCTURE • SAFETY • PARKING • SMART MOBILITY

How to build a

smart city

PUBLISHED BY UKi MEDIA & EVENTS

Creating the secure, hack-proof systems that will run future transportation networks | Going multimodal in Jakarta Private car and motorcycle usage is clogging streets across Indonesia – meet the man with the vision to create a better future

| Beating congestion in Istanbul New Bosphorus crossings are helping to ease the region’s traffic problem – now further groundbreaking solutions are being debated

| Parking smarter in Mexico City The scrappage of minimum parking requirements can create controversy – but Mexico’s capital is proving that it works

| CONTENTS Exclusive features 030 How to catch a speed demon Advances in video technology are bringing more dangerous drivers to justice

036 Managing traffic with smartphone data How floating car data is decreasing the need to deploy roadside sensors

“The BRT [bus rapid transit] system reduces commute times from the European to Anatolian side from two hours to 45 minutes, but it has become saturated – so people are not happy, but they use it because it is fast” Arzu Tekir, head of strategy and business development at UrbanARBA, Smart City Marketing and Communications, Turkey

006 Meet the team Find out more about Intertraffic shows happening around the world in the next 12 months

008 Five steps to a smart city James Gordon looks at the key requirements for realizing the smart city dream

016 Solving congestion in Istanbul The Turkish metropolis is developing innovative ways to manage traffic, Jack Roper investigates

024 Plastic fantastic Why roads built from reusable material could help enable sensor deployment

026 Turning weakness into strength The importance of robust cybersecurity platforms for future mobility models

044 Will universal road pricing always be 10 years away? The public is skeptical about pay-per-mile road user charging, but there are ways of addressing this

050 Workzone V2X trial A report on the findings of a workzone warning system trial on Europe’s C-ITS Corridor

058 Rethinking parking Mexico City is experimenting with radical methods to managing parking in the city

066 Unlocking the true potential of transportation Michael Donlevy considers what needs to happen for MaaS to become a reality

Traffic management

074 Four ALPR myths – busted! ARH provides a crash course on what is fact and fiction in the world of ALPR technology

080 Enforcement beyond ALPR An image retrieval system from Pumatronix is giving an important safety net in the event of ALPR failure

“Car manufacturers now have contracts with navigation suppliers and are integrating their apps in-dash. Collecting information is one thing… then there’s enhancing it in the cloud and distributing it, via subscription services, to different end users” Dr Ben Rutten, Strategic Area Smart Mobility project manager, University of Eindhoven, Netherlands

082 Hungary installs WIM sensors Kistler is helping Hungary manage overloaded vehicles on its roads more effectively

086 Austrian enforcement upgrade A portable vignette checker from Efkon is ensuring drivers pay quickly on Austrian highways

088 Road studs with a twist Solar-powered studs that rely on minimal light are improving safety during dark hours, says Sernis

090 Essential walls Mitsubishi Electric explains how traffic control rooms can be future-proofed

094 Covered with ALPR The applications ALPR can be used in are numerous and the technology is evolving as a result, says Macq

096 Better frames Lumenera is increasing the effectiveness of camera-triggering ITS solutions

098 Thermal video detection Combining video analytics with thermal technologies enhances outdoor detection, reports Sprinx

100 Secure by design JH Tönnjes’ RFID-enabled license plate security system is clamping down on criminal activity

102 Smart license plate solutions Demand for accurate but efficient manufacturing of license plates has never been greater, says Utal

104 The next step in ALPR ALPR provides much more than some people think, explains MAV Systems

106 Fighting license plate crime DKT is providing robust and secure systems to put a stop to license plate theft

109 Next-generation WIM Cross Zlín is enabling vehicle measurements anywhere across the width of a road

110 Future-proof VMS Road authorities must think carefully about their choice of VMS, warns TripleSign

112 Seeing the light Gardasoft’s guide to ensuring that intelligent transportation systems function correctly

115 ALPR access at all levels A flexible, multiplatform ALPR toolkit is not optional – Carrida explains why

Annual Showcase 2019 | Intertraffic World

001

CONTENTS | 118 Emissions control

122 WIM: proving and improving

Lector Vision believes technology could play a crucial role in addressing air pollution concerns

120 Latin American signal solutions

WIM for direct enforcement is overrated – Haenni Instruments reveals a better way

124 Milestones in weighing

Adaptive traffic management systems are proving useful in developing nations, says TrafficLight

Intercomp is noticing that WIM scales are being used in an increasing number of applications

Infrastructure

128 Where China meets Russia

“As ITS updates, the challenges for implementing responsive traffic management solutions in Latin America continue to grow” Abelardo Bonilla, TrafficLight R&D

Virtual 3D models are aiding work on the Heilongjiang River Road Bridge, says Steve Cockerell

134 Road marking machines Hog Technologies draws attention to just how crucial niche vehicles are to the road network

138 Ready for ADAS and CAVs? Road marking retroreflectivity will be essential to the automated systems of the future, says Reflective Measurement Systems

127

152 Well-rounded camera system Parifex is combining sensors with software to analyze moving targets in real time

154 Improving the visibility of cat’s-eyes The coefficient of retroreflection must be tested to ensure safety in the future, says Easylux

156 Making progress in markings Pexco is improving road safety with flexible raised pavement markers

160 All-weather measurements Zehntner hardware enables effective measurement of road marking visibility under all weather conditions

142 Safety at your fingertips Modern signal requesting systems provide holistic benefits, according to Langmatz

145 Future power solutions

162 Peerless pressure Ultra-high-pressure methods are the only way to demark roads effectively, according to Smets Technology

Airsynergy looks at how powering road infrastructure in the cleanest way possible is the next big challenge

“The comprehensive management efficiency has been increased by 25%, and a shining ‘digital label’ has been affixed to this 21st century bridge”

148 Line-ready road surfaces

164 Measuring marking thickness Delta Light & Optics’ mobile systems are cutting costs for road authorities

Clean surfaces are vital for line marking – Applied Turbine Technologies offers a solution

150 Scotland goes electric

166 Extreme condition survival Road marking technology from Kelly Bros is able to withstand even the harshest environments

Swarco reveals that Dundee is benefiting from advanced electric charging infrastructure

Safety

169

Xuyuan Liang, director, Technology R&D Center, Long Jian Road & Bridge Co. (Heilongjiang River Road Bridge project)

170 Digital printer know-how Avery Dennison sets out the key questions a would-be digital printer customer should always consider

172 Sober drivers, safer world The benefits of Alcohol Countermeasure Systems’ alcohol interlocks can’t be ignored

174 Damage limitation

Road barriers play an important role in minimizing the impact of accidents, says Lindsay Corporation

177 Absorbing impacts Laura Metaal explains the counterintuitive effectiveness of bendable crash barriers

180 The future’s bright Reflectors can improve night-time road safety – Val Plastika advises on choosing the right one

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Intertraffic World | Annual Showcase 2019

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CONTENTS | Parking

183

184 Retail parking solutions Hub Parking has played an important role in a major upgrade at two London shopping malls

188 Future ticketing technology SuzoHapp is streamlining ticketing services for transportation and parking

190 Seeing through the cloud ADEC Technologies is aiding real-time parking information updates for drivers

192 Space-efficient urban parking Automated parking from Lödige Industries is maximizing building space across Europe

194 Cashless parking success A 3C Payment system in Newcastle-upon-Tyne is enhancing the parking experience for users

196 Space watch Smart cameras are reducing vehicle emissions, notes Schick Electronic

198 Net gains CUR Systemtechnik is connecting car lots to the internet with positive results

200 Increased reliability, better performance

202 The road ahead Cost and privacy matter as much as innovation for parking, according to El-tra

204 Advanced parking ParkHelp encourages operators to consider the complete parking experience

206 Perfect sense Parkisseo’s smarter parking policy makes managing urban mobility easier

208 On the cards Reusable, plastic, contactless parking cards are the future, predicts Janez

Quercus Technologies explains the need for attention to detail from parking lot operators

211 A one-stop solution Time-saving technologies from Cross Zlín are noticeably improving parking experiences

Smart mobility

213

214 Cybersecurity for transportation

222 Standardizing car cockpits

Preventing cyberattacks is an important part of intelligent mobility, says Peek Traffic Corporation

218 Simulating a mobility revolution

Congatec appeals to OEMs to offer more intuitive cockpit experiences for drivers

226 Sustainable 21st century mobility

Aimsun is testing connected and autonomous vehicles in a safe space

Grupo Etra on the advanced transportation network solutions with global appeal

228 Smart city and highways solutions Infrastructure with connective capabilities will be important in the future, says Bremicker

231 Advertisers’ directory 240 Last word An exclusive interview with Yoga Adiwinarto, county director of Indonesia’s Institute for Transportation and Development Policy

TR AFFIC MANAGEMENT

INFR ASTRUCTURE

SAFETY

PA R K I N G

SMART MOBILIT Y

INTERTRAFFIC WORLD

2019 SHOWCASE

Editorial Editor: Tom Stone Deputy editor: Rachelle Harry Assistant editor: James Allen

From the publisher of

2019 SHOWCASE • TRAFFIC MANAGEMENT • INFRASTRUCTURE • SAFETY • PARKING • SMART MOBILITY

Production editor: Alex Bradley Chief sub editor: Andrew Pickering Deputy production editor: Nick Shepherd Senior sub editor: Christine Velarde Sub editors: Tara Craig, Alasdair Morton

How to build a

smart city

PUBLISHED BY UKi MEDIA & EVENTS

004

| Beating congestion in Istanbul New Bosphorus crossings are helping to ease the region’s traffic problem – now further groundbreaking solutions are being debated

| Parking smarter in Mexico City The scrappage of minimum parking requirements can create controversy – but Mexico’s capital is proving that it works

Art director: Craig Marshall Art editor: Andy Bass Design team: Anna Davie, Louise Green, Patrick MacKenzie, James Sutcliffe, Nicola Turner, Julie Welby, Ben White

Intertraffic World | Annual Showcase 2019

Head of production/logistics: Ian Donovan Deputy production manager: Robyn Murrell Production team: Carol Doran, Bethany Gill, Frank Millard, George Spreckley

Advertising International advertising sales and publication director: Andy Taylor (andy.taylor@ukimediaevents.com) CEO: Tony Robinson Managing director: Graham Johnson Editorial director: Anthony James The views expressed in the articles and technical papers are those of the authors and are not necessarily endorsed by the publisher. While every care has been taken during production, the publisher does not accept any liability for errors that may have occurred.

Welcome

‘Smart city’ is one of those buzz phrases that’s been on everyone’s lips for the past few years. But, as is so often the case with such phrases, an exact definition can be tricky. What exactly is it that makes a city smart? And how can we move toward building one? The truth is that the Internet of Things can potentially add intelligence to so many aspects of our lives that locking down ‘smart city’ to a single definition is a significant challenge. Therefore, it makes more sense to look instead at specific areas of urban infrastructure in turn and investigate how they can be enhanced with artificial intelligence, before being linked together – and the sector the pages of this magazine are specifically concerned with is transportation. A good place to begin your quest for smarter transportation systems is, of course, our cover feature on page 8, which looks at the digital backbone and cybersecurity systems that must be put in place to run more intelligent transportation networks. But your investigation into smart city transportation technologies certainly doesn’t have to end there. Throughout this magazine you’ll get in-depth insight into the technology that will contribute to a smarter future: from our update on the latest developments in Mobility as a Service (p66); to the ways in which traffic managers can harness floating car data to better deliver their services with fewer traditional sensors (p36). Furthermore, from page 73 onward, you’ll be able to find out more about the latest products and services from the commercial companies that regularly exhibit at Intertraffic shows. Each one of them has an innovative way of doing things that can help to make your city smarter. An event that can also help to make a city smarter is an Intertraffic show! And there are a growing number of cities around the world that can claim the accolade of hosting a show. Beginning with Amsterdam back in 1972, Intertraffic shows have now spread out to Istanbul, Beijing, Shanghai, Mexico City and most recently Jakarta. You can find transportation news from all the host countries in this magazine and if you visit one of these events, you will find the pages of this magazine really coming to life, because you’ll be able to have conversations about smart city technologies with the world’s leading systems experts, public sector decision makers and hardware developers. In fact, wherever you are in the world, Intertraffic is your key to the smarter transportation systems of the future. Tom Stone editor

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Published by

ISSN 2042-7204 (print); 2397-5989 (online)

a division of UKIP Media & Events Ltd

Intertraffic World is a partnership with Amsterdam RAI, organizers of the Intertraffic events Contact: Amsterdam RAI, PO Box 77777, NL-1070 MS Amsterdam, Netherlands Tel: +31 20 549 12 12, www.intertraffic.com

UKi Media & Events, Abinger House, Church Street, Dorking, Surrey, RH4 1DF, UK Tel: +44 1306 743744 Fax: +44 1306 742525

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WELCOME |

Meet the team

Intertraffic shows are now found all across the globe. Here, we catch up with the team that organizes them to find out a bit more about what to expect – wherever you are in the world Above: The Intertraffic team near their head office in Amsterdam. Left to right: Carola Jansen-Young, senior brand marketing manager; Joyce de Winter, exhibition manager Intertraffic Amsterdam and Istanbul; Richard Butter, director traffic technology; Puck Huber, operations manager; Sander Korringa, content marketeer; Wanda Luinenburg, brand marketing executive; Rogier Peijster, sales consultant; Editha Hoogenberg-Derksen, exhibition manager Intertraffic China, Mexico and Indonesia

he world of traffic technology is changing rapidly – everything is becoming connected and more intelligent. This brings new players into the marketplace who will have a big influence on how the industry develops. Examples include telecom firms, big data analysts, IT specialists and the automotive industry. They will all have a big impact on efficient transportation, accessibility of cities, and sustainable urban mobility. Intertraffic exists to bring all of the players together in one place to exchange information and do business. “Intertraffic keeps a close eye on developments in the market,” says the brand’s director of traffic technology, Richard Butter. “We are in contact with a wide range of important stakeholders and market leaders to keep us updated about the latest innovations. Also, the team visits all relevant events and congresses in the world and combines all these insights to create the unique package that is Intertraffic. What makes Intertraffic

The team visits all relevant events and congresses in the world and combines all these insights to create the unique package that is Intertraffic Richard Butter, director traffic technology, Intertraffic

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Intertraffic World | Annual Showcase 2019

stand out is that we implement these developments in the broadest sense of the word. Intertraffic covers all segments – infrastructure, traffic management, smart mobility, safety and parking.”

Addressing the key challenges

Intertraffic aims to help solve some of the big problems facing transportation in the modern world. “Apart from the industry’s responsibility to create sustainable mobility and reduce CO2 emissions, the biggest challenge is the transition toward a digital world,” says Joyce de Winter, exhibition manager for Intertraffic Amsterdam and Istanbul . “It’s all about connectivity. All segments and disciplines will be connected to gather data for efficient, safe and sustainable mobility. So sharing data will be instrumental. Sharing knowledge and accelerating matchmaking and networking within the industry is key to our agenda. We are facilitating this by giving the stage to specialists from all around the world to showcase the latest products and services, mobility projects, trends and developments. The exchange of know-how and expertise is backed up by interactive presentations, panel discussions, demonstrations and networking activities. We present the latest innovations and developments so they can be implemented in business.”

New Intertraffic initiatives

Several new initiatives have been launched by the Intertraffic brand in the past year. At

| WELCOME

The year ahead Intertraffic Amsterdam 2018, the ITSUP smart connect professionals from Southeast Asia mobility startup initiative was launched and with international companies,” says Editha the Smart Mobility segment got a dedicated Hoogenberg-Derksen, Intertraffic’s exhibition hall with two theaters. The complimentary manager for China, Mexico and Indonesia. knowledge program was also taken to the “National and international solution providers next level, with more than 80 free sessions. will be able to showcase their products and “We received very positive feedback on the services. We will also welcome startups at the quality and added-value it delivers to visitors,” ITSUP pavilion. During our conference, a variety says Carola Jansen-Young, Intertraffic’s senior of experts will share thoughts and experiences.” brand marketing manager. The other new show in the Intertraffic “The first ITSUP event was also a big hit,:” calender takes place in Mexico City. This year adds de Winter. “It was quite clear the market (2018) sees the third edition of this successful was looking for new smart solutions for event: “Intertraffic Mexico is the dedicated traditional segments. Startups can take platform for the LATAM region,” continues advantage of the solid international foundation Hoogenberg-Derksen. “Visitors can share Intertraffic offers. And since startups generally knowledge, do business and expand their do not have abundant financial resources, the networks with professionals from Mexico, Latin ITSUP event was sponsored. The only America, and beyond. Close to 140 local nominal fee participants had to pay and international exhibitors present was for registration. We created a their products and solutions. quality matchmaking program so “The three-day conference smart mobility startups could program features an impressive The current number of present their solutions to their line-up of speakers and topics. Big Intertraffic host cities: defined target groups. Some of data is a global topic and we are Jakarta, Mexico City, them even found a business proud to have Cristopher Zegras Istanbul, Shanghai, Beijing partner or investor to scale up from Massachusetts Institute of and Amsterdam, which their solution. Following this Technology [MIT] as a speaker this has its next show in April 2020 success, we are incorporating year. The social impact of our ITSUP in all our other shows. industry will be addressed by Maria Knowledge from startups can come from de Lourdes García, coordinator at the every corner in the world. Since we are present Social Habitat Laboratory, who will share her in several countries and areas, we can give views on the human factors in the design of young starters the perfect launchpad to share sustainable urban mobility.” their innovations with an international audience The winners of the Intertraffic Award Latin of market specialists.” America will be revealed during the opening ceremony on November 13. Organizations in the traffic technology and mobility industry will All around the world take home well-deserved recognitions of their Intertraffic Indonesia, the brand’s newest show, commitment in driving the industry forward. will have its launch event in Jakarta as we publish this issue (October 31 – November 2, 2018), with a second event already being planned Looking to the future for 2019. Indonesia is one of the fastest “Intertraffic is always on the lookout for new developing countries in the world in terms of opportunities for our stakeholders and it’s very mobility and traffic infrastructure. The likely that we will create new events in the near Indonesian government has ambitious traffic future,” says Butter. “Intertraffic is all about management plans in place between now and accelerating connections for today’s and 2030 – an attempt to cope with a forecasted tomorrow’s mobility challenges.” fourfold increase in population during that time. “We are always keen to get ideas, For example, the government plans to spend recommendations and feedback from our US$450bn on infrastructure by 2020; it aims to stakeholders, providing us with invaluable input create more than 4,500 miles (7,300km) of new to make the Intertraffic formula excel,” adds expressways by 2030, while also upgrading Jansen-Young. “As of this year, each event has a around 10,500 miles (17,000km) of existing dedicated area, the Intertraffic Community Hub, arterial roads to support the increase in traffic where we engage with our visitors and also and provide greater road safety. assist them in getting the most out of their time Intertraffic Indonesia will enable spent at Intertraffic. We look forward to seeing professionals from the region to come together you at one of them soon! Or you can contact us to address the challenges ahead. “We will via our email: intertraffic@rai.nl.” n

Six

This issue provides insights from Intertraffic show locations of the next 12 months Indonesia (October 31 – November 2, 2018)

Turn to page 240 for our interview with Yoga Adiwinarto, country director for Indonesia’s ITDP Mexico (November 13-15, 2018)

Find out how parking is being revolutionized in Mexico City on page 58 Istanbul (April 10-12, 2019)

Discover the innovative ways in which Istanbul is tackling congestion on page 16 China (May 27-29, 2019)

Take a trip to China on page 132, and learn about its new international bridge project

Annual Showcase 2019 | Intertraffic World

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SMART CITIES | Architect Foster + Partners’ depiction of Masdar, the smart city being constructed in the desert near Abu Dhabi

Five steps to a

smart city The term ‘smart city’ has gained huge popularity in recent years – and the virtual world is more important than the physical when it comes to creating one Words | James Gordon Images | Foster + Partners

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| SMART CITIES

Data will be the center of every smart cityâ&#x20AC;&#x2122;s transportation program. It will be its backbone Siraj Ahmed Shaikh, professor of systems security, Institute for Future Transport and Cities, Coventry University, UK

2030

The estimated completion date for Masdar City, the UAEâ&#x20AC;&#x2122;s smart city in the desert

Annual Showcase 2019 | Intertraffic World

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SMART CITIES | Right: The plans for Masdar City include autonomous pods running beneath its streets

he starting gun has already been fired and there are many contenders in the race to become the world’s first completely smart city. In the United Arab Emirates (Masdar City) and in Saudi Arabia (Neom), brand-new smart cities are being planned and built, while technology is also fast changing the shape of more established population centers such as Singapore, Seoul, London, San Francisco and New York. With more people migrating to cities than ever before, one of the criteria for judging the success of smart city projects will undoubtedly be the usability and efficiency of transportation systems. Certainly, big data systems enhanced by artificial intelligence, enriched by the Internet of Things and underpinned by blockchain, have the potential to revolutionize the movement of people and goods in our cities. But with technology moving faster than regulation, the transition process is unlikely to be smooth. So in this interim period, before exciting transformations reach fruition, Intertraffic World spoke to Siraj Ahmed Shaikh, a professor of systems security at the Institute for Future Transport and Cities (FTC) at Coventry University in the UK, to find out what five steps transportation authorities need to put in place now in order to help smart cities become a reality.

1. Data management

“Data will be the center of every smart city’s transportation program. It will be its backbone,”

says Shaikh. “But it is what you do with information that counts. Therefore, cities with the most intelligent transportation systems will employ what I call urban data sensing technology to get the most out of their networks. It will require embedding millions of sensors into the roadside and its hard infrastructure assets such as its bridges, tunnels, underpasses and canals. Smart cities will also need to have technology systems in place to crunch, harmonize and harvest that data, enabling city authorities to build a multitude of services around it.” Many cities have started on this data journey already by installing sensors, such as Bluetooth beacons, to measure things like pedestrian footfall, the number of cars entering and exiting a city each day, and the number of commuters using public transportation. As technology advances and AI and the IoT provide us with greater visibility and richer sources of data, the potential for city authorities to move people and goods more efficiently will increase.

2. Data privacy

Once that data infrastructure is in place, a commuter’s privacy becomes the most important requirement. But finding a happy medium between privacy and security is a complex challenge. “A study conducted by Europol, in which the general public were invited to use a public wi-fi hub, subject to extremely unpalatable terms and conditions, revealed

A technological oasis UAE’s ambitious plan to build a smart city in the desert is becoming a reality

Below: Trials being conducted on a short route in Masdar City using autonomous pods

t was 2006 when the United Arab Emirates first announced the idea of building a carbonneutral, car-free city in the Arabian desert from scratch.

Nigel Young, Foster + Partners

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Intertraffic World | Annual Showcase 2019

Named Masdar City, ground was broken two years later with the intention that, once built, the 2.3 square mile (6km2) urban space will incorporate a range of innovative clean technologies to support the transportation and general living needs of its expected 50,000 residents and 40,000 commuters. Despite temperatures in the desert regularly exceeding 100°F (38°C), the streets of the smart city are projected to be much cooler thanks to a 148ft (45m) wind tower sucking air from above and pushing a cooling breeze through the streets. Moreover the city will have a wall around it to protect it from hot desert winds and will benefit from shade created by buildings being close together.

A pilot route for an underground autonomous personal rapid transit (PRT) system has already been built, though plans to extend the system across the city have been scaled back. Electric cars are now being considered to complement the PRT network, while remaining emission-free. Backed financially by Abu Dhabi’s ruler, Sheikh Khalifa bin Zayed Al Nahyan, to the tune of US$30bn, 2030 has been earmarked as the completion date of the ambitious project. Much is still to be done but already the multinational Siemens has moved its regional headquarters to the city, among others, and several thousand workers already commute in.

| SMART CITIES

87,777

The estimated number of solar panels that will be deployed in nearby desert and on roofs to power Masdar City, UAE

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SMART CITIES | Below: The Masdar Institute of Science and Technology was one of the first buildings to be completed in Masdar City

Photo: Nigel Young, Foster + Partners

that some people who used the network, did not read the small print,” says Shaikh. “If they had done, they would have realized that they had agreed to give up their eldest child in return for using the wi-fi network!” While this was only an experiment, it demonstrates that people are sometimes too willing to give up their personal details without first checking the terms and conditions of use. But, even though it’s vitally important that people’s data is safeguarded, conversely, it’s crucial that they know that parting with their data has the potential to personally benefit them, too, perhaps even financially. “For example,” continues Shaikh, “if I allow a smart car lot with vehicle-togrid capability access to my personal information so that it can use the energy from my car battery to feed the city’s wider distribution network, then I expect some level of reciprocity. Maybe, in return,

the car lot will grant me free use of its facilities at peak times, for instance. “To conclude this point, the whole notion of privacy of course becomes very nuanced and complex. Therefore, the most successful smart cities will not only understand that privacy means different things for different people, but transport planners or companies holding our data must be able to exert an element of control in this respect. Moving forward, that is key.”

3. Cybersecurity and redundancy

The third building block that those running transportation networks must lay down is a resilient and effective security architecture. Security takes many forms, but smart cities must think about availability and contingency. In the world we live in, travel information is the lifeblood of our cities. We cannot live without it. But while it must remain accessible and ubiquitous, it must also be secure. So if the variable messaging signs on smart highways fail, or if in the future a city’s V2X infrastructure malfunctions, that city must have a backup plan. “That could be secondary redundant systems that it can switch over to, or even manual boards

Smart infrastructure Traditional assets like bridges, tunnels and parking must not be neglected

hile road authorities and vehicle manufacturers are spending heavily at the moment on making highways and vehicles smart, Prof. Gordon Masterton, an academic and past president of the Institution of Civil Engineers, thinks that critical fixed infrastructure such as bridges and tunnels must not be left behind. Masterton, who is the chair of future infrastructure at Edinburgh University, says, “There are many council-run bridges in the UK that are substandard and operating with weight restrictions, meaning that the heaviest vehicles can no longer use them. This, of course, is bad for congestion, our well-being, and UK competitiveness.”

Continues Masterton, “While local authorities have begun to recognize the need to deploy cutting-edge technology in their fixed infrastructure assets, restricted budgets mean it isn’t happening quickly enough. If councils don’t invest in making bridges smart, it will have repercussions not just for that bridge and the people who use it, but also for the concept of the smart city. Bridges and other fixed assets need to be treated as critical links in smart roads. If they are not given the same technology, the reality is that the concept of the smart city as a whole will be compromised by its weakest, dumbest links, no matter how smart its highways and mobile assets.” It’s a view shared by Prof. Siraj Ahmed Shaikh, but he

believes that many ‘dumb’ assets are already being upgraded, so that they can fully contribute to the wider development of smart cities. He says, “Take AppyParking, for example. It provides parking apps to drivers in London and Birmingham. In creating those apps, it has not only provided a valuable service to the commuter by letting them know before they start their journey if there are available slots in city car lots, but in doing so, it has turned those dumb parking facilities into smart ones. This demonstrates what can be achieved when private sector and local authorities openly collaborate, and also illustrates that game-changing smart infrastructure does not always have to be expensive.”

If councils don’t invest in making bridges smart, it will have repercussions not just for that bridge and the people who use it, but also for the concept of the smart city Prof. Gordon Masterton, chair of future infrastructure, Edinburgh University

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Intertraffic World | Annual Showcase 2019

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SMART CITIES |

Above: An artist’s impression of Neom, the brand-new city being planned in Saudi Arabia

that feed information to travelers,” says Shaikh. “This may seem regressive when talking about the smart transportation hubs of tomorrow, but the strength of these cities – that they are able to use data effectively to ease congestion on our roads – is also their greatest weakness. That’s why smart cities need to be able to function effectively via nonThe estimated cost of digital means if they need to.” building new smart city Neom in Saudi Arabia

US$500bn

4. Open data

The fourth attribute that must be adopted by transportation authorities is digital interfacing. It may seem like a contradiction, but while cities need controlled security infrastructure, on the flipside, if a city is to be free of gridlock, it has to give commuters the ability to freely access open data networks. “It will cost money and city mayors will need to form alliances with the private sector, and perhaps look at crowdsourcing to fund these networks,” says Shaikh. “As for measuring the benefits that they bring, it is impossible to assess right now; as to my knowledge, no studies have

been carried out charting the effectiveness of open data networks. But in the next decade, accurately calibrating the ROI brought about by open data will become an important area of research for transportation institutes.”

5. Smart governance

Equally important to transparency, accountability and security is governance. While most cities are overseen by a mayor, the data-driven smart cities of tomorrow might also require a chief technology officer (CTO) to provide digital leadership, too. “Electing a CTO would provide much-needed accountability,” says Shaikh. “It would enable the public to better scrutinize how money around smart transportation infrastructure is spent, and whether or not it actually delivers adequate benefits to commuters. “Moreover, these money-making, data-driven services, for example, could be packaged together and sold as franchises to other smart cities. This would open up another important revenue stream for the city, and would, I believe, provide compelling evidence that the smart city model is alive and well.” n

An extra layer of governance could give smart cities the shot in the arm they need to truly flourish

Siraj Ahmed Shaikh, professor of systems security, Institute for Future Transport and Cities, Coventry University, UK

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ISTANBUL FOCUS |

Solving Istanbul’s

congestion problem Infrastructure megaprojects – including a new tunnel and bridge across the Bosphorus – may have helped to combat jams in the Turkish capital in the past two years, but there’s still much work to be done… Words | Jack Roper

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| ISTANBUL FOCUS The Bosphorus Bridge is one of Istanbul’s key landmarks

or the 25 centuries between the pontoon crossing of Darius the Great in 513BC and the opening of the Bosphorus Bridge in 1973, the only way across the Bosphorus was by boat. This narrow sea-channel has long been both a gateway and a boundary, linking Russia’s Black Sea ports with the Mediterranean while delineating Europe from Asia and bisecting the transcontinental megacity of Istanbul. This tumultuous metropolis uniquely straddles the intersection of two ancient and contending realms and is home to upwards of 15 million souls – some two million of whom must cross the Bosphorus daily. Indeed, for all its illustrious history, in 2014 Istanbul achieved the dubious distinction of being ranked by the TomTom Congestion Index as the most gridlocked city on Earth.

Working at maximum capacity

To the original 1973 Bosphorus Bridge (renamed the 15 July Martyrs’ Bridge after the failed coup of 2016), a second bridge, the Fatih Sultan Mehmet Bridge, was added in 1988. Each almost a mile long, the two eight-lane suspension bridges accommodate around 190,000 and 135,000 daily crossings respectively. Both operate electronic tolling and employ reversible lanes to optimize capacity, since a majority of morning rush-hour commuter trips are westbound from Asia to Europe – and vice versa in the evening. Nevertheless, by 2014, gridlock on these bridges

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Above: Istanbul’s Gayrettepe district will be home to the European entrance to the Great Istanbul Tunnel

was commonplace, even at 2:00am, while several of the delay hot spots mapped by TomTom are their immediate approaches, so that getting to the Bosphorus had become as problematic as crossing it.

Building our way out of trouble?

President Erdogan’s Turkey is engaged in a series of megaprojects with a net spend exceeding US$400bn. Two of these now span the Bosphorus. The 1.3-mile long (2.1km) Yavuz Sultan Selim Bridge, which opened in 2016, is the world’s second-highest bridge at 1,089ft (332m). Carrying eight motorway lanes and a doubletrack railway across the strait at its northern mouth, it will ultimately form part of the Northern Marmara Motorway, allowing transcontinental traffic to bypass Istanbul city altogether. At the seaway’s southern end, the 3.3-mile (5.4km) Eurasia Tunnel also opened in 2016, a double-decked

This three-level megaproject will be the signal flare of the Turkish Republic Ahmet Davutoğlu, Turkish Prime Minister, 2014-2016

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structure carrying two lanes of tolled traffic between the central neighborhoods of Kazlıçeşme on the European side and Göztepe in the east via nine miles (14.6km) of associated road network. It purports to reduce journey times by 85 minutes. This twin opening followed that of the Marmaray rail tunnel, partially operational since 2013 after archaeological discoveries during excavations delayed full opening until late 2018. These grand initiatives embody a sense of resurgent national prestige on the world stage. “Istanbul is a city which shapes history,” said the then-serving Prime Minister Ahmet Davutoğlu in 2015, in connection with a further project, the four-mile (6.5km) Great Istanbul Tunnel, scheduled for completion in 2020. “This three-level megaproject will be the signal flare of the Turkish Republic, the fourth global state in Istanbul, after three empires. The tunnel will both reduce the traffic load on the bridges and enable maximum time saving.” With the Eurasia Tunnel and Yavuz Sultan Selim Bridge operational, Istanbul dropped to 6th on the 2017 TomTom Index, its congestion level (the average increase in travel time over free-flow driving) down from 58% to 49% – although some question the role of new road crossings in reducing delays.

| ISTANBUL FOCUS

Bosphorus crossings Present and future ways to cross the Europe/Asia divide Bosphorus Bridge The first structure to span the strait when it opened in 1973, this 1,560m (5,120ft) suspension bridge became the 15 July Martyrs’ Bridge in 2016, in memory of those who fought to retake it during a failed coup d’état. It features RFID tolling and reversible lanes. Eurasia Tunnel This 3.3-mile double-decked seabed tunnel opened in 2016, carrying two tolled lanes of traffic in each direction. It promises crossing times of just five minutes between dense metropolitan zones – but excludes larger vehicles, including public buses. Great Istanbul Tunnel First announced in 2015, this proposed megaproject involves

“The government guaranteed that 25.6 million vehicles per year would use the Eurasia Tunnel, but in the first year, only 15.6 million vehicles passed through, so the government had to pay TL123 million (US$20m) to ATAS, the operator,” says Arzu Tekir, head of strategy and business development at UrbanARBA, Smart City Marketing and Communications. “In 2017, 41,000 vehicles passed daily, although the guaranteed figure was 65,000.” Tekir is dubious about the impact of new roads serving the tunnel on Istanbul’s culturally sensitive Historical Peninsula and questions the efficacy of car-centric projects in actually reducing traffic. Promoting private vehicle use appears an inefficient remedy to congestion given current occupancy figures: according to Tekir, the occupancy rate on the Bosphorus Bridge is around 1.5 passengers per vehicle and the majority of cars in the Eurasia Tunnel are low-occupancy.

Multimodal solutions

Tekir attributes recent easing of congestion to a rapidly expanding Metro system feeding into the partly operational Marmaray rail tunnel, a conduit for current daily ridership of 185,000. Another major factor is Metrobus, a bus rapid transit (BRT) system opened in 2007. This follows

a triple-tiered four-mile tunnel with two levels for road and one for rail traffic, connecting Istanbul’s two existing airports with a new airport which promises to be the largest on Earth. The tunnel is expected to cost US$3.5bn and will be financed on a build-operate-transfer basis, with completion scheduled for 2020. Fatih Sultan Mehmet Bridge Named after the 15th century Ottoman Sultan, this 4,954ft suspension bridge opened in 1988. It also features reversible lanes and is tolled in one direction, from Europe to Asia. Yavuz Sultan Selim Bridge The Third Bosphorus Bridge opened in 2016, and is the world’s second-highest bridge

a 31-mile route (50km) on the Istanbul ring-road from Beylikdüzü in the west to Söğütlüçeşme in the east, using dedicated bus lanes and crossing the first Bosphorus Bridge. Though Metrobus has a daily ridership of around 800,000, it has been a victim of its own success in terms of overcrowding. “The BRT system reduces commute times from the European to Anatolian side from two hours to 45 minutes,” explains Tekir, “but it has become saturated – so people are not happy, but they use it because it is fast.” There are a number of passenger ferries, with the fastest Bosphorus crossings taking just 15 minutes. The largest operator is former municipal entity İstanbul Deniz Otobüsleri (IDO), privatized in 2011, which currently runs

at 1,089ft, after France’s Millau Viaduct. It has a main span of 4,619ft (1,408m) and is one of the world’s widest suspension bridges at 192ft (58m). It will form part of the Northern Marmara Motorway, allowing east-west through traffic to bypass Istanbul city entirely. Marmaray This is a rail tunnel which partially opened in 2013, when President Erdogan drove the first train to pass through. The project comprises a 8.4mile (13.6km) tunnel upgrade with 39 miles (63km) of connecting suburban rail lines. Full opening was delayed by discovery of the remains of the 4th century Byzantine Harbour of Theodosius during excavation.

Above: One of the entrances to Istanbul’s Eurasia tunnel, which opened in 2016

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Connecting global suppliers with traffic professionals across the region INFRASTRUCTURE • TRAFFIC MANAGEMENT • SMART MOBILITY • SAFETY • PARKING

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| ISTANBUL FOCUS a fleet of sea buses, catamarans and car ferries. According to Arzu Tekir, ferry crossing is the loveliest way to cross the Bosphorus, but, despite being the only option available until 1973, is now much neglected. “Sea transport is only 3.3% of the modal split,” she says, “but 64% of Istanbul’s population is within 30 minutes’ travel to the piers to commute to the other side. To create a liveable and sustainable space you must focus on sustainable transport options instead of expensive projects.” In an attempt to exploit sea transport’s potential, UberBoat ran a 2015 motorboat ridesharing pilot across the Bosphorus. But, according to Tekir, Uber failed to gain much purchase on Istanbul’s roads, in part through the influence of a powerful taxi lobby. Mobility applications such as Moovit and Trafi, meanwhile, do provide a popular means of making efficient use of interconnecting modes in Istanbul. “The average age in Turkey is 30,” says Tekir. “We are very young and into smart technologies that can help us make better decisions and reduce traffic congestion. We should focus on low-carbon solutions like ridesharing and e-biking – as well as remote working.”

Smart mobility

While autonomous and connected vehicles could enable more efficient use of network capacity, Tekir believes they will be slow to arrive in Istanbul due to a political conservatism which hesitates to embrace new technologies. “It is critical to apply disruptive changes if you want to create smart and liveable cities,” she argues. “Political and regulatory decisions have been made very slowly because, culturally, government structures are hierarchical and based on respect for senior executives. Collective decision-making mechanisms do not function effectively and well-educated younger staff are unable to influence policy.” One example is the reluctance of authorities to provide access to open data. “Istanbul is a megacity competing with London, Paris and New York. The start-up entrepreneurs and universities want real-time data to provide better solutions. There are lots of discussions about privacy and security and lots of blurred definitions and explanations about sharing or selling the data. We are a young, educated population and open data is critical to creating fast, dynamic, vibrant cities,” says Tekir. One motorcycle ridesharing app that grabbed headlines in 2017 was Scotty, which, by the end of the year, had over 2,000 registered drivers – all of whom had had at least five years of riding experience and passed psychological testing – and had logged over 200,000 rides. Based on an Uber-like app with a Beam Me Up! button, Scotty is named after the Star Trek character in reference to the idea that, while a normal taxi doesn’t solve the problem of being stuck in gridlocked traffic, motorcycles can weave in and out

We are a young, educated population and open data is critical to creating fast, dynamic, vibrant cities Arzu Tekir (above), head of strategy and business development, UrbanARBA

of queued vehicles, so enabling users to ‘beam up’ out of congestion-related delays.

Passenger drones

‘Beaming up’ remains strictly metaphorical via existing modes, but could become fact in a future of electric vertical take-off and landing vehicles (eVTOLs). Intelligent multicopters using Distributed Electric Propulsion technology, to eliminate the noise and emissions of conventional helicopters, promise to make urban air mobility viable for the first time. Uber has recently launched Uber Elevate and, by leveraging its established ride-pooling platform, aims to bring air-taxi services Annual Showcase 2019 | Intertraffic World

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Above: Volocopter’s VTOL vehicles could help solve congestion problems in Istanbul

to cities worldwide. In a few smartphone swipes, Istanbul’s device-adept youthful populace may soon be hailing a shared eVTOL ride ascending minutes later from a rooftop helipad and describing a steep parabola high above the Bosphorus. An autonomous air-taxi trial is underway in Dubai using a Volocopter 2X machine with nine drivetrains and 18 rotors, offering a maximum range of 16 miles (27km) – a solution Volocopter’s co-founder and chief innovation officer Alexander Zosel believes could work well in Istanbul. “We can start with point-to-points, over bottlenecks like the Bosphorus,” says Zosel, “and short distances in urban space, jumping from skyscraper to skyscraper. Building a bridge takes years, but our system can start immediately. It’s infrastructure on demand.” In contrast to monolithic infrastructure projects requiring huge spending and land acquisition, eVTOL operations would make limited demands on urban space, since take-off is vertical from ports or hubs. “Hubs are like stations with a lot of Volocopters going in and out,” Zosel

We can start with point-topoints, over bottlenecks like the Bosphorus. Short distances in urban space, from skyscraper to skyscraper Alexander Zosel, chief innovation officer, Volocopter

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explains. “Ports are at the hotel or on the balcony of a skyscraper.” Mobile infrastructure promises improved flexibility since it can be redeployed across a city to assuage localized spikes in ground-level congestion. In contrast to pathwaybased road and rail transit, air mobility has the added advantage of being node-based.

Ingredients for success

To guarantee safety, while bringing the network efficiency required to cost-effectively compete with other modes, lower airspace air traffic control will be needed. Uber claims eVTOLs will make up to 60 trips per day, carrying 3.5 persons on average, making it as productive as 20 cars. “If you have hundreds flying you have to optimize landing slots,” says Zosel. “When you order your trip, the system determines where and at which moment you land, calculating wind and everything. You can imagine hubs where every five seconds aircraft go in and out. Like with bees in a hive.” Some may have doubts about the prospect of Istanbul’s skies waxing thick with clouds of eVTOLs, while others point out the security concerns implicit in flying large numbers of private aircraft over a strategically sensitive international sea channel. What seems certain is that the multitudinous human tide will continue its daily ebb and flow across this waterway that is a crossing between continents and also between the past and future, with grand infrastructure projects and rapidly evolving technologies both playing a part. n

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SUSTAINABLE INFRASTRUCTURE |

Plastic fantastic An innovation in road building from the Netherlands could not only provide a smart way to reuse waste plastic, but could also help supercharge the connected infrastructure revolution Words | James Gordon

3x longer

The predicted increased life of a PlasticRoad compared with asphalt

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he Netherlands is a nation of cyclists. Astonishingly, it’s a country with more bikes than people. But perhaps this isn’t a surprise when you consider its flat lowland geography and the infrastructure that has been built especially with cyclists in mind. Thousands of dedicated cycle lanes separate cyclists from other road users, while many more cycle tracks line the nation’s flat plains. But the one in the town of Zwolle, in the northeast of the country, is different from all the rest. The brainchild of Dutch road builder KWS, plastic pipe-making specialist Wavin, and supported by oil and gas giant Total, this cycling path is made of 70% recycled plastic.

Intertraffic World | Annual Showcase 2019

The PlasticRoad concept consists of a prefabricated, modular and hollow road structure. The prefabricated production, the light weight and the modular design make construction and maintenance faster, simpler and more efficient than traditional road structures. The PlasticRoad has a hollow space that can be used to temporarily store water, thus preventing flooding during extreme precipitation. The hollow space can also be used for cables and pipes, thus preventing excavation damage. And there are numerous other conceivable applications, including the installation of sensors or the electric charging of vehicles. “We expect that PlasticRoads will be the climate-proof, sustainable and smart infrastructure solution of the future,” says Claudia Goemans, Wavin’s director of technology and innovation. “In terms of sensors, the concept offers exciting opportunities for further innovation regarding light poles and traffic loop sensors.”

| SUSTAINABLE INFRASTRUCTURE

However, would a raft of sensors, circuits, loops and charging infrastructure underneath the road also accelerate the electric and connected vehicle revolutions? And if so, what could this newly developed sensor repository do that current technology cannot? After all, inductive loop charging technology is already being embedded under the surface of the road to good effect, while roadside units are proving a relatively inexpensive way to collect and distribute floating traffic-related data.

Plastic future

It seems clear that an infrastructure revolution such as the one promised by PlasticRoads could help to fast-track the deployment of smart systems, making them easier to install, less intrusive and, most importantly, easier to upgrade. “The sensors that are used today on highways are often low-tech and need to be upgraded or replaced every few years,” says Prof. Ken Grattan, a sensor expert from City, University of London. “But carrying out maintenance is time-consuming and expensive, not to mention disruptive for the road user. As a result, the development of road sensor technology has been limited. But if you had a plastic road, where modular sections could be easily lifted so that the sensors could be repaired or replaced, that could push the technology forward through reduced costs. “The more accessible the sensor, the easier it is to upgrade and there would be the option to include more sensors, which could in turn enable greater collaboration between sensor

Above: Plastic companies, so a new network of sensors, roads can store circuits and loops underneath the road would water underground be working in harmony. If this happens, it has to prevent flooding the potential to accelerate the development of intelligent road infrastructure, and could link easily to wireless recharging technology for electric and self-driving vehicles.” However, with technology moving faster than regulation, Prof. Grattan, who is also a Fellow of the Royal Academy of Engineering, says there will need to be cooperation between governments, large electronics giants, OEMs and road operators to accelerate the pace of development. The construction time of “There are more questions than a PlasticRoad compared answers right now,” he says. with asphalt “Questions such as ‘Who owns the data generated by vehicles?’, ‘Who is responsible for protecting our privacy?’ and ‘Who is culpable in the event of a data breach?’ are not yet defined. Nor do we have a clear idea of the revenue structure. Take wireless charging infrastructure. Who pays for it? The car owner, the road operator or the government? And if it’s the driver, how does the operator recoup the money? So there’s some way to go yet.” n

70% faster

If you had a plastic road, where sensors could be repaired or replaced, that could push technology forward through reduced costs Prof. Ken Grattan, sensor expert, City, University of London

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CYBERSECURITY |

Turning

weakness strength to

Making certain that autonomous and connected vehicles are protected from cyberattacks could in turn create the platforms required for new mobility business models Words | Stacy Janes, chief security architect – – connected transport, Irdeto

Right: In the digital world hackers can see city-wide networks

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igital connectivity now touches upon almost every area of our daily lives. It has become an important part of automotive technology and wider transportation systems and it looks set to be an integral part of the automated vehicles of the future High-profile companies such as Waymo (Google’s self-driving car company) and Uber have made clear moves toward making autonomous vehicles a reality as quickly as possible. In addition, in the hope of not being out-done, some manufacturers (OEMs) are moving in the same direction. For example, General Motors president Jon Lauckner recently revealed that the organization would launch an autonomous vehicle in 2019. Meanwhile, many consumers are looking forward to fully autonomous cars becoming a reality. So much so that they are treating cur rent driver-assist functions as such – with fatal consequences. To date, two deaths and one serious accident have been recorded involving drivers using Tesla’s Autopilot function. In all three cases over-reliance on the system has been blamed. Nevertheless it illustrates that consumers are eager to use such technology, and given the potential benefits of it, this is perhaps unsurprising. What is more surprising however, is that regulators seem to share this enthusiasm.

Intertraffic World | Annual Showcase 2019

In 2018, the California Department of Motor Vehicles announced that self-driving cars overseen by a remote human operator could be tested on public roads. In the UK, the government announced it wants driverless cars in operation on the country’s roads by 2021. The EU announced in May 2018 that it plans to develop rules for autonomous vehicle operation. However, it is important to look at the state of current connected transportation security before potential business models are explored. This technology cannot safely become a reality without robust cybersecurity in place.

Securing the environment

The simple fact is that there are always vulnerabilities present in connected systems – and connected and autonomous cars are no

| CYBERSECURITY

2021

The year by which the UK government is planning to have regulations in place to allow driverless cars to operate on public roads

different. Hackers continuously evolve their attack strategies and have exploited vulnerabilities to access vehicle electronic control units (ECUs), controller area network (CAN) bus systems, intelligent transportation systems (ITS) and even automotive apps through the cloud. Potential attacks include man-in-themiddle and man-at-the-end attacks, remote and in-vehicle tampering, and reverse engineering. These security concerns must be addressed by the industry and this is made even more important by the fact that an awareness and level of concern does indeed exist among consumers about the security risks associated with connected and autonomous vehicles (CAVs). Irdeto’s recent Global Connected Car Survey of 8,354 consumers across six countries (Canada, China, Germany, Japan, the UK and the USA) found that 85% of

consumers believe connected cars could be targeted by a cyberattack and nearly half do not plan to buy one in the future. A starting point for OEMs therefore, is to conduct a threat assessment of the cars, which could help to establish what position they are in within the vehicle-to-everything (V2X) ecosystem in terms of security, as well as what the weaknesses and risks are, and if action should be taken. This process would be educational for OEMs because security factors are likely to vary from product to product. Organizations should then adopt an in-depth defensive approach to cybersecurity. This approach would involve many layers of security being implemented throughout the transportation network, rather than simply protecting systems from the outside-in, which is also known as perimeter security. An in-depth security strategy would incorporate run-time integrity verification – which is crucial in mitigating threats like ransomware in the automotive field. With this strategy, even if the hacker found a way to penetrate the perimeter, they wouldn’t be able to hold the car hostage. As the number of CAVs increases, the ways in which automobiles and infrastructure communicate is also increasing. This means that protection of only the vehicle is not enough. OEMs must also consider the entire connected vehicle ecosystem, including the security of the roadside units in V2X networks. OEMs will not be able to rely solely on the security of the communication itself, as the attack may be on the receiver of the communication – the end point.

Regulations and defense

It’s no surprise then that governments globally have realized the critical importance of security when it comes to CAVs and as a result, they are now taking action. In the second half of 2017, the US government set out to develop cybersecurity standards for CAVs with draft legislation in the form of the AV Start Act and the Self Drive Act. In addition, toward the end of 2017, the UK government issued guidelines for the security of connected cars. These guidelines mirror those set out by the USA’s National Highway Traffic Annual Showcase 2019 | Intertraffic World

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CYBERSECURITY |

85%

The proportion of consumers who believe connected cars could be targeted by a cyberattack

have the potential to influence the development Safety Administration (NHTSA) and look to be of new business models. based on the industry best practices outlined in Research by Frost & Sullivan has found the J3061 Standard (Cybersecurity Guidebook that the automotive industry will invest for Cyber-Physical Vehicle Systems) from the US$82.01bn in the year 2020 on digitization Society of Automotive Engineers (SAE) (up from US$19.7bn in 2015). This is because International. These guidelines bring together consumers demand simplicity, convenience security knowledge from other industries as and customization from most digital services â&#x20AC;&#x201C; a starting point to help the automotive industry. with vehicles quickly becoming a part of this Guidelines however are just the beginning. expectation. In addition, despite security There is no doubt that governments will have concerns, the potential benefits provided by to expand these legal frameworks in the future autonomous vehicles are understood and their to include V2X security requirements, otherwise development is expected to push ahead quickly. the adoption of such technologies will be slowed This rapid progression has the potential to down, which means achieving autonomous change the way cars are used and this should driving will be delayed as well. be a consideration for OEMs. In the meantime, to complement legislation, As vehicles become increasingly connected a strategy is needed where OEMs, Tier 1 and autonomous, OEM business models suppliers and IT service providers work have the potential to change, meaning together to define cybersecurity there could be a shift away from solutions, and more importantly, personally owned vehicles toward to understand vulnerabilities seen fleets. A number of new services from hackersâ&#x20AC;&#x2122; perspectives. Such from startups and OEMs would understanding will then have to The predicted increase in spending on digitization by offer vehicles or Mobility as be put into practices in the form the automotive industry a Service (MaaS) where customers of new regulations and laws. between 2015 and 2020 pay a subscription fee with everything included or for the The business model shift use of a service or specific vehicle. Beyond legislation, safety and New business models can only be cybersecurity will begin to merge as successful if they are secure, so OEMs part of a guarantee for consumers. In the must have the ability to manage and control longer term, cybersecurity will be considered services offered in their vehicles. Implementing an insurance included as part of a service â&#x20AC;&#x201C; rather than the consumer simply being promised secure MaaS is essential for vehicles and services to maintain a competitive edge. that a vehicle is secure. This shift will make Therefore, protecting business data and cybersecurity an important differentiator for securely enforcing policies assigned to vehicles OEMs, as service providers and fleet managers is crucial for allowing business owners to will only use vehicles that can fulfill certain deliver tailored experiences to their customers. cybersecurity standards required by insurance Through robust security, OEMs can construct companies and that can ensure the safety the foundation that drives us toward fully and security of subscribers. With this in connected, automated vehicles. n mind, it must be remembered that CAVs

316%

Above: Hackers could potentially gain access to all the functions of a vehicle. OEMs must act now to offer protection

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Intertraffic World | Annual Showcase 2019

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FORENSIC ENFORCEMENT |

speed demon How to catch a

When drivers treat public roads like a racetrack, and are cunning enough to avoid speed cameras, itâ&#x20AC;&#x2122;s time to call in the forensic experts to bring them to justice and improve safety Words | James Gordon

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| FORENSIC ENFORCEMENT

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Photo: Shutterstock

FORENSIC ENFORCEMENT |

Above: An Ariel Atom, similar to the one driven by Fred Randles. The cars are road-legal in the UK and many are owned by responsible, lawabiding citizens

n overcast day in 2013 and on one of the UK’s minor roads, the B5130, a sportscar whizzes by. At the wheel of the opentop, windowless Ariel Atom is Fred Randles. Smiling smugly into the lens of his dash cam, as he drives the car at breakneck speeds across the Cheshire countryside, Randles thinks he’s gotten away with it. Having calculated that the chances of running into a traffic enforcement officer are extremely low in this rural idyll, he crosses into North Wales. Now pushing the Atom to its absolute maximum, the devil-may-care driver races past farm entrances, minor roads and even busy junctions. But worse is yet to come. Ignoring the pleas of his petrified passenger, who repeatedly begs him to slow down, astonishingly Randles takes one hand off the wheel and beams into his smartphone, for what he hopes will become the fastest selfie in history.

Thinking he’d escaped the long arm of the law and overcome by vanity, Randles, a local businessman, who built the 170mph (274km/h) car in his garage, uploads the footage from his camera onto YouTube. While it is impossible to know what possessed him to do so, he must have reasoned with himself that it was safe to post the video online. After all, how could the police identify him, and even if they did, how could they prove from the grainy coverage that he had driven his car at unlawful speeds? But, if this was his thinking, Randles was proved wrong on both counts. A knock on the door one morning three months later confirmed that. It was the police. Acting on a tip-off from a member of the public, the officers arrested him. A joint investigation between Cheshire North Wales Police led to Randles’ car being confiscated, but it was his computer and dash CCM that revealed a treasure trove of evidence that led to his conviction.

As the devices we use provide us with accuracy to the millisecond, we had confidence in the time, distance and speed references that we recorded

Forensic methodology experts

Steve Callaghan, technical support manager, RSS

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This is the story of how state-of-the-art forensic methodology pioneered by Road Safety Support (RSS), a not-for-profit organization specializing in enforcement technology testing, assisted the police in bringing Fred Randles to justice, and hundreds more like him every year.

| FORENSIC ENFORCEMENT

Field testing RSS puts speed cameras through rigorous real-world trials While Road Safety Support (RSS) is always on hand to provide law enforcement bodies with expert opinion and cutting-edge evidence drawn from an internationally recognized testing arena, it would be a mistake to assume that the bulk of RSS’s work is court-based. It isn’t. Much of RSS’s time is spent calibrating and testing road traffic speed measurement devices. Every year it verifies speed cameras in the UK for highways authorities and the police, as well as testing for Home Office Type Approval for new and modified equipment. And as one of only a handful of labs across the globe that meets United Kingdom Accreditation Service (UKAS) standards, it also has customers from Australia, and has attracted interest from camera companies in India and the USA. But how does it calibrate and certify road traffic measurement devices? “We believe in a culture of end-to-end testing, in which real-world trials in the field form a vitally important role in the testing regime,” Steve Callaghan explains. “In many countries, it is enough to rely on measurements from the lab. However, this can lead to problems. When something goes wrong, it is often the narrow scope of testing that leads to errors. Cameras, for example, can work perfectly in a laboratory environment, but when they are rolled out on a road network, they might have issues detecting vehicles. So whenever we test a camera, our philosophy is to always test devices with the driving public in mind.”

Steve Callaghan, RSS’s technical support manager, a trained forensics and electronics engineer, who was central to Randles’ conviction, explains how the evidence was gathered and was able to stand up in court. “When the police sent us the footage, we spent many hours examining it. Gradually, thanks to his dash cam, we were able to piece together his route, noting down important landmarks – both natural and man-made – as we went along. “When we were confident that we could replicate Mr Randles’ exact journey, we drove it ourselves. But we did so with a bespoke GPS logging device in our vehicle, which records vehicle position, date, time, speed, direction and height at a rate of 20 or 100 samples per second. The datalog had an integrated video recording system. This enabled us to measure the distance between each landmark and the time taken for our vehicle to cover that ground while traveling at 30mph [48km/h].”

But, even with a raft of stringent road testing in place, how does RSS ensure that a speed camera does not generate faulty readings at a range of speeds? Callaghan says, “We don’t leave anything to chance. Before a camera can be Home Office Type Approved, we conduct several tests on a private test track. We then trial the equipment on real roads using police cars to replicate normal traffic speeds. “To check that cameras are correctly calibrated, we use a range of different vehicles – box vans, motorcycles and buses – to undertake the testing.“

But it was the analytical work done in the laboratory that proved most important in building a strong case against Randles. Callaghan explains, “As the devices we use, which are also used in the Home Office Type Approval process, provide us with accuracy to the millisecond, we had confidence The speed (100mph) at in the time, distance and speed which Brit Fred Randles was references that we recorded. From caught driving, thanks there, in the laboratory, we were to new detection able to compare our footage with techniques that of Mr Randles and work out his exact speed. So for example, if it took our vehicle, which was traveling at 30mph, 30 seconds to go from point A to point B, and it took him just 15 seconds, we were able to calculate that his speed was 60mph [97km/h].” The evidence provided by RSS – which showed that at times Randles had been driving at over 100mph (160km/h), a full 40mph (64km/h) over the speed limit – plus the

160km/h

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FORENSIC ENFORCEMENT | Right: Private track data plays a big role in testing a camera’s accuracy

expert witness statement delivered by Callaghan, helped bring about Randles’ conviction. After admitting to dangerous and careless driving, he received a nine-month suspended prison sentence and an 18-month driving ban.

Closing loopholes

But, with some defendants choosing to be represented by ‘loophole lawyers’, sometimes even the strongest evidence can be queried, questioned and even dismissed, meaning that the errant driver can escape punishment on a technicality. Callaghan says, “There have been cases in the past in which skillful lawyers will challenge how the cameras used are calibrated, how speeds are measured, what standards the instruments conform to, and is the standard an assured, nationally recognized one that the court can have confidence in. As we are wholly dedicated to road safety, to changing driving behavior, and to ensuring those who flout the law are brought to book, we decided to look at ways to make the evidence gathered absolutely watertight.” To achieve this, RSS has spent the past two years aligning its testing and calibration methodology to the United Kingdom Accreditation Service (UKAS), the national body responsible for assessing competence of organizations providing certification and inspection services. The result is that it has been awarded ISO 17025, which Callaghan says is “the single

The most common mistakes we see are providing signs that are not correctly and accurately prescribed, or not placing them correctly Trevor Hall, managing director, RSS

Signs of confusion? Road authorities must ensure signs comply with the law Every year, Road Safety Support (RSS) assesses 400-500 queries regarding speed information signs. So what are the most common signage errors that local authorities make? RSS’s managing director, Trevor Hall, says, “The most common mistakes we see are providing signs that are not correctly and accurately prescribed, or not placing them correctly.”

034

A recurring issue for RSS are signs advising temporary speed limits. “These are a particular issue because the simple fact is that they are transient,” says Hall. “By the time we deal with any challenges surrounding temporary signing, the signs have usually gone, and so we have to rely on records of checks undertaken at the time the signs were there, which can make evidence-gathering challenging.”

Intertraffic World | Annual Showcase 2019

most important standard for calibration and testing laboratories around the world”.

Future impact

But what bearing will gaining the new standard, which is both traceable to national measurement standards and internationally recognized ones, have on future court cases? Explains Callaghan, “The difference now is that all of our calibration and testing methods are UKAS accredited, whereas before it would be purely down to us to ensure that our measurements were correct. That meant that they were open to scrutiny from lawyers. “Now, however, we believe that this is much less likely to happen, as if the validity of our findings were to be questioned, that lawyer would also have to prove that a Home Office Type Approved device measured by a UKAScompliant test laboratory had delivered an inaccurate reading. “This will not be easy to prove. We believe therefore that the new standard will help to close loopholes in the law that currently allow reckless drivers to escape justice.” n

FLOATING CAR DATA |

Managing traffic with

smartphone data

Is it possible to build a complete picture of traffic in a city or on a freeway, using only â&#x20AC;&#x2DC;floating car dataâ&#x20AC;&#x2122; collected from driver and passenger smart devices? And if so, what does this mean for traditional roadside sensors? Words | Jack Roper

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| FLOATING CAR DATA

For monitoring the length of traffic jams and especially the delay time, floating car data is the best way to get information from the traffic system Dr Ben Rutten, Strategic Area Smart Mobility project manager, University of Eindhoven

hroughout the developed world, road agencies acquire the data used to manage traffic on their roads from roadside sensors such as induction loops, radar or cameras – a monitoring infrastructure that is costly and requires ongoing maintenance. Increasingly, they are supplementing data from these sensors or even seeking to replace them altogether with floating car data generated by mobile devices moving on their network. But how reliable is this data, how is it evolving, and what possibilities might it open up in the future? “It can be any data, but originally it was just GPS points, which is still big business at the moment,” explains Dr Ben Rutten, Strategic Area Smart Mobility (SASM) project manager at the University of Eindhoven in the Netherlands. “For monitoring the length of traffic jams and especially the delay time, floating car data is the best way to get information from the traffic system. You’re letting the car produce the data itself.” Increasingly, data is aggregated via traffic or navigation apps, either on phones or in cars. “GPS points are collected in the cloud and, using data techniques, traffic information for a road section extracted. This is made available both to the drivers using the service and to traffic managers.” Unlike induction loops, which capture the entire vehicle population, floating data tends to involve only a relatively small percentage, depending on the data provider. When fewer cars are on the road, the sample becomes smaller and less reliable, meaning data does have the virtue of being more reliable on busy roads – where the need for traffic management is most pressing. “You will never measure 100% of cars,” says Rutten. “But at between 2% and 5% you can really make accurate calculations and give good travel time estimations.” A recent TNO study concluded that Dutch authorities could replace 20% of induction loops with floating data from Google with only a 3% degradation in data quality – begging the question, could roadside

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FLOATING CAR DATA |

The amount of data in exabytes (2m terabytes) that could be generated by the entire US car fleet in one year. About half the size of the internet today :

sensors one day be rendered obsolete by cloud-based data? “There’s debate about whether we’ll need this fixed infrastructure if probe data becomes available in large quantities, but I don’t think we’ll totally eradicate traditional sensors,” says traffic consultant Bob McQueen. “One challenge with probe data is: How do you figure out what percentage of the total vehicles you’re getting?” This is pertinent to US state DOTs, required to provide federal government with the total number of vehicles using their roadway system. “Secondly, there is orthogonal sensing: a military term for getting data from different places and using the sum value to assess veracity.” Without physical sensors, ground-truth verification of floating data becomes

Our highways have induction loops, which are old-fashioned, very good, but expensive Ron Phaff, RWS traffic manager for the city of Eindhoven

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difficult. “How effective is it in rural areas, with a smaller sample size?” he continues. “Then, in a hurricane, if cell phone coverage goes down, what’s your Plan B?”

Floating incident detection?

Opinions vary regarding floating data use for safety-critical applications such as incident detection. Some experts point out that, through apps like Waze, drivers are sometimes reporting incidents more quickly than they are detected by traditional means. Meanwhile, others fear accidents could go undetected if no clients of a given floating data provider are directly involved. But Rutten believes there is a growing case for replacing variable message signs (VMS) with communication via navigation apps. “Technically, it’s already possible to replace expensive VMS with in-car or smartphone systems, which everyone already owns. VMS is just at certain points, but navigation systems give network-wide coverage. Maybe only 20-40% of drivers have these systems, but it’s only a matter of time. Research shows that many drivers don’t see or don’t trust VMS, but they trust their own system.”

| FLOATING CAR DATA

The big match Floating car data is useful for traffic management during special events, such as football matches. But what are the limits? Rijkswaterstaat (RWS), the agency responsible for public roads in the Netherlands, is using floating data to gain enhanced insights into network traffic flows. “Our highways have induction loops, which are old-fashioned, very good, but expensive,” says Ron Phaff, RWS traffic manager for the city of Eindhoven. “For now, we are measuring traffic jams using floating data and comparing results with traditional loops, so we can stop building new loops.” With PSV Eindhoven preparing to play host to Barcelona in the Champions League, floating data will transform the way Phaff’s team handles the traffic influx caused by major events. “Smaller city streets don’t have loops,”

he says, “so before, we would send traffic into the city, but didn’t know what happened after that. But floating data is everywhere, so every road gives information, so we can get traffic to its destination. Traffic doesn’t stop at the end of the highway, but goes onto the roads of other authorities.” He believes floating data is accurate enough for providing traffic information, but not yet ready for safetyrelated applications like informing VMS. “It’s rapidly improving, but traditional loops always work, every day. But what does floating data do at night, with less traffic? When people go to school by bicycle – is that people cycling, or slow traffic? There’s also a political issue: do we

completely depend on other providers or use traditional loops of our own? But floating data is helping us to learn about incidents and to improve through our plan-docheck-act cycle.” RWS is also experimenting with parallel forms of data collection. “We have a test road with our own wi-fi network,” says Phaff, “but making a ‘handshake’ at 60mph [100km/h] is a difficult challenge. “When you walk into a building, your telephone makes contact with the wi-fi network. If you have wi-fi points near the road and you’re driving at 60mph, every time you switch to the next access point, you have to make that handshake: we have to solve that technical situation.”

However, important obstacles to replacing VMS remain. “It’s about whether governments and road authorities are willing to rely on private companies,” says Rutten. “It’s also important that the road users currently get the information for free, because the governments are investing in roadside units, so the big question is: are users willing to buy a subscription? But in the Netherlands, it is now official policy not to build more roadside infrastructure, but to stimulate drivers to use incar systems for information. Car manufacturers now have contracts with navigation suppliers and are integrating their apps in-dash. Collecting information is one piece, then there’s enhancing it in the cloud and distributing it, via subscription services, to different end users.” As mobile devices and navigation apps become integrated into vehicles, the potential grows for road agencies to obtain not just location reports, but much richer data from onboard vehicle sensors. “Forbes magazine pointed out that the Ford Fusion hybrid has 147 sensors on board, generating 25GB of data per hour,” recalls Bob McQueen. “Multiplied across the entire US fleet, that comes to 2 exabytes of Annual Showcase 2019 | Intertraffic World

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FLOATING CAR DATA |

20%

The proportion of induction loops that could be replaced with floating car data on Amsterdam’s A12, with only a 3% loss of information quality :

Traditional loop sensors embedded at a junction

data per year – half the size of the entire internet. There could be a tidal wave of data from vehicles, a huge asset, but also a potential headache to deal with. We’re getting very excited about p-codes: cars have perhaps 300 of these, telling you things like engine condition, water temperature, and what the headlights or washers or brakes are doing. That’s super-probe data, giving you a much more detailed picture of prevailing conditions.” “Cars are increasingly computers-on-wheels,” says Rutten. “The CANbus has a lot of information about whether it’s raining or when

you are turning your steering wheel or braking.” One application could involve using vehicle reports of rapid changes in vertical acceleration to detect potholes for road maintenance purposes. But while extracting CANbus data to provide cloud-based services is possible, security is a major obstacle. “There are ways to have read-only access to the CANbus, but automotive OEMs are not happy to open it up,” says Rutten. “Pilots have proved it works, but the issue is turning it into a scaled system where you trust that the car cannot be hacked. But when you own a car, you can ask a third-party

Replacing sensors A new study shows the degree to which it is possible to reduce sensor deployment, thanks to smart technologies Floating car data from Google-enabled devices in vehicles could replace 20% of existing induction loop sensors across 18.5 miles (30km) of the A12 outside Amsterdam with only a 3% diminution in data quality, a 2016 study by Dutch applied scientific research organization TNO has concluded. This could potentially reduce costs by €364,000 (US$419,000), while not installing 20% of induction loops in a greenfield situation could save as much as €700,000 (US$805,000). Google floating car data may offer a disruptive level of penetration, since Google can follow not only devices using its Android operating system, but also any non-Android phone running a Google app: in theory, the vast majority of mobile devices worldwide.

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Moreover, it recently signed a deal to provide the Android operating system and an ecosystem of Google apps embedded into Renault, Nissan and Mitsubishi vehicles from 2021. Google data forms the basis of ODIQ, a cloud-based traffic monitoring solution built on top of the Google Maps Platform by Belgian firm Localyse. “Presently, traffic modelers and managers need any data they can lay their hands on, but floating car data is potentially the most cost-effective,” says Localyse international business development manager Olav Adami. “Roadside infrastructure is costly and maintenance-intensive. Floating data may not completely replace roadside sensors, but could be highly complementary, with authorities finding a nice balance between investment in hardware and using this data.”

In developed countries such as the Netherlands, with densely ranked induction loops every 500m (1,600ft) on key highways, any transition to increased reliance on floating data may be a gradual process of retirement and non-replacement of a proportion of existing hardware. By contrast, floating data could have an immediate and transformative impact in poorer countries, opening up hitherto unimagined vistas of traffic information. “We’re talking to cities like Cairo, Lagos and Nairobi, which lack elaborate roadside infrastructure,” says Adami. “They can start using floating data to gain insight into traffic flows and how to manage them. It’s a real opportunity for them to get a low-cost, high-value source of data.”

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FLOATING CAR DATA |

€700k

The potential savings (US$805,000) achievable by installing 20% fewer loops on a 30km (18.5-mile) stretch of new road Source: TNO

to extract CANbus data, so road managers are using their own monitoring cars to drive the whole road system every month or quarter and collect data.”

Maps and enforcement

But running your own fleet is far more expensive than obtaining data from floating systems, so navigation firms are exploring ways to gather camera-based data from cars. “Lanekeeping systems use cameras trained to detect lines on the road, which could also be used for detecting dangerous situations,” says Rutten. “It’s in its infancy, but mapping companies are working on collecting data from users with a camera-based smartphone on their dashboards to improve their high-definition maps – an expensive job if you use your own cars.” As ever-richer data is collected, should

What if my smart vehicle rats me out as the cause of the accident? You could see a guy shooting the engine to get rid of the data! Bob McQueen, independent transportation consultant

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drivers be concerned about privacy, or data being taken and used against them, for enforcement? “Anonymity is fairly straightforward,” says McQueen “You aggregate data and look for trends across the network, rather than individual driver behavior. But we face a challenge because, on one hand, customers are looking for customized travel experiences, but on the other hand, they don’t want you to know about them. All things have dual uses and I suspect we may be unable to avoid enforcement at some point. Here’s a scenario: what if my smart vehicle rats me out as the cause of the accident? You could see a guy at the roadside shooting the engine to get rid of the data!” But Rutten is less equivocal: “As soon as Apple, Google or TomTom collect floating car data, they make it anonymous.” Although de-anonymized mobile data offers potential to calculate the travel time between two locations, and thus enforce penalties for average speed violation, he believes data providers would never allow this to happen. “It’s not in their interests; they are the friends, not the enemies of drivers, who only use their service when they’re happy with it.” So, while data from mobile devices may partially replace some physical sensors, vendors of roadside enforcement technologies are unlikely to see their markets floating away any time soon. n

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| | ROAD PRICING USER CHARGING

Will universal road pricing always be

10 years away? Pay-per-mile road user charging (RUC) and more limited forms of pricing such as congestion charging are popular with authorities facing falling fuel tax revenues (due to more efficient cars and electric vehicles). But how can such schemes be implemented in the face of public skepticism?

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| ROAD USER | ROAD CHARGING PRICING

Words | Stephen Glaister, Department of Civil and Environmental Engineering, Imperial College, UK; Andrew Pickford, MVA Hong Kong Ltd, Hong Kong; John Walker, Transportation Research Group, University of Southampton, UK

t has become a standing joke that no UK politician is willing to implement road pricing ‘within the next 10 years’ – by which time they will be long gone. (London’s Congestion Charge, of course, is an exception.) If it is the case that the level of public understanding of the problems is insufficient for anybody to risk proposing the implementation of a ‘big bang’ national scheme, then there is scope for considering a staged transition.

One problem, or five?

The Road Pricing Feasibility study1 and Eddington study2 assumed a single national scheme, and therefore that the same solution would apply in all circumstances, differences being reflected in rates of charge. But we can identify five kinds of situations in the UK: London; highways and divided highways (dual carriageways); main roads (single carriageway roads); large urban areas; and rural areas and small towns. The case is clear for London. There is already a successful scheme that is generally accepted. In the case of highways and divided highways, the case depends upon the likelihood of future governments being able to find sufficient capital to fund the maintenance and investment that is required. The historical precedent is not encouraging on this. It would be nearly impossible to win a direct vote specifically on a proposal to introduce road pricing; the argument being that it would be too difficult to convey the idea to the general public. The repeated experience is that, once in place, the public will understand the benefits of a Annual Showcase 2019 | Intertraffic World

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| ROAD USER | ROAD CHARGING PRICING well-designed scheme and vote to keep it – as cited in US Department of Transportation Federal Highways Administration’s Reducing congestion and funding transportation using road pricing in Europe and Singapore and the UK RAC Foundation’s The acceptability of road pricing. Any public discussion must have a properly researched, specific scheme. People have to know who will pay what, when, and what the effects are estimated to be. Only then can the crucial issue of fairness be debated. Not infrequently, proponents of road pricing have allowed themselves to be portrayed as The year Transport for London introduced the city’s requiring motorists to pay for Congestion Charge, following what they already get ‘for free’. extensive stakeholder Road pricing should never be consultation discussed in isolation: a proposed scheme must be clear about what the net revenues will be and the extent to which they will be used to offset existing taxation and to improve the service offered. The costs of the scheme must be presented and they must explicitly recognize the compliance costs to the users. It also needs to be made clear that the organizational reforms proposed do not need to include privatization. Trust must be established that the promises will be delivered: in particular that there is

2003

How to organize a stakeholder consultation Successfully implementing road user charging relies on effective planning and debate

onsultation should be a process of dialog (prompted by structured questions) with stakeholders that may be prioritized as internal (within the administration and related public organizations) and external (other public authorities and the public, including business). Each phase of a consultation process should: • Have specified start and end dates; • Provide information about decisions on the objectives, scope and implementation for the scheme; • Have the effect of encouraging greater involvement from stakeholders; and • Help to refine the policy objectives and scheme operations strategy. Consultation and interaction with the public with communication campaigns is likely to be an ongoing process, not just during the pre-implementation phase, but during piloting and full-scale implementation. Overall, the consultation process aims to shape policy through dialog with a limited range of stakeholders (mostly internal); then refines policies in a structured manner based on feedback from other political and public

stakeholders and, during scheme operation, confirms that expectations continue to be met. Ideally, these steps should be sequential – the internal/informal stage resulting in sufficient maturity and confidence to proceed with structured external/formal consultation, followed by ongoing expectation management to maintain and consolidate support for a policy and its subsequent evolution. An external/ formal consultation process should aim to: • Develop a channel for dialog with all relevant stakeholders, including road users and non-road users; • Raise awareness of the potential forms of the scheme and their relative impacts, based on one or more storylines from the perspective of each stakeholder; • Employ a public demonstration to test political support, or to raise awareness and to seek feedback as part of the implementation program; • Present the benefits that are meaningful to each stakeholder, potentially as individual communication campaigns; • Confirm the scale, scope and plans

for implementation and the timing of benefits delivered potentially resulting in the delivery of benefits before access restrictions apply to build support (e.g. extra buses in London and Stockholm); •C onfirm the level of acceptance by stakeholders at each stage of the consultation process, particularly because of any changes to messages delivered by means of structured surveys (e.g. New York, Stockholm and London); •C onfirm the scope of integration with other initiatives (e.g. public transit and infrastructure improvements) and other complementary measures; •C onfirm the approach to governance of the scheme, use of revenues collected (assuming the scheme is not revenueneutral), and how the scheme will be monitored and reported. Perceptions drive attitudes and attitudes may be measured through interviews, surveys, panels and focus groups. It is likely that the media may be regarded as reflecting the many dimensions of public attitudes.

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| | ROAD PRICING USER CHARGING

Above: London’s Congestion Zone is considered a road pricing success story, though an extension to the zone, introduced in 2007, was scrapped in 2009

transparent accountability for net revenues. That implies being explicit about relevant governance. The merits of road pricing stand on their own. But the public are attracted by the argument that public transportation, as an alternative to the car, would benefit. But it is important to be realistic about this last argument. Revenues spent on public transportation cannot also be spent reducing conventional road taxation. Also, without the especially high densities found in Central London where public transportation is already good, the cost of improving public transportation sufficiently can be prohibitive.

What makes good RUC?

Any scheme should put simplicity above (expected) accuracy. Successful schemes can be rough-and-ready in that they should not require absolute geographical precision or complete compliance – which are both expensive – just as we do not pretend to achieve perfection in other areas of transportation charging. Having said that, developments The price (US$15.60) for other purposes are making of driving in London’s sophisticated electronic charging Congestion Zone, Mon-Fri, 7am - 6pm. Failure systems more feasible. The ubiquity to pay means a £160 of geographic location systems for (US$210) fine navigation, eCall and pay-as-you-go motor insurance are creating new possibilities. It is crucial that a proper assessment is presented of what will happen if nothing is done and what road pricing has to offer as an alternative. If charges vary by time of day, they will also shift commercial vehicles and some other journeys into the off-peak. They will reduce payments in much of the countryside and other uncongested areas. They will have benefits for carbon dioxide emissions and air quality.

£11.50

with the pressing funding and financing issues for the highways, developing the recent reforms to the strategic roads and delivering on the recent government proposal to create a ringfenced roads fund to receive and be accountable for the revenues; and developing a realistic, long-term policy on sources of adequate cash flows. This would have to be accompanied by an explicit policy on the future of conventional road taxation. A UK national scheme does, indeed, appear to remain 10 years away at the least. But if the targets on carbon dioxide emissions are to be met, current fuel duty revenues will have to be replaced and reform will have to come sooner or later. The move toward replicating the London government model in other major conurbations with more powers and more autonomy over local taxation creates the opportunity to reconsider the matter in the other conurbations. While this piecemeal approach does not have the appeal of the comprehensive solution envisaged by Reuben Smeed, Sir Rod Eddington and many distinguished others, it is more likely to come about within a decade and it could achieve the pricing of a considerable portion of roads in the UK. n

References

1) Department for Transport. Feasibility Study of Road Pricing in the UK. London: HMSO, 2004 2) R Eddington. The Eddington Transport Study: The case for action. HMSO, 2006

This article is an extract from Road pricing technologies, economics and acceptability, edited by Dr John Walker. The book informs engineers and planners how to prepare for and implement road pricing schemes, which technologies to use, and which What next in the UK? Technologies, economics technologies are already in use Road pricing is not 10 years away. It is here now and acceptability successfully throughout the world. in London and a number of places overseas. It is For more information about the hard to see how the UK’s unique problems canEditor: John Walker book and IET, the publisher, visit: be dealt with unless the London scheme is This books informs engineers and planners how to www.theiet.org/books-roadpricing extended. National government could consider

Road Pricing

introducing a sensible, simple system to deal

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Intertraffic World | Annual Showcase 2019

prepare for and implement road pricing schemes, which technologies to use, and which technologies are already in use successfully throughout the world. Delivering the current state of research on road pricing, this book explains which technologies to use, as well as the economics and acceptability of road pricing, and includes several case studies from various countries. Written by international authors from academia, industry and government, this is an essential guide to the topic for researchers and advanced students working in transportation.

Publish date: Spring 2018 Retail price: £120 / $190 Pre-order price: £102 / $123.50 Hardback: c. 648pp ISBN: 978-1-78561-205-3 Product code: PBTR008

C-ITS CORRIDOR |

Workzone V2X trial

The C-ITS Corridor project in Europe has just finished testing its connected-vehicle roadworks warning system. This is the report of the findings from the experts involved in Germany Words | T obias Trost, Martin Trempler, Achim ReuĂ&#x;wig and Gerd Riegelhuth, Hessen Mobil Road and Traffic Management; Konstantin Sauer, Federal Ministry of Transport and Digital Infrastructure Images | Hessen Mobil and C-ITS Corridor

050

etect traffic disruptions before you see them. Recognize dangers before they become a threat. The connection of vehicles and infrastructure through cooperative systems brings us closer to the vision of intelligent and accident-free mobility. The Transport Ministers of the Federal Republic of Germany, the Republic of Austria and the Netherlands have agreed to cooperate on the introduction of Europe-wide cooperative intelligent transport systems (C-ITS) in the Rotterdam-Frankfurt-Vienna corridor (so-called C-ITS Corridor). The goal is the widespread use of cooperative systems in regular operation. In Germany, a development project has been initiated under the coordination of the Federal

Intertraffic World | Annual Showcase 2019

Ministry of Transport and Digital Infrastructure. Participating project partners are Hessen Mobil and the Federal Highway Research Institute. In this context, Hessen Mobil takes on the predevelopment on the German side, including the development of the central software components and the preparation of specifications for the roadside hardware, as well as the necessary framework operating concepts and manuals. The Federal Highway Research Institute is entrusted with the development of the system architecture, the IT security and data protection concept, as well as the monitoring of the required tests and approval of the entire system. The developed components form the basis for a Germany-wide roll-out of the cooperative transportation system by all federal states. As part of an extensive trial operation in Hesse, the necessary technical and organizational processes were implemented and their functionality checked during road maintenance services. This article describes the

| C-ITS CORRIDOR

introduction of C-ITS could be laid. The roadworks warning (RWW) service has emerged as one of the first applications of cooperative transport systems.

Above (Figure 1): Schematic representation of the cooperative system for RWW

Roadworks warning

structure as well as the main results of the trial operation in Hesse. For many years, the federal government of Germany and Hessen Mobil have been committed to the research and testing of future transport systems. In the course of this, the Frankfurt Rhein-Main region has been developed into one of the largest test fields for cooperative intelligent transport systems in Europe. In addition to fulfilling the legally defined tasks of traffic management, wellknown research projects in the field of cooperative transport systems as well as in automated and connected driving (including simTD, aFAS, Ko-HAF, IMAGinE, C-ROADS) were and are actively supported. Within the framework of the large-scale simTD field test in Hesse, the technical feasibility, suitability for everyday use and effectiveness of Vehicle-to-X communication under real conditions could be demonstrated and essential foundations for the

The roadworks warning (RWW) system is intended to alert road users approaching shortterm roadworks at an early stage on vehicle display systems. Drivers receive information about the exact position of the roadworks. The warning is in addition to static signage of the warning trailers. The exact location of the roadworks is also transmitted to the traffic control center and it is possible to enrich the existing information with additional roadworks site planning data. Various communication channels are used to implement RWW in the C-ITS Corridor. Figure 1 shows the basic system architecture including the essential components of the cooperative system. The exchange of data between the vehicles and the infrastructure – here in the form of warning trailers – is based on the ITS G5 (IEEE 802.11p) protocol of the European Telecommunications Standards Institute (ETSI) on the 5.9GHz frequency. For RWW, eventrelated messages are sent in the form of decentralized environmental notification messages (DENM). These include information such as the position of the roadworks and the speed in the case of a mobile action. Furthermore, The number of countries such a DENM may contain that the C-ITS Corridor additional information regarding crosses – Austria, Germany available/closed lanes. In addition to and the Netherlands the DENM, cooperative awareness messages (CAM), which inform about the vehicle condition, are dispatched.

Three

Trial operation

Following system development, it was necessary to determine to what extent the new processes and structures, the functionality of the Annual Showcase 2019 | Intertraffic World

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technology used, and the effects of the functions of the overall cooperative system, meet the road maintenance service requirements under real conditions. As part of an extensive trial operation in Hesse, the necessary technology and Below (FigureÂ 3): organizational processes were implemented and Architecture of the their road maintenance service functionality components of the checked. The experience, as well as the cooperative system for RWW knowledge gained from the trial operation, was used to make the transition to regular operation as smooth as possible. The trial operation of the C-ITS Corridor in Germany comprises two thematic areas. On the one hand, the The communications testing of organizational processes protocol (verified by ETSI) with process design and being tested on the C-ITS implementation, as well as, on the Corridor in Europe other, the technical trial operation. The latter is again divided into two phases: internal technical trial operation (Phase 1) and open technical trial operation Above (Figure 2): Phases of the trial operation in the German part of the C-ITS Corridor

ITS G5

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(Phase 2). Figure 2 (overleaf) shows the essential phases of the trial operation over time and their contents. The focus of this article is on the testing of organizational processes and, in particular, on the open technical trial operation. During the open technical trial operation, two different variants of tests were carried out: open and structured tests. Throughout the open tests, test drives by the automobile industry were done independently at short-term roadworks equipped with ITS roadside stations (IRS). As part of the structured tests, defined use cases were performed at fixed times. A total of 53 use cases were defined in order to evaluate various framework conditions.

Testing of processes

This stage includes the review and further improvement of the operational processes. For this purpose, a large number of work steps were designed, which were already implemented

| C-ITS CORRIDOR

during the course of the trial operation. The first step was to select relevant processes based on the structure of a product lifespan (procurement/development, commissioning, operation, decommissioning), to adapt them for trial operation and to implement them accordingly in existing structures. The implementation of relevant processes into existing structures follows the actual process design. For this purpose, the roles were staffed and the persons were introduced to the new tasks. Corresponding workshops were held in order to promote both awareness of the competent authorities and to explain the technical as well as the organizational backgrounds. The close coordination with the road maintenance service at Hessen Mobil and the responsible road traffic authority ensured the feasibility of the use cases that were to be tested on freeways. As part of the evaluation of the selected and implemented processes, which commenced parallel to the trial run, the tasks performed were examined with regard to their efficiency and reliability. For this purpose, the workflows were initially repeated several times in order to make improvements to these procedures.

Technical trial operation

As part of the technical trial operation, essential technical components and interfaces were tested for their functionality. Figure 3 (left) shows an outline of the basic system architecture and a grid marking the components belonging to the core of the cooperative system that was involved in the trial. These include the following components: ITS roadside stations (IRS); ITS central stations (ICS); geoservice; and operational message monitor. Furthermore, the overall architecture also includes the communication interfaces to external systems such as ITS vehicle stations (IVS), the public key infrastructure (PKI) and the mobility data marketplace (MDM). The IRS installed on the warning trailers send cooperative messages with information about the short-term roadworks, such as the position of the roadworks and the arrow position of the warning trailer via wireless communication

technologies (ETSI ITS G5) to vehicles (IVS) and via the mobile network to the ICS. The geoservice is used to convert different referencing systems. This is necessary because the IRS determines its position using the GPS system and provides the coordinates for the cooperative messages. However, the roadworks management system in Hesse uses freeway kilometers as a reference system. To map the IRS to a planned short-term roadworks, a consistent referencing system must be used. Error messages generated by the IRS are passed on to an operational message monitor.

Above: Use of RWW trailer to warn and secure workzones

Results of the trial operation

A total of eight relevant processes along the product lifetime were identified for trial operation in Hesse: incident management, problem management, change and release management, configuration management, IRS deployment, IRS operation, ICS deployment and ICS operation. Many of these processes were related to the operation of the cooperative system. The relevant processes were effectively implemented and enabled a first operation of the overall cooperative system on public roads. The early involvement of stakeholders through workshops was found to be a suitable procedure for the introduction of system Annual Showcase 2019 | Intertraffic World

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| C-ITS CORRIDOR

components and services of C-ITS into active operation. Sensitization to the new system is recommended, particularly with regard to road maintenance personnel, who have an important task for the use of the IRS with regard to testing the hardware and reporting failures. In addition, the trial operation has shown that providing clearly defined interfaces to the automotive industry, especially in the case of new requirements and changes, is to be regarded as a system-critical step, and thus requires comprehensive cooperation. The open technical trial operation involving the automotive industry with different test equipment has moreover revealed that the DENM and CAM sent could also be read correctly by external test participants.

Communication range

Above (Figure 4): Presentation of exemplary traces of individual test drives (map from openstreetmap.org)

The communication ranges achieved via ETSI ITS G5 as the transmission medium met the expectations and partially exceeded them. Figure 5 (overleaf) gives an overview of the achieved ranges of all journeys without considering the boundary conditions, such as the route topology or the development. During 18 test drives (19% of total of all test drives achieved a communication range of test drives) the range was less than over 300m (1000ft) using 300m (1,000ft). After examining ETSI ITS G5 for V2X these use cases, it was found that Source: Hessen Mobil in two-thirds of the cases, the cause was that the short-term road works were in the freeway ramp area. As

Over 80%

The importance of traces

The recorded traces, defining location, are an integral part of the DENM. The correct generation of the traces in the IRS is especially important on the recipient side, because the receiver uses the traces, among other things, to check whether the message is relevant for it and therefore has to be subsequently processed and displayed to the driver. Since the traces of the recorded DENM are available as delta values for the current position, absolute latitude and longitude GPS coordinates were calculated from the recorded delta values. Figure 4 (above) shows two exemplary traces of a warning trailer at freeway junctions near Frankfurt, Germany. At the end of the tests, it was established that the communication between IRS and the IVS could be verified successfully and the message contents â&#x20AC;&#x201C; in this case, the trace â&#x20AC;&#x201C; were set correctly by the IRS and processed correctly by the receivers. Annual Showcase 2019 | Intertraffic World

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a result, the line-of-sight to the vehicle was not given and it was not driving straight toward the workzone. The maximum achieved communication range during the trial operation was about 1,900m (6,200ft). The average range over all trips was 672m (2,204ft), and the median 641m (2,103ft). Overall, the achieved communication ranges were rated as sufficient to warn the road users of occurring disruptions in time. The maximum achieved communication range Conclusion and outlook using ETSI ITS G5 for The roadworks warning system V2X (6,200ft) developed in the framework of the Source: Hessen Mobil C-ITS Corridor has shown in trial operation that the assumptions made so far only in the context of research and pilot projects are also confirmed under real

Above (Figure 5): Achieved communication ranges (ETSI ITS G5) in the test drives conducted by Hessen Mobil

1,900m

traffic conditions and the operating conditions of the road maintenance service. The results show that the ETSI ITS G5 short-range communication technology has reached a level of maturity that now enables cooperative systems to roll out and operate in the field. The approach of parallel implementation of the testing of organizational processes, as well as the technical trial operation, has proved itself and should also be pursued for nationwide roll-out and regular operation in order to use the collected experience of Hessen Mobil effectively and efficiently, to the benefit of all road users. The successful implementation and evaluation of the trial operation and the pending roll-out of the necessary infrastructure marks a groundbreaking step toward C-ITS in Europe and sets an important course for European harmonization to ensure interoperability. n

Communication hardware The C-ITS Corridor is augmenting existing hardware for V2X purposes

t present, Hessen Mobil is transmitting the current status information of the warning trailers via the existing system for dynamic localization of maintenance work (DORA) and units are installed for this purpose (see image). The information already generated and processed by the DORA system includes a large amount of data that is also relevant to cooperative roadworks warnings. Therefore, the existing components are also used for the C-ITS Corridor.

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For the communication between infrastructure and vehicles, the

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existing DORA unit is extended by a communication module

that is based on the ETSI ITS G5 communications standard. The units are installed directly on the warning trailers, which, in the active state, start to send messages that can be enriched by information that is gathered from a roadworks management system. At the same time, waypoints of the warning trailer are recorded during its approach to roadworks. These waypoints are an integral part of the DENM and a relevant criterion for the receiver in deciding the relevance of the received message.

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MEXICO CITY |

parking Rethinking

Congestion and housing problems in Mexico City have caused the authorities to implement a counterintuitive approach to management of its parking spaces – with radical implications Words | Jack Roper

Above: Rooftop parking was once necessary in Mexico City if developers were to meet minimum parking requirements Right: A ‘no parking’ sign in Mexico City

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exico City has too much traffic. Thanks to the partial success of environmental measures, including its low-tech Hoy No Circula emissionsreduction scheme, the largest metropolis in the western hemisphere is no longer ranked as the world’s most polluted city by the World Health Organization, as it was in 1992 – but, according to TomTom’s Congestion Index, it is now the most congested city on Earth, with journeys

Intertraffic World | Annual Showcase 2019

taking on average 66% longer than in free-flow conditions and traffic gridlock adding 227 frustrating hours of travel time to the annual life of a typical commuter. Urban congestion tends to be compounded by drivers already at their destination circling in search of parking: one study by US parking guru Dr Donald Shoup found that people searching for parking along a 15-block section of Los Angeles burned 47,000 gallons of fuel annually, producing 730 tons of CO2 a year. Thus, Shoup’s proposed remedy – actually reducing the availability of parking spaces – appears counterintuitive at first, but is fast gaining credence. It has recently been adopted in Mexico City, where parking minimums – rules stipulating that builders provide a minimum number of spaces in proportion

| MEXICO CITY

to a development’s size – have been replaced with parking maximums, limiting spaces provided. “Most cities have required developers to build a certain amount of parking,” explains Rodrigo García Reséndiz, senior planner with Alta Planning + Design. “Someone decided one day that, for instance, a hospital must have two parking spots per bed – but based on what? Nobody knows. These regulations were copied around the world, but it’s pseudoscience. Experience and research have shown that parking minimums just make people drive more.” Oversupply of parking not only incentivizes driving, but creates an urban sprawl punctuated by soulless acres of parking lots: an auto-centric environment, hostile to pedestrianism, privileging cars over people. Reserving so much prime citycenter real-estate for parking exacerbates a lack

of affordable housing, pricing out those on lower incomes. Parking minimums drive up the cost of building projects, with developers naturally transferring the expense to residents – many non-car owners – by charging more for housing, goods or services. In 2014, the Institute for Transportation and Development Policy (ITDP) identified off-street parking as the fastest-growing land use in Mexico City from 2009-2014, based on analysis of 251 building projects. More than 250,000 new

Somebody decided one day that a hospital must have two parking spots per bed – but based on what? Nobody knows Rodrigo García Reséndiz, senior planner, Alta Planning + Design

Annual Showcase 2019 | Intertraffic World

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| MEXICO CITY spaces were created and parking accounted for 42% of the total area of new development, compared with 32% for housing, 15% office space and 9% retail. Automobile-oriented developments flourished, with big-box retailers typically providing 22% more spots than the legal minimum in vast car lots, only nearing capacity at peak times and around Christmas. Overall, parking accounted for nearly 40% of the cost of building projects. In response, then-mayor Miguel Ángel Mancera announced Mexico City’s off-street parking reforms in July 2017. “They divided buildings into different types – commercial, public services, housing – and parking maximums were set,” explains García Reséndiz, a Mexico City native now working on sustainable infrastructure in Los Angeles. “You’re allowed to provide no parking at all as a developer. If you want to provide over 50% of the maximum you must pay a charge, which goes into an infrastructure fund helping to pay for sustainable transportation improvements.” If the new parking caps are to effectively promote alternatives to driving, then investment in alternative modes will be important, and García Reséndiz is optimistic. “Mexico City is doing great things with Bus Rapid Transit [BRT],” he says. “When BRT started in Reforma Avenue last year, it was a little controversial because of the decision to use double-decker buses, which hadn’t been used before. But BRT is happening, in contrast to US cities that don’t want to give any roadway exclusively to buses. The Mexico City subway is good; it has daily ridership of 5.5 million,” he adds. “But it needs some love – and some money for maintenance, in particular.”

On-street reform

While the 2017 reforms address surplus off-street parking, new on-street parking controls began in 2011 with the introduction of ecoParq, a scheme involving installation of 721 parking meters, operational from 8:00am to 8:00pm, in a small cluster of central neighborhoods. ecoParq sought to replace the previously unregulated trade of unofficial parking attendants, or franeleros, extracting fees from motorists in return for guarding their car, with the implicit threat that the car might be damaged should they refuse to pay. Franeleros tended to compound congestion problems by encouraging double- or triple-parking, which obstructed traffic flow. “The franeleros didn’t care about the walkability of the streets,” remarks García Reséndiz. “They were parking cars on the sidewalks, impeding movement of pedestrians and people with wheelchairs. It was chaotic. “The effectiveness of controlling on-street parking by installing meters and drawing parking spots on streets has been proved,” he continues. “We have seen parking available all the time in neighborhoods that have the ecoParq installations.”

Whereas Donald Shoup advocates the use of dynamic pricing to ensure around 15% of parking remains available at any given time, García Reséndiz suggests ecoParq has achieved comparable results The proportion of journeys by setting fixed prices around in Mexico City made using the right level. “The current non-private-vehicle modes technology is not suitable for of transportation dynamic pricing,” he says. “San Francisco is doing it right now; they have a sensor on every spot, and when a car stops on that spot, a main computer

70%

Above: On-street parking meters in Mexico City are helping to make franeleros – who extracted money from motorists in return for ‘protecting’ their parked cars – a thing of the past

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profit to the private contractor. The incoming administration of the newly elected mayor, Claudia Sheinbaum, may seek to change this, especially if ecoParq is extended and new companies become involved. At present, it only covers a tiny area of this sprawling megacity. “There are around 26,000 metered parking spots,” says García Reséndiz, “The idea, eventually, is to reach 100,000. The city’s population is about 9 million and the metropolitan area is around 22 million – so 26,000 spaces is nothing. But it opens up a way for people to participate in democratic and public processes, because the government is asking neighborhoods whether or not they want the scheme to happen, based on the proof of more convenient parking and also revenue.” Top: Doubledecker buses now operate on Mexico City’s BRT network Above: Trafficclogged streets in Mexico City

calculates how many spots are free and starts increasing the price, depending on availability. It’s feasible for Mexico City, but they’d probably need to change the machines to make it happen.” ecoParq has courted controversy due to a contract allocating just 30% of meter revenues to public infrastructure projects, as against 70%

The effectiveness of controlling on-street parking by installing meters and drawing parking spots on streets has been proved Rodrigo García Reséndiz, senior planner, Alta Planning + Design

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Public transit potential

Despite the appearance of addiction to private vehicles Mexico City’s congestion gives, a 2017 survey revealed that 70% of journeys around the metropolis are actually made by other modes of transportation. This statistic highlights the injustice whereby a non-driving majority subsidize the driving minority through costs passed on to them by developers obliged – until recently – to provide minimum parking. However, García Reséndiz also sees it as a cause for hope, underlining the existing popularity of sustainable modes such as walking, cycling and

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MEXICO CITY |

Above: ecoParq metered spaces in Mexico City work well, but only 30% of revenue is invested back into projects benefiting city infrastructure

car pooling, giving the incoming city administration a positive basis on which to build a more equitable network. He also hopes that removing parking minimums will create a less auto-centric climate and lead to more affordable housing in Mexico City. But is there any proof that swapping minimum for maximum parking requirements alone has a benign social effect over time?

Parking minimums around the world

García Reséndiz points to US cities, such as Boston and Seattle, which have adopted parking caps – but these changes are only recent; their The number of metered long-term effects as yet are difficult parking spots in Mexico City, to discern. Across the Atlantic, which has a population London took the radical step of of 9 million replacing parking minimums with maximums across its entire metropolitan area in 2004, which led to an estimated 143,893 fewer parking spaces being supplied from 2004-2010 – 40% down on the number previous minimums would have required. However, it is difficult to argue that living in London has become more affordable since 2004, although other factors – in particular, a property bubble fueled by overseas wealth – have been at play there. According to current theory, building excess parking in cities amounts to a misuse of prime

26,000

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real estate, which would be better used for housing people than for resting cars; if developers are required to provide less parking, it is hoped their reduced costs will translate into more affordable housing. But can developers be trusted to pass savings on, rather than merely building high-end properties and pocketing increased profits? “There used to be a rule to incentivize the building of social housing in Mexico City, known as Norma 26,” says García Reséndiz, “but it was suspended in 2013 because developers were just using the density bonus to build luxury housing. So far, there are no plans to renew it or re-enact it.” Time will tell whether Mexico City’s parking reforms can inspire a change in the mindset of those making daily transportation choices – or whether affordable housing will organically begin to fill the space of parking spots without further intervention. But they represent a positive step that could pave the way for further progressive measures and is relevant to cities further north. “Los Angeles is experiencing a homelessness crisis,” reflects García Reséndiz, “with 55,000 people sleeping on the streets every night. We are thinking about how to make housing affordable. It’s partly by building less parking, particularly ground-level parking, which is super-expensive. In the end, transportation policy and housing policy should go hand-in-hand.” n

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MOBILITY AS A SERVICE |

Unlocking the

true potential of transportation

Journeys around – and between – cities have traditionally been thought of in terms of single modes. Are you taking the train, or driving? But now the ambition is to link everything, including ticketing, together. How can such a dream be fully realized? Words | Michael Donlevy

obility as a Service (MaaS) is a concept that could change the way we travel from A to B – but it also looks set to inspire an awful lot of wrangling before we get there. MaaS is the integration of various forms of transportation services into a single mobility service that’s accessible on demand. A MaaS operator can facilitate a diverse menu of mobility options: public transportation, ride, car or bikesharing, taxi or car rental. For the user, MaaS can offer a single app to access mobility, with a single payment channel instead of multiple ticketing and payment operations. In the words of Piia Karjalainen, senior manager for clean and urban mobility at the Brussels-based MaaS Alliance, “For its users, MaaS should be the best-value proposition, by helping them meet their mobility needs, and address the inconvenient parts of individual journeys as well as the entire system of mobility services.” The concept is broad and the service can be used in myriad ways. The Alliance believes a successful MaaS solution offers new ways to organize and operate the various transportation options, with advantages for transportation

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operators including access to improved user and demand information and new opportunities to serve unmet demand. “The aim of MaaS is to provide an alternative to private cars that is as convenient and more sustainable,” continues Karjalainen. “It can help to reduce congestion and constraints in transportation capacity, and it can even be cheaper than traditional modes.” However it’s the use of the word ‘car’ that is cause for debate within the transportation industry. Let’s go back to the beginning…

Thinking big

“We need to decide what MaaS is, because that’s incredibly important,” says Jack Opiola, joint founder of the USA-based MaaS Association. “It’s a new idea, but like all new ideas it’s based on what’s gone before. We have ‘intelligent transportation systems’ dating back to the late 1980s that involved intelligent devices giving us what I prefer to call ‘integrated transportation systems’. The intelligence isn’t readily apparent. If you sit at a traffic signal, you don’t see the loops and cameras giving feedback to a system that controls the lights. You see what you’ve

| MOBILITY AS A SERVICE

25%

The predicted overall reduction of car trips in major European cities by 2023, thanks to Mobility as a Service Source: Juniper Research

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always seen: a queue of traffic waiting and the lights turning red just as you’re about to go through them. “The term I get excited about is ‘mobility’,” Opiola adds. “It’s a much bigger term than transportation and it gets us away from increasingly small details like traffic signals by saying that the issue is about getting from A to B. Whether that’s better by using cars, trains, planes, bikes or paths, it focuses on the whole journey, not segments of the journey. It’s a real breakthrough to analyze all modes of transportation – going from A to B, or chaining together ways of getting from A to B.” The other key word, of course, is ‘service’. “It’s an all-encompassing term,” says Opiola. “If I want to get from London to Manchester, or Washington DC to New York City, I still have to get to Euston Station and I still have to get to Dulles International Airport. And then I

If you look globally, MaaS is in many ways being steered by China… because of the size of the poplulation Piia Karjalainen, senior manager for clean and urban mobility MaaS Alliance, Brussels

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have to get from Manchester Victoria or La Guardia to my hotel. My start and end points are not a railway station or airport. The total journey is door to door and we haven’t looked at it that way because it’s too big a job. It’s too complex. So we concentrate on segments. MaaS – the mobility and the service – changes that.” The debate between the Alliance in Europe and the Association in the USA is essentially about what constitutes MaaS.

Mixed messages

“The goal of MaaS is that the end user will have freedom of choice,” says Karjalainen. “If they want a car they should have one, but we do want to enable a new form of urban lifestyle as well. If we can create public transportation on demand, it might help to change people’s thinking – they might be happier to use public transportation if it becomes more efficient, and public transportation being a more sustainable form of mobility is important, too.” There’s a catch. “I’m surprised by this statement,” says Opiola. “I’ve been in several conferences in which the stated message was, as the MaaS Alliance says, ‘The aim of MaaS is to provide an alternative to the use of the private car.’ But mobility is greater than just public transportation. It encompasses the efficiency,

| MOBILITY AS A SERVICE

The Brexit question Will Brexit impact the development and uptake of MaaS in the UK?

iia Karjalainen of the MaaS Alliance is cautiously optimistic that mobility services will continue to thrive if the UK leaves the EU. “We don’t know the impact of Brexit yet,” she admits. “I think the interoperability of services is secondary to questions over how the movement of people

quality and reliability of the entire journey. Many of my peers, who are pioneers of MaaS, say the car is bad and public transportation is good. That’s the green argument. But the car is the pinnacle of evolution in the transportation sphere because it brings everything down to the individual. It’s flexible – you can leave when you want to leave – and comfortable. It offers varied, dynamic routing around incidents and accidents, so it’s more timely and more personal than public transportation. “There are different visions of MaaS and different interpretations around the world. In Europe, that means thinking green and rethinking the cost of actually owning a car. But the decision to own a car is about more than just a commute – it’s about evenings, weekends and vacations.” Karjalainen disputes the fact that Europe is leading the drive away from private car ownership. “If you look at global market research, MaaS is in many ways being steered by China. It’s very strong over there because the size of the population means there are big volumes of people relying on shared mobility. They are committed to connecting all transportation modes. We in Europe are not far behind, though, and the market is expected to grow by 3% year-on-year.”

and trade will be affected. The fear surrounding Brexit might cause delays, or a certain hesitance, but we’re working on common initiatives and that won’t change. Brexit might slow developments for a couple of years until we know more about the outcome, but I don’t see the UK as a separate

market post-Brexit. People will still be moving around. So there might be a slowing effect, but it won’t be negative in the long term. The UK is a strong player and MaaS will still have a function in creating employment and supporting the market in terms of mobility contributing to the economy.”

“I’d agree about China,” says Tim McGuckin, co-founder of the MaaS Association with Opiola. “Leading the way globally will be a place with severe congestion, where decisions about vehicle ownership are top down – implying a federal system with power concentrated at the state level – and where the ability to deploy MaaS isn’t dependent on making a profit. It also requires access to data from technologically The expected year-onconnected citizens who have year growth for the a good degree of trust in, and Mobility as a Service acceptance of, government marketplace in Europe initiatives.” Source: MaaS Alliance China’s biggest cities are Shanghai, with 34 million people, Guangzhou with 25 million, Beijing with 24.9 million, and Shenzhen with 23.3 million. “They swamp the largest in the West – New York and London – which have about 8.5 million people each,” says McGuckin. “China has a top-down political system; it’s severely congested and polluted; it can’t accommodate more vehicles; and its citizens are connected. It meets the criteria.”

The MaaS revolution

Yet a recent study by Juniper Research claims MaaS will replace 2.3 billion car journeys Annual Showcase 2019 | Intertraffic World

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83%

The portion of trips that MaaS will account for globally by 2023 Source: Juniper Research

annually by 2023, compared with 17.6 million in 2018, and that Western Europe will lead the adoption of MaaS, which will account for 83% of global trips in 2023. Opiola adds that the impact of MaaS in Europe may be to suppress car trips in major cities by up to 25% by 2023. “This number is staggering – bear in mind that even the most aggressive congestion charging schemes around the world – London, Singapore, Stockholm – consider 15-18% suppression of demand a great number,” he says. “MaaS is a wonderful concept and it includes walking and cycling, but I also want to travel in a safe, comfortable and reliable manner. Otherwise, what have we been doing for the past 100 years?” Opiola adds. “The bus doesn’t leave when you want it to leave, it doesn’t run on time, and you’re squeezed in alongside other people taking completely different journeys. We do have the ability to personalize the service, through journey planning, auto

If we’re going to make the step change from transportation to mobility, there’s no other way than to include all modes Jack Opiola, joint founder, MaaS Association, USA

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Intertraffic World | Annual Showcase 2019

ticketing and routing systems. But there’s a choice of travel modes and if we’re going to make the step change from transportation to mobility, there’s no other way than to include all modes. “MaaS complements existing demandmanagement measures such as congestion, environmental charging, road usage charging and tolling,” he adds. “The ability to constantly adapt a journey to real-time conditions may result in more multimodal trips, especially in locations where there’s greater modal choice. Lowoccupancy private vehicle trips will be reduced, thereby saving vehicle miles traveled and reducing congestion and pollution on urban streets and corridors. But it’s up to the individual to decide based on their personal preferences and the options available to them. We need to attack congestion with mitigation and road management methods, not by making it an environmental issue or a MaaS issue. It’s not a silver bullet.” Perhaps the final word should go to McGuckin, who offers hope for the future: “I would say that neither MaaS Alliance nor MaaS Association is pro or anti any mode of transportation. It’s paramount that we agree on the importance of MaaS, but how we get there or what fits best for the EU, USA and China may vary based on our cultural, political and regional differences and needs. We all see MaaS differently through those lenses, but we’re all dedicated to making it work.” n

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Interactive crossings

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| FAST FACTS

William Potts The Detroit police officer who, in 1920, added the amber signal to warn drivers

1914

1923

The year the world’s first electric traffic signal was installed in Cleveland, Ohio. Not automatic, it was operated by a police officer in a booth

The year the amber signal was patented by Garrett Morgan. General Motors later bought the patent

Traffic management 1926 TOP10 Facts and figures on the evolution of technologies for overseeing vehicle movements

The year the world’s first automatic traffic signals were introduced at Piccadilly Circus, London

The most congested cities in 2017 were: 1 Mexico City, Mexico 2 Bangkok, Thailand 3 Jakarta, Indonesia 4 Chongqing, China 5 Bucharest, Romania 6 Istanbul, Turkey 7 Chengdu, China 8 Rio de Janeiro, Brazil 9 Tainan, Taiwan 10 Beijing, China

Ohio

The location of the world’s oldest working traffic light, installed in 1932, in the village of Ashville

Los Angeles was the most congested US city, ranked 12th, and London, UK, was 25th according to TomTom

Turn the page to find out more about the latest advancements in traffic management Annual Showcase 2019 | Intertraffic World

073

ALPR FOCUS |

4 – busted!

ALPR myths

Automatic license plate recognition (ALPR) is one of the cornerstones of any traffic enforcement system. But when deploying one, you need to be in possession of all the technical facts

Words | Pál Szemere and Gábor Józsa, ARH, Hungary

ven in our internet-enabled world, people have a habit of recounting stories that definitely happened to a friend, or a friend of a friend, that usually turn out to be untrue. But urban myths, or legends, usually have a ring of truth about them, which is why they get passed on. Ironically it’s often technology itself, which is supposed to be moving us to a more enlightened age, that gives rise to some of the most believable myths in the

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Intertraffic World | Annual Showcase 2019

modern world. A lack of understanding about exactly how technology works means it’s easy for people to make up stories (or guess at explanations) and be believed. Such myths are certainly prevalent in the field of automatic license plate recognition (ALPR, also known as ANPR). Here we debunk some of the most popular, so that anyone looking to invest in such technology will be able to make better-informed decisions.

| ALPR FOCUS

No glare

Dedicated ALPR cameras are able to produce no-glare, noshadow images of both reflective and nonreflective plates

1 The any-camera myth Myth: Any CCTV camera can function as an ALPR camera Reality: It all begins with imaging – purpose-built cameras actually produce better ALPR results

Pros and cons of CCTV versus dedicated cameras for ALPR CCTV camera

+ –

ALPR camera

–

•

Many manufacturers, many resellers, huge model selection

• Optimized for human observer – not for plate recognition engine • One-size-fits-all general purpose surveillance camera will produce too few ALPR-ready images • Image enhancement technologies like HDR often result in ghosting (looks like motion blur), which in the case of fast-moving objects like vehicles can produce lower ALPR accuracy • Designed for many years of steady operation in harsh conditions such as freeways Good images, but the overall image quality is not the top priority – instead, the top priority is the best possible image of the license plate itself • High-contrast images of plates in all light conditions – the best quality for ALPR • Scenario-specific shutter speed: ALPR-ready, no-blur images, even at high vehicle speeds • Optical settings and illumination control produce no-glare, no-shadow images of both reflective and non-reflective plates – optimized for ALPR •

•

Limited number of truly purpose-built ALPR camera manufacturers and models

Annual Showcase 2019 | Intertraffic World

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ALPR FOCUS |

2 The megapixel myth Myth: Higher resolution = higher ALPR recognition rates Reality: Higher resolution = possible system overload and lost events; in effect, lower recognition rates There is a popular false belief among system integrators that the best investment is a single, high-resolution camera per traffic direction, because it can easily cover all the lanes. The reality is that the best investment is one dedicated ALPR camera for each lane. Many camera manufacturers promise to cover multiple lanes with a single high-megapixel camera. But the root cause of the problem is simple physics: there is no ideal position for a camera to cover multiple lanes. Remember: the aim is to reach the highest ALPR accuracy rather than having a good overview image, which is a different task. Using one camera to observe multiple lanes will lead to inevitable data loss: vehicles in the foreground will block the camera’s view and hide vehicles in the background. Likewise large vehicles can block the camera’s view, obscuring smaller vehicles. In addition one very highresolution image (8-12MP or more) takes longer to be processed for ALPR than three or four adequate resolution images. What is adequate? The rule-of-thumb recommendation: It obviously depends on plate size: Italian and US plates are smaller -and there are 2-row plates in all countries, for example on motorcycles.

1-3MP

The ideal resolution range per lane for ALPR (one camera per lane). It is faster to process many small images than one large image

Pros and cons of HD versus standard cameras for ALPR 5-12MP ultra-highdefinition camera

– 1-3MP ALPR camera

+ –

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In principle, one camera can see two to three lanes

Intertraffic World | Annual Showcase 2019

•

Non-optimal camera positioning (not directly above lane) • If zoomed in, too many pixels per character • If zoomed out, takes too long to locate plates in image • Ideal camera positioning • Pixel number ideal for ALPR • Good ROI One camera covers only one lane

| ALPR FOCUS

3 The accuracy myth

Multisensor traffic measurement point means no lost events

Myth: A good ALPR camera detects all passing vehicles

Reality: For the highest possible results you need a fine-tuned system working as a team: trigger (vehicle detection), multiple ALPR cameras and an ALPR engine If the ALPR camera misses an event it can still have 100% ALPR accuracy of all captured plate images. In fact, 90-95% ALPR accuracy per camera may give you near 100% system accuracy â&#x20AC;&#x201C; provided you work with multiple cameras and other sensors, such as a vehicle detection trigger, creating a failproof system. No single technology gives you a 100% detection rate, but a combination of three or four technologies (ALPR cameras, other overview cameras, multilane radar) can achieve that. For instance, the latest and best singlegantry, multisensor traffic measurement point will produce superior results.

100%

To achieve this detection rate it is necessary to have multiple systems working together. No one technology can promise total coverage

Annual Showcase 2019 | Intertraffic World

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ALPR FOCUS |

4 The image-processing myth Myth: Server-side ALPR yields the fastest results, plus it gives you the best system growth potential – if you want to enlarge your existing traffic monitoring or toll collection system

Amazing edge processing!

Reality: This is generally not true. In fact camera-side (onboard/edge) ALPR processing offers more flexibility Another key goal of system integrators is to install the best possible processing system. So, what is the best architecture? Should you process ALPR-ready images on a central server, using a single ALPR engine for an entire network of cameras, creating a potentially nationwide hub? Or maybe you should process them on local servers connected to just a few cameras, or on board the camera itself. The second choice is a hybrid solution. Instead of sending images to a central server, imaging cameras deliver ALPR-ready images to a local server that processes them and forwards ALPR data to a central database. There is no data loss: when offline, the measurement point keeps collecting data and uploads it later. The most advanced systems display their own health status. Before investing in a system, as a first step you should clarify your system needs in terms of number of cameras, scalability, etc. See the table below to weigh up the pros and cons of the three types of arrangement. n

Flexibility

One of the key advantages of processing ALPR data at the edge, either on board the camera itself or on a local server

About the authors

ARH has over 27 years of in-house R&D ALPR know-how and lots of hands-on experience. Its experts talk to system designers, project managers and end users every day. It is ready to share expertise and help customers make decisions about ALPR systems – strategic planning instead of myths.

Pros and cons of central, local server and onboard camera processing ALPR processing on central hub

+ –

ALPR processing on local server

Processing all done in one place Requires super-stable and high-bandwidth connection all the time. In other words, it is highly likely that there will be considerable data losses Low bandwidth needs: runs offline and uploads data when connection to the central hub is restored Flexible and scalable

–

ALPR processing on board camera

+ –

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Intertraffic World | Annual Showcase 2019

Needs more local installation

•

• No need for dedicated ALPR server No need for expensive infrastructure to transfer images

Embedded OCR requires more time, so appropriate vehicle detection is critical

from the publisher of Traffic Technology International Magazine

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Blockchain: the hidden costs

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Your essential guide to the future of transportation communications

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IMAGE RETRIEVAL|

Enforcement beyond ALPR When automatic license plate recognition fails, an image retrieval system from Brazil is helping with vehicle search and identification Words | Ricardo Carnieri, Pumatronix, Brazil

Above: Example of utomatic license plate plastic bags, recognition might how the contentrecognition (ALPR) is fail. For these and other reasons, based image a widely deployed recognition rates for current systems retrieval method technology for vehicle are around 98%. Second, ALPR works by mapping identification, used in traffic systems are easily deceived, for and testing points surveillance, automatic access example by painting over some of the of interest between two images control, and toll collection systems characters on a license plate. Third, worldwide. However, in some reading a certain license plate does situations ALPR can fail, or not guarantee that the vehicle or is not even an option. driver is the one registered for that A complementary method, license plate â&#x20AC;&#x201C; the plate could be called content-based image entirely fake. retrieval, can be used for All of these failures can those situations where be intentionally caused by ALPR fails or cannot criminals. For example, in The standard recognition be used for some reason. Brazil it is not uncommon ALPR has plenty of to see trucks going through rate for ALPR cameras. drawbacks. First of all, automatic toll lanes with Content-based image it requires a visible and their license plates retrieval can help identify legible license plate for deliberately obstructed, in successful recognition to order to avoid paying the the missing 2% take place. If the plate is toll, while also avoiding a dirty, bent, or obstructed by ticket due to the violation. road debris such as paper or What we see, in fact, is that with

98%

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Intertraffic World | Annual Showcase 2019

the proliferation of ALPR cameras, traffic law violators are adapting and always finding new ways of deceiving identification hardware. In the context of public security, it is desirable to have other means of automatically identifying the vehicle in such situations. Content-based image retrieval methods extract features from the vehicleâ&#x20AC;&#x2122;s image, such as its color, make, model and other visual characteristics, which can then be used to find the same vehicle in other images, possibly taken from different cameras. In some of those other images the license plate might be visible, which would enable easy identification. Even if none of the images allow recognition of the vehicleâ&#x20AC;&#x2122;s license plate, a real-time system that offers matching vehicle images based on visual features could, for example, alert a police officer when a vehicle

| IMAGE RETRIEVAL

Evading the law Examples of manipulated, obscured or missing license plates

known to have committed a traffic violation has been found nearby.

How does it work?

Image retrieval methods work as follows. When an image of a vehicle is captured, an algorithm encodes its visual features into a compact representation, often called a signature. The encoding process is designed to ensure that similar vehicles have similar signatures and that different vehicles have different signatures. Signatures can be compared very efficiently, which enables a quick search for a particular signature among millions of images, even with a regular desktop computer. Whenever an unidentified vehicle needs to be identified, its signature is searched for in a database of similar signatures from other images. Those signatures are ranked according to similarity to the query signature, and the top-ranking ones are very likely to be the same vehicle, or at least very similar vehicles. At this point, a human operator can triage the top few results for true matches. Whether

such a system can be fully automated depends on the level of precision required. For public security applications, a human-in-the-loop will probably be required to remove false positive matches.

Working together

Image retrieval does not make ALPR systems obsolete. On the contrary, they complement each other very well. About 98% of vehicle images will have the license plate read correctly by a properly designed ALPR system. In the remaining 2% of cases, image retrieval can then be used to attempt matching and identification of the vehicle in

Below: A human operator can pick out true matches from the top results given by the system

question. Here, ALPR data becomes essential to reduce the search space by filtering out vehicles that have already been recognized elsewhere and that, due to timing and spatial constraints, cannot possibly be the vehicle that is being searched for. The smaller the geographical search area, the higher the probability that true matches will be ranked at the top of the search results given by the system. On the other hand, due to the large number of practically identical vehicles of the same make, model and color, the recognition rate of ALPR will always be higher than that of any image retrieval system. Another feature of image retrieval is that it can be useful even when a query image is not available. For instance, suppose we only have a verbal description of an unrecognized vehicle used in a crime scene â&#x20AC;&#x201C; a blue sedan, a green van, etc. By automatically clustering signatures according to broad characteristics such as color and shape, all images of vehicles that match the description can be quickly found. In the end, ALPR will no doubt continue to be an essential technology for traffic surveillance and enforcement of all types, but complementary methods will have an important role in handling more difficult and complex requirements â&#x20AC;&#x201C; such as finding a vehicle without a visible and legible license plate. n

Annual Showcase 2019 | Intertraffic World

081

WIM IN ACTION |

Hungary installs

1,500 WIM sensors The Hungarian weigh-in-motion network is now operating more efficiently, thanks to newly installed systems Words | David Cornu, Kistler, Switzerland

he Hungarian government, in 2016, introduced an automated, legal-proof measuring system to detect and directly enforce overloaded vehicles on roads all over the country. Kistler delivered 1,518 Lineas weigh-in-motion (WIM) sensors for the measurement of vehicle loads at high speeds. Delivery, installation and calibration were completed within a year. Governments, road owners and operators continue to face

082

the challenge of monitoring traffic and maintaining their roads. This is a difficult and labor-intensive task, particularly because heavy trucks are often overloaded and likely to damage roads quickly. Consequently, authorities and operators all over the world are continuously switching to automated solutions, an advantage of which is that they mean local police forces can focus on other important security tasks.

Intertraffic World | Annual Showcase 2019

WIM technology is the preferred means for enabling traffic monitoring, weight enforcement and weight-based tolling. A well-established WIM system is the key to a sustainably managed and well-protected road infrastructure. As a result, in 2014, the Hungarian Ministry of National Development decided to implement a country-wide WIM system based on existing toll collection sites. The two-year preparation phase included the setup of the legal framework, the tender for the technology providers, and the entire software and backoffice concept. Implementation started in 2016 with a pilot project running across five sites.

| WIM IN ACTION

For direct enforcement, the Kistler is a market and technology measuring error had to be less leader for WIM applications and is than 5%. For this, six Kistler Lineas globally known for the accuracy of sensors, type 9195GC, were integrated its Lineas quartz WIM sensors in in each lane to measure single-axle measuring vehicle loads from low to loads, as well as gross weight at high speeds. Kistler was brought into speeds of up to 120km/h (75mph). this project thanks to its relationship For preselection sites, four sensors with the Hungarian company ARH, were installed to deliver a deviation a global leader in optical of 10% maximum. “The sensors were measurement technologies that was easily and safely installed into the part of the winning consortium and road thanks to a proprietary grouting which provided the cameras for the compound and a simple installation WIM system. procedure,” explains Pospisek. Tomas Pospisek, sales With most of the 89 sites having manager, road and traffic several lanes, the installation of WIM at Kistler EMEA (Europe, sensors into more than 200 lanes Middle East and Africa), during the course of 2017 was a was responsible for The maximum vehicle speed challenge, but the teams succeeded. managing the sensor “There were five teams working in integration. “We are, at which Kistler Lineas parallel to be able to complete the of course, very proud sensors, type 9195GC, can task on time,” he says. to be part of such a huge be used for direct project,” he says. “Given the size and complexity of Calibration and performance enforcement (75mph) the task, there were challenges Once the installation was complete, that needed to be overcome, but the calibration task followed. “Kistler the customer is now very satisfied WIM sensors are very robust and as all deadlines were met.” deliver reliable measurements with The WIM system has been fully Two kinds of WIM sites were a constant accuracy over decades,” operational since 2018, with 89 sites implemented. Out of 89 in total, 62 Pospisek emphasizes. “But of running across Hungary – making it were built for direct enforcement, course they have to be calibrated one of the largest projects of its kind while 27 were designed to pre-select beforehand. The calibration had to in Europe. Tools and equipment in overloaded vehicles that could be follow local legal requirements. Three the project included Kistler WIM later evaluated in person by police. different vehicles at three different sensors, loop detectors, license plate recognition, laser scanners for vehicle categorization, signal processing endpoint devices, and the related central information system. To make it easier for road users The sensors were easily and safely to adapt to the WIM systems, there installed into the road thanks to was a transition phase before direct weight enforcement commenced in a proprietary grouting compound and a simple May 2018. Until then, violators were installation procedure warned by authorities, but they were Tomas Pospisek, Kistler EMEA not penalized. Above: Kistler’s WIM system helps to detect and identify overloaded vehicles in real time and with certified accuracy

120km/h

Annual Showcase 2019 | Intertraffic World

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WIM IN ACTION |

I would like to emphasize the great performance that we achieved as a supplier, satisfying the delivery expectations for a total of 500 sensors in just a few months Tomas Pospisek, Kistler EMEA

speeds had to pass each of the 200+ lanes at least 45 times to realize the required accuracy and to obtain verification and certification by the The number of lanes Metrology Authority of Hungary,” he says. installed with Kistler “You could hardly sensors across 89 sites imagine what this over the course means in terms of logistics. You can’t of 2017 just turn around on the highway, but have to do huge turns following the exits. To cover all 89 stations, you Below: Of the 89 need to drive thousands of WIM sites, 27 were kilometers all over Hungary. designed to preBut at last the task was select overloaded successfully accomplished. vehicles so that “Finally, I would also like to they can be checked emphasize the great performance in person by road authority staff that we achieved as a supplier,

200

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Intertraffic World | Annual Showcase 2019

satisfying the delivery expectations for a total of 500 sensors in just a few months,” Pospisek adds.

Multiple national benefits

What are the main benefits of the new WIM system for Hungary? In the first few months of operation in 2018, the efficiency in the control of overloaded vehicles has already increased. Fewer infringements had occurred than before the systems were in place, and greater voluntary compliance with regulations was identified. This will not only lead to slower deterioration of Hungary’s roads, but also to fewer accidents caused by overloaded vehicles. Kistler’s Lineas sensors are available in three lengths – 1.5m, 1.75m and 2m (4.9ft, 5.7ft, 6.5ft) – and in two lengths of connecting cable: 40m and 100m (131ft and 328ft). n

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TOLLING DEPLOYMENT |

Austrian enforcement upgrade A portable vignette checker is enabling the swift enforcement of payments on Austrian highways Words | Bernhard Czar, Efkon, Austria

roof of toll payment is obligatory for Austrian highway users. With the change of the nation’s toll law in 2017, proof of payment can either be shown as a physical sticker on a car’s windshield, known as a vignette, or recorded digitally. Efkon’s Portable Label Checker system was introduced in 2010 for checking if passenger cars have a valid sticker vignette on their windscreen. It detects the vignette and verifies its validity period, while the vehicle maintains its speed on the highway. Due to the fact that there are three different types of the Austrian vignette available (10 days, two months and one year), the system

086

Above: Efkon’s Portable Label Checker can be installed above roads on bridges

Intertraffic World | Annual Showcase 2019

has to automatically distinguish the one displayed on the vehicle. Additionally, the validity period is coded by holes with a diameter of less than 5mm (0.2in) on dedicated places of the vignette. The detection of the correct vignette and license plate number is flawless for speeds up to 160km/h (99mph) and functions regardless of weather conditions. The Portable Label Checker can be easily installed beside the road – for instance on a pole – or on bridges, and the checking of vignettes can be done without interrupting traffic flow. After having been connected to the power supply, the Portable Label Checker can work for weeks without local support. The data is sent

through wireless communication to the enforcement center. Only in a case where neither a valid digital nor sticker vignette connected with the vehicle can be found will an enforcement record – containing the vehicle’s picture and its ALPR result – be created. This record is sent to the enforcement center, where a toll operator verifies the record for further processing. In 2017, with the changed national law, all Efkon’s Portable Label Checker systems have been upgraded to also check digital vignettes simultaneously. In addition to the automatic check by the portable system, the Austrian public toll enforcement agency (ASFiNAG) carries out mobile enforcement checks. This includes, among other activities, checking for possible toll violators by stopping vehicles suspected of non-payment

| TOLLING DEPLOYMENT Left: The Portable Licence Plate Enforcement System can be transported, set up and operated by one person

In Austria, three validity lengths for vignette stickers are available: 10 days, one month and one year. The system must automatically distinguish the validity period on paper stickers and inspecting vehicles parked close to highways. Checking for the sticker vignette is a simple act, as only the windshield needs to be examined. Digital vignettes require an electronic system to perform a check, which is why Efkon designed a new control system, the Portable License Plate Enforcement System. This system combines all the required functions to check for the vignette. Easily installed, at 22kg (48.5 lb) it is light weight and can therefore be transported and managed by one person. It does not need special road markings or roadway installations and therefore does not have any restrictions, making it a flexible tool that can be deployed where it will provide maximum benefit

based on the behavior of traffic at the given time. Depending on the situation, the camera can be mounted on a tripod or onto brackets and records highresolution images, while the accompanying computer unit classifies and analyzes the results. Connected to the central system via radio communication, the computer can display selected, processed and evaluated data directly on the handheld terminal of the enforcement personnel. A rechargeable battery powers the entire system. The control system for the Portable License Plate Enforcement System is easy to use – after a one-time training session, enforcement personnel are able to set up and operate it. n

Benefit from our know-how and experience. EFKON’s expertise is based on extensive know-how on all major electronic tolling technologies and more than 20 years of experience in the ITS and ETC business. We offer a broad portfolio from single components to products, systems integrations and operations for nationwide tolling systems and congestion charge (City Tolling) solutions. We support our customers from the planning stage through the project handling to the after sales service – benefit from a one-stop-shop provider, tailoring solutions to your individual needs. www.efkon.com

EFKON GmbH, Dietrich-Keller-Str. 20, 8074 Raaba

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SOLAR-POWERED STUDS |

Solar-powered road studs with a twist Rechargeable road studs that can run on minimal sunlight are improving traffic safety in the darkest of winters Words | Sandra Fernandes, Sernis, Portugal

ernis’s new SR-i40 road stud is ideal for countries with low exposure to the sun, thanks to its size and high-performing photovoltaic solar module. Automatically powered by rechargeable batteries, the SR-i40 studs can operate without an external power source. Being battery-powered, they do not require huge expenditure during setup – nor do they require external wiring. The studs can therefore be deployed easily and in remote areas where electric supplies are poor or unavailable. The automatic brightness control of the SR-i40 studs enables them to

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adapt to the brightness of their surroundings and regulates their light level according to the level to which the batteries have been charged over the course of the day.

during bad weather conditions. They are easy to install, have virtually no maintenance requirements, and can run efficiently and reliably for years.

Secret resistance

Extensive research and development took place before the studs were designed. This R&D resulted in a number of innovations, including a low-power radio frequency with an 868MHz network communication. SR-i40 models are also equipped with I-stud technology – wireless technology inside each stud – meaning that they can be controlled and configured, even after they

The powerful SR-i40 road studs have a high mechanical resistance. Tests have showed that they are resistant up to 80 metric tons. Their robust structure makes them suitable for use in harsh conditions, even in areas where snow plows are required to clear roads. SR-i40 studs are environmentally friendly and they provide great visibility for drivers at night and

Stud control

| SOLAR-POWERED STUDS can save battery energy for times when they do need to be active. With the operation mode function, the user can switch the stud’s mode between flashing, always on and sequential for each separate side – they can even adjust the flash rate after installation. This means that if, for any reason, the operation mode needs to be changed, it can simply be reconfigured, unlike conventional studs, which would have to be replaced. The road studs have a highintensity LED, which gives them up to 1km (0.6 miles) of visibility. The microcontroller technology inside allows the user to modify the light direction to uni- or bidirectional, to control the LEDs independently, and to select how many LEDs are enabled on each side – one or both. An important feature of the studs is their ability to detect low temperatures on Sernis road studs can be roads and to change the remotely controlled, even internal LEDs’ behavior, to warn drivers about dangerous after installation weather conditions expected. If a stud is seen to have a problem, the unit within it logs processing functionalities to help the operator work out the cause. SR-i40 studs are equipped with a maintenance mode that lets the operator determine which stud is affected by issues that may have occurred since installation. It can also obtain processing logs and disable one or all studs while they are inspected and repaired. When strategically placed, road studs can alert drivers via their brightness (flashing or steady) mode to the presence of dangerous zones, leading to Opposite and above: increased driver attention, which have severe winters or where sun The SR-i40 is a can help prevent accidents. exposure is low, making it more solar-powered, selfSernis offers a wide range of difficult to charge the batteries. lighting road stud road stud solutions that combine As soon as the controller detects technological innovation with that it is night-time, it will adjust efficiency and have been designed the lighting level of the SR-i40 studs. to meet the key challenges of today’s A working period function highly competitive market. n enables the user to dictate the number of hours that SR-i40 should be illuminated, once night has been This article is part of the SERNIS detected and in instances where internationalization project (identified the studs do not have to operate for as Norte-02-0752-FEDER-19975 the entire night. The roads studs will Incentive System to the function during a selected period Internationalization of SMEs according or until they detect daylight. This is to Portugal 2020). It is co-funded by the particularly useful for applications European Structural and Investment where studs do not need to be Funds (ESIF) from European Union, operational all night, because they framed in the Norte 2020

ITS device

have been installed. Configurations include wake up/sleep functions, automatic brightness control and night detection. Their stainless-steel, aluminum and polycarbonate body houses two unidirectional LEDs or four bidirectional LEDs. The wake up/sleep functions put the studs into and out of a dormant mode to prevent the battery from discharging during storage and transportation, thereby extending battery life. Studs can be activated through a PC500 controller.

All-weather road stud

Remote control of the studs is especially helpful in countries that

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CONTROL ROOM DISPLAYS |

Essential walls

Traffic control rooms can be future-proofed with versatile upscaling of video wall technology Words | Peter van Dijk, Mitsubishi Electric Europe

he continuing challenge of control room design has always been scale. How to scale-up the visual workspace so it can be seen and shared by multiple operators; or how to increase the amount of useful data available to operators without overloading the system with complexity? For much of the 20th century, the main technical challenge faced by

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Above: Modern control rooms are impressive in the scale and resolution of their screens

Intertraffic World | Annual Showcase 2019

control room designers was that of how to physically display missioncritical data so that it was visible and accessible to everyone who needed it. The advent of the first rear-projection video walls in the mid-1980s provided a solid solution for this problem and henceforth became the main vector of development that the industry followed for the next three decades.

Today, we still find systems integrators facing problems of scalability. But ironically the problem of scalability itself grows. The challenge is no longer just building bigger, more detailed displays, but also that of overcoming the limitations of the infrastructure that supports them. Now the accelerating advance of technology and rapidly changing operational demands must be planned for. These can overtake system capabilities within years, rather than in the decades that used to be the case.

Video wall evolution

The rear-projection video wall remains the mainstay of control room

| CONTROL ROOM DISPLAYS

display. In its modern form, based on high-powered LED illumination and digital light processing (DLP) image processing, the video wall is a versatile, effective and reliable way to display data. Advances in design mean that the service life of units has increased dramatically, from just a few years to decades. At the same time, removal of dependence on consumables like mercury lamps means that cost of ownership has plummeted. Some Mitsubishi Electric DLP video walls, for example, now offer 15 years of maintenance-free operation. So why, then, if DLP technology has proven so decisively effective over such a long period, are

integrators still facing problems of display scalability? The scalability challenge today is not so much how to create displays big enough for control room applications, as how to effectively visualize the vastly increased volume of data flowing into a modern control room facility. The evolution from analog to digital and finally to IPbased infrastructures, has opened up tremendous opportunities. But with it comes the problem of how to ensure that information remains accessible and useful for operators. Generally, that means finding ways to squeeze more data onto a finitesized screen.

The total amount of pixel ‘real estate’ available on the display – its total resolution – is now the most important factor. All modern DLP rear-projection units are digital displays, with fixed resolutions following standard conventions such as Full HD, SXGA+, WUXGA, etc. High total resolution video walls are built by adding more units until the total pixel resolution is sufficient for the requirement. However, bigger is not always better: in reality there are practical limits to how large it’s possible to go, both physically and economically. DLP units take up a comparatively large amount of floor area; they place increasing demands

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CONTROL ROOM DISPLAYS |

90mm

video wall. Firstly, resolution. upon the air handling system that of large format DLP projection A Direct View LED display and impose a substantial units. It is therefore possible to create such as Mitsubishi’s 15NP floor loading. And, while it displays that are clearly visible even is built from individual is possible to create bigger, in daylight conditions, creating The thickness of tiles fitted together to more visible displays a much more comfortable space Mitsubishi’s LED tile (3.5in) create a screen of the using larger screen size for operators. desired size and units – 80in diagonal as – the firm’s slimmest resolution. The number of opposed to the more Challenges overcome DLP projector is pixels on each tile is much usual 60in or 70in types – While Direct View LED offers an 520mm (20in) less than an individual DLP alternative display option to address this increase in size comes display. The overall screen at the cost of reduced light the limitations of DLP, integrators resolution is therefore not output, which in turn means still face the challenge of fixed by multiples of they cannot be used in naturally implementing a scalable display conventional standards such as lit environments. content management solution. For WUXGA, and can be tailored many years the standard method has Above: The specifically for the application. been to rely on a dedicated hardware A new view lightweight Secondly, the tiles themselves are controller to handle the routing and In the past few years, an alternative construction much slimmer and lighter than a DLP processing of source data for display. has emerged that has the potential of Mitsubishi projection unit. Whereas Mitsubishi’s But while today’s processors are to become the display technology Direct View LED slimmest DLP projection cube is extremely powerful, hardware-based of choice in many of these larger displays means floor area and 520mm (20in) deep. Its LED tile is just solutions will always be less able to applications. Direct View LED structural loading 90mm (3.5in). This means less floor adapt to evolving requirements. takes a completely different requirements are area needs to be occupied and the A new approach is to take advantage approach – ironically a closer reduced structural loading requirement is of distributed computational power relative to the old cathode ray greatly reduced, making it possible to create a more fluid and adaptable tube than the DLP technology that to install large screens in locations control architecture, which is able to replaced it. In Direct View LED, that would not be possible by other scale itself intelligently in order to individual pixels are comprised means. Thirdly, the light output of handle the varying demands that of tiny packages of red, blue and Direct View LED by area far exceeds are placed on it. green high-intensity LEDs. By mounting these LED packages very closely together – usually 1.5mm or While today’s processors are extremely powerful, hardwareless – it is possible to create highresolution displays, viewable even based solutions will always be less able to adapt to evolving at the close distances usually found requirements. A new approach is to take advantage of distributed in control rooms. computational power to create a more fluid and adaptable control LED offers several compelling advantages over a very large DLP architecture, which is able to scale itself to handle varying demands

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| CONTROL ROOM DISPLAYS

One example is Mitsubishi Electric’s S-SF software suite, which enables IP network-based display systems to operate more efficiently and with greater scalability. The versatility of native IP command and control visualization networks allow systems to adapt easily to future needs and offers the longterm cost benefits derived from the exceptionally long operating lifetimes of modern DLP and LED displays to be fully realized. The S-SF suite consists of five applications: Display Agent, Multicast Converter, Application Server, S-SF Control and S-SF Master. Together, they create a native IP-based system capable of handling data traffic from any networked source device, such as sensors, image processors, CCTV cameras or data stores, synchronizing and sharing content instantly across any number of locations with minimal latency. Dynamic processing means content such a Scada-style vector

Above: Mitsubishi Electric’s S-SF software suite can synchronize live date from multiple locations with minimal latency

graphics can be scaled to any size with no loss of performance or quality. S-SF makes it possible to design more efficient, more flexible decision-making environments, for more effective command and control room operations. Using the S-SF architecture, control room video walls no longer require a single dedicated display wall processor. Instead, the system is built from a number of individual self-contained processors. The most commonly used devices are known as NUCs (next units of computing) – based around standard Intel processors. Basing the hardware on standard, widely-available network components removes the need to develop and debug proprietary hardware or operating systems and adds greater long-term versatility. Fault tolerance is assured due to the multiple redundancies inherent in the distributed network architecture. If one network node develops a fault,

its role is instantly assigned to another node to achieve a completely seamless failsafe response and guaranteed 24/7, zero-downtime performance. The result is a more reliable, cost-efficient system that is able to scale easily. Despite all the advances in personal workstations over the past decade, the control room with its central large screen display is still by far the preferred approach in command and control, and it looks likely to remain so in future. The challenge now is to design-in the versatility to cope with rapidly evolving demands. While it’s likely that DLP video wall and hardware processing will remain the logical choice in many applications, it’s equally clear that alternative display technologies and distributed processing potentially offer integrators a far more open-ended option when it comes to tackling the age-old challenge of scale. n

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093

URBAN APLR |

Covered with ALPR ALPR technology is evolving â&#x20AC;&#x201C; and it is now being used in an increasing number of traffic applications Words | Injaas De Mul, Macq, Belgium

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ome innovative cities have already used smart technologies to boost the safety, mobility and quality-of-life of their citizens. The exponential growth in fully automated and integrated automatic license plate recognition (ALPR) solutions for traffic management, area supervision and urban access control is key to this trend. From average-speed measurements to red light enforcement and access control applications, ALPR has evolved for

Intertraffic World | Annual Showcase 2019

use in applications such as: counting; classifying and guiding vehicles; measuring transition times and flow density; creating origin-destination matrices for traffic analysis; detecting traffic jam formation; dynamic crossroad traffic regulation; smart parking guidance; low emission zones; and restricted area control.

A new offering

Integrating the latest cutting-edge technologies (deep-learning-based

Above: The CAM 5 is designed to blend into the background

| URBAN ALPR algorithms), Macq’s CAM 5 ALPR camera delivers unprecedented license plate recognition capabilities. It has a unique set of functionalities specially designed to provide vehicle characterization. The CAM 5 camera can operate across up to four lanes and it is capable in standard mode of differentiating up to five classes of vehicle. It also integrates a vehicle make and model recognition feature, as well as vehicle color identification (provided that illumination is sufficient to distinguish colors). The CAM 5 camera is capable of calculating an instantaneous speed estimate for each vehicle traveling within its field of view. These features are of invaluable help when it comes to vehicle searches. They also close the current gap between similar products on the market that usually rely on additional hardware or software. The CAM 5 camera’s technology is embedded in a small, well-designed housing that discreetly blends into urban environments. Physical details

of the camera have been carefully designed to facilitate its installation and deployment. A small motor in the support arm allows remote alignment, removing the need for an aerial lifttruck during the mechanical installation process.

Software suite

The use of high-performance cameras is an important part of the solution, but it is even more important to have a suitable processing platform, capable of taking advantage of this huge collection of data and transforming it into useful information for end users. That is why Macq, in addition to its high-resolution ALPR camera products, has developed the M3 platform (pronounced ‘M-cube’) – a truly innovative concept for managing large ALPR databases. The modular M3 suite can very easily be adapted, tailored and upgraded to all current and future needs of the most demanding customers in the field. Via the integrated M3 toolbox, Macq provides its customers with fully modular

Below: Smart technology has already been deployed in a number of cities, improving the mobility and safety of residents and visitors

and adaptable functionality and provides end users with tailor-made applications that offer great flexibility in interfacing with third-party systems through a wide range of popular web services (for example Google Maps). As such, Macq can make data available online in real time, while remaining discreet and respecting all stakeholders’ privacy. In addition to tailoring this powerful tool to meet the exact needs of its clients, Macq has opened a back office and help desk to provide licenses to all experts that want to use and adapt it further. Such experts include universities, mobility engineering companies, traffic analysts, technology partners and private programmers. Community members typically share their knowledge (open innovation), develop new functionalities, and/or design their own applications (modules) to be able to combine their own real-time data with Macq’s ALPR data and the data of already integrated third parties (such as Google Maps). n

Annual Showcase 2019 | Intertraffic World

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SOFTWARE TRIGGERING |

Better frames Camera-triggering ITS solutions have evolved significantly since the days of pressure tubes. The latest technology is the most efficient and cost-effective yet Words | Lumenera Corporation, Canada

pecialized ITS equipment such as induction loops, radar, and lidar can be installed at data collection sites and connected to an imaging system. In older camera-triggering systems, pressure tubes were stretched out across the road. As the tires of vehicles passed over the tubes, an electrical signal was sent to the camera to take an image. As the tubes were on the surface of the road, they posed safety concerns and were subject to rapid deterioration. To address these concerns they were gradually phased out and replaced with induction loops. Induction loops are buried into road surfaces and can detect the presence of a vehicle above by measuring the change in inductance in the loop as vehicles pass over them. When the loops detect a vehicle, they send a trigger signal to the imaging system and an image is captured. System integrators seeking a more cost-effective and less intrusive solution turned to radar and lidar. Both systems work by bouncing electromagnetic waves off incoming vehicles to determine their presence and/or speed. When a threshold is reached they can trigger an imaging system to capture an image. The one thing all these systems have in common is that they are external to the imaging system and trigger it via an electrical impulse. While this technique is very common, it leaves room for improvement.

Right: Cameratriggering ITS solutions have evolved significantly since the days of pressure tubes Below: Signs can be used to inform motorists of nearby enforcement

New measures

Enter software triggering. With the proliferation of edge computing and the introduction

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| SOFTWARE TRIGGERING of high-quality and high-speed global shutter complementary metaloxide semiconductor (CMOS) sensors, such as the Sony Pregius line, the time has come to shift toward software-triggered cameras. They reduce overall deployment costs by eliminating the need for external triggering mechanisms and their installation. A software-triggered camera system is reduced to a standalone, self-contained unit that can perform competently by

If systems are to access databases to query registration data, then issues of privacy will be brought to the forefront of policy discussions determining when the trigger should be activated to capture required images. High frame rate global shutter cameras are left in continuous capture mode, running analyses on each frame using edge computing equipment. Once a vehicle and/or violation is detected, the system pulls from its buffer of captured frames the precise frame(s) required to record the event. If necessary, the system even pulls a number of sequential frames to produce a short video of the event. For high-speed tolling, the mere presence of a vehicle triggers the system. For speed enforcement, vehicle speeds can be calculated according to the distance they travel between two frames. Initial calibration is required to feed known static points within the frame into the system so that accurate measurements can be performed. For red light enforcement, the system monitors selected traffic signals through the video feed. When the lights turn red, the system turns its attention to vehicles crossing the stop line. If a vehicle commits an infraction, previous frames showing its position before and after the stop line with the light indicating red can be pulled from the buffer and sent to a central office for enforcement. In addition to the detection, triggering and recording of an event, edge computing-enabled vision systems can collect and send additional data. OCR can be run on vehicles’ license plates and included in the images’ metadata – along with dates, times and location stamps – to accelerate processing time at the enforcement office. With a connection to the region’s vehicle registration database, the system can even pull vehicle registration information – such as license expiration date and the owner’s name and address –

and embed this information into the image data or metadata.

Gradual deployment

While these systems exist and are already being deployed in some jurisdictions, others will require laws and policies to catch up with the technology. The concept of a vision system and artificial intelligence determining vehicle faults and speeds – using just a camera, lens, and processing power – are new, and the public will need to be educated in the systems’ reliability and accuracy. Furthermore, if systems are to access databases to query registration data, then issues of privacy will be brought to the forefront of policy discussions. Existing radar and lidar-based systems are some of the most costeffective ways to accurately and reliably trigger cameras with minimal infrastructure investment. Furthermore, all ITS systems can benefit from edge computing-based imaging systems such as these to perform OCR on license plates and to minimize processing time and effort at enforcement centers, thereby increasing overall system throughput. When legislation and policy catch up with technology, it will be easy to migrate to software triggering for edge computing-based systems should external triggering infrastructure begin to fail through age and deterioration. n

Right: Induction loops, integrated into road surfaces, can detect a vehicle’s presence and calculate its speed

Annual Showcase 2019 | Intertraffic World

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INCIDENT DETECTION |

Thermal video detection

Video analytics is an extremely useful tool for traffic managers, but it has its limits â&#x20AC;&#x201C; which is where thermal cameras can step in. Together they can create the ideal solution for fully reliable detection in outdoor environments Words | Andrea Galbiati, head of development, Sprinx Technologies, Italy

ideo analysis is a technology that is becoming increasingly popular in traffic monitoring. Video streams can enable both the detection of several kinds of events (such as stopped vehicles, wrong-way drivers, pedestrians in restricted areas) and the collection of relevant statistics about the traffic flow (counting and classification, traffic density). The application of this kind of technology can greatly reduce firstresponder reaction times when an incident occurs, while collecting useful information that can benefit traffic engineers and planners. The robustness of such systems is enhanced by running the detection

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software on board the camera, creating a distributed network of smart sensors that increases the reliability of the system while optimizing the number of servers required for analysis. However, even if video analysis has been proved to achieve very high performance, there are still some specific issues that can arise in outdoor environments, both linked to the technology (the camera can

The combined use of video and thermal sensors makes it possible to achieve high performance regardless of external factors

Intertraffic World | Annual Showcase 2019

have difficulties adapting to reflections or abrupt light changes) and due to the environment (complete darkness, fog, snow) that can not only reduce the detection rate but also increase the number of false alarms.

Thermal technology

One recent advance in this technology is the possibility of embedding video analysis for traffic in thermal cameras. Thermal cameras are not influenced by glare from the sun or car headlights and can see clearly even in the dark or through fog. The combined use of video and thermal sensors makes it possible to achieve high performance regardless

| INCIDENT DETECTION

25%

The proportion of accidents involving wrong-way drivers that are fatal (compared with 1% of crashes overall)

of many external factors, providing operators with a clear and quick overview of the traffic flow. The multisensor approach is the preferred solution for high-end surveillance, where the combination of visible and thermal cameras can give the high safety levels required.

Real-world deployment

A successful application of this technology has been delivered by Sprinx Technologies in France, where the Traffix AID (Automatic Incident Detection) software is used to detect pedestrians in restricted areas close to highways. In this case, the thermal cameras are used as a pure sensor, linked uniquely to the video analytics

server. When the software detects an event it sends a message, using standard communication protocol, to a central video management platform that directs a pantilt-zoom, high-definition video camera to focus on the area of detection, enabling the operator to quickly assess the situation. Since the price of thermal technology is continuing to drop, more end users and systems integrators are willing to invest in it as a standalone sensor. Another system has been provided by Sprinx Technologies in Switzerland, where thermal cameras are used to monitor the traffic flow after tunnel exits. In this case the detection of congested traffic allows the operators to close the entry to a tunnel, preventing potentially dangerous situations arising due to queues forming inside.

Wrong-way driver warnings

A further application from Sprinx Technologies, being tested around Europe, is the use of thermal cameras to quickly alert road operators to the

Above: Thermal cameras can mitigate against darkness and bad weather conditions

presence of wrong-way drivers. In recent years, particularly during the night, there has been an alarming increase of the incidence of wrongway driving along highways. Detection is particularly important because 25% of all wrongway crashes are fatal, compared with 1% of crashes overall. In cases of wrong-way driving, the environmental lighting can be insufficient to achieve good performance using standard video cameras. Applying thermal technology allows operators to react and reduce risk for highway users. As shown by these examples, thermal imaging can be of great benefit to traffic managers, which explains why the technology is becoming more popular in this field. Whether used as a standalone sensor or combined with a high-definition color camera, it enables the creation of reliable systems that increase user safety and reduce the workload on traffic operators. Furthermore, the integration of artificial intelligence and deep learning technologies in Sprinx software platforms provides an enhanced, adaptive system that increases system performance. n

Annual Showcase 2019 | Intertraffic World

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RFID LICENSE PLATES |

Secure by design A new RFID-enabled license plate security system that will help authorities to clamp down on criminal activity is being deployed around the world Words | Claire Swedberg RFID Journal NY, Carsten Eicke PR & Marketing, JH Tönnjes E.A.S.T., Germany

ehicle license plates with embedded ultra-highfrequency (UHF) radiofrequency identification (RFID) tags are being deployed in Honduras and the Cayman Islands. The plates will help the two countries to identify vehicles and, in some cases, track their movements on highways. In addition, the Philippines Ministry of Transport in 2018 commissioned the same system to be used in all of its vehicles. The IDePlate, provided by Tönnjes EAST, is an aluminum license plate

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Above and opposite: IDeSTIX identification stickers can be fixed to motorcycle headlights

with an NXP Semiconductors UCODE DNA chip embedded by Tönnjes. The company also makes and sells an IDeSTIX adhesive RFID windshield sticker, which leverages the same UCODE DNA chip. The IDeSTIX uniquely identifies the vehicle itself, and can be paired with the IDePlate to detect whether

Plate theft is very difficult to avoid. The RFID-enabled plate is designed to be forgery-proof Jochen Betz, managing director, Tönnjes

Intertraffic World | Annual Showcase 2019

or not a license plate has been fraudulently attached. “The RFID-enabled plate is designed to be forgery-proof,” says Jochen Betz, Tönnjes’ managing director. The UCODE DNA integrated circuit uses cryptographic authentication based on the Advanced Encryption Standard (AES). Each time a tag is interrogated, it generates a new AES calculation based on its unique crypto key, which the reader receives and is programmed to verify. That ID number can then be linked to data

| RFID LICENSE PLATES about the vehicle and registration in a database. By using both the IDePlate and IDeSTIX, the system enables users to identify any misuse of license plates. The problem with plate identification alone, the company explains, is that it cannot detect if the wrong plate is attached to a car. “Plate theft is very difficult to avoid,” Betz states, so the IDeSTIX provides a level of redundancy to the system. The IDeSTIX is a hologram-printed windshield sticker that is placed on the window’s interior. The RFID-enabled sticker can be interrogated simultaneously with the plate tag, and can then respond with its own encrypted code that is linked to the vehicle’s information. Tönnjes sells the RFID-enabled blank or finished plates to government agencies and offers equipment to emboss a plate number. They can then use their own software to link each tag’s encoded RFID number with the plate ID.

Honduras roll-out

To date, Honduras has acquired three million sets of plates and stickers, which are being rolled out in a two-year replacement effort. The government plans to seek fixed RFID readers that will be deployed on some public roads, as well as RFID readers for mobile applications. The country intends to install those devices at several checkpoints, where it will capture both license plate and windshield IDs and confirm that they match. If a specific vehicle is a subject of interest with regard to some illegal activity, the system can be set to seek its windshield and plate ID numbers, and to prompt an alarm at that checkpoint when the reader detects the tag ID, for use by public safety officers stationed there. The tag IDs can be read at border crossings and toll gates as well, and could be used to identify speeding events and link a particular speed with a specific vehicle.

Cayman Islands deployment

The system was taken live in the Cayman Islands in 2017, with approximately 50,000 vehicles now equipped with the RFID-enabled plates and windshield stickers. Between five and 10 checkpoint readers provided by Tönnjes are scheduled to be installed around

2.47m

The number of IDeSTIX ordered by the Philippine Ministry of Transport in 2018

the country. The company supplies the middleware and software that captures the tag ID reader data and feeds that information, linked to the vehicle IDs, back to the Cayman Island government’s central vehicle database. The reader installation posed a unique challenge, Betz says, since the devices had to be mounted on hurricane-proof gantries to ensure that the gantries would be able to sustain high winds.

Above: Manila’s financial center, Makati, in the Philippines

When it comes to the capturing and filtering of data, Betz notes, one software-based challenge for a system like this is the large number of RFID tags already attached to parts of most modern vehicles. In fact, he estimates, there can be 15 or more RFID tags on a single car, most attached to parts that were being tracked by the manufacturer prior to the car’s sale. “We don’t want to talk to 17 tags [on a single car],” Betz states. Therefore, the system is cleverly designed to screen out all tag reads that are not recognized as part of the IDePlate system.

All around the world

The technology has also been piloted in Turkey with vehicles on a testing course of the country’s traffic police, while a trial in Russia tracked the movements of public buses throughout the city of Kazan. Tönnjes and Kirpestein are also in discussions with the Netherlands government to conduct an open-road pilot, and is also in talks with vehicle authorities in that country regarding further pilots of the technology. In addition, the Land Transportation Office, a department of the Philippine Ministry of Transport, has hired Tönnjes to deliver 3.25 million of its license plates for cars and motorcycles. The government is also purchasing IDeSTIX windscreen labels for 775,000 cars, and IDeSTIX Headlamp Tags for 1.7 million motorcycles. n Copyright Emerald Expositions, LLC, 2018. Reprinted from RFID Journal with permission

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LICENSE PLATE MANUFACTURING |

Smart license plate solutions

The accurate and efficient manufacturing of license plates is of increasing importance as the number of vehicles on the roads, all around the world, increases

Words | Dariusz Jarzina, Utal, Poland

Above: Utal’s and the other is a hot-stamping ot least among the many ART machine can machine that dyes the embossed challenges faced by produce 1,000 characters with a color that contrasts transportation authorities plates an hour with the plate’s background. is the efficient and With the market’s demands and accurate production of license plates its own needs in mind, Utal has for vehicles. Aware of this, designed, produced and Utal, a Polish company, is implemented a highly automated revolutionizing the mass machine for the complete production of vehicle license plate personalization license plates with process, along with an ART – an automated online system for production line for The reduction in lead times evaluating the plate’s the personalization achieved, compared with parameters (each plate of license plates – being subject to specific with an order competing solutions, regional controls). management system. when using Utal’s The machine has been The production of automated license plate designed for the highest vehicle license plates is level of automation. The production line, ART usually organized as a twoblanks are stacked in the stage process – the production infeed tray, picked up by the of blank plates and then pick-and-place manipulator and personalization, which covers placed in the press for the embossing placing the main vehicle registration dies – specifically selected tools number and other information, as that form flat metal into the required. The personalization process desired shape. is most often carried out on two This is followed by embossing the machines. One is a press for letters and numbers. The plate is then stamping the individual numbers

30%

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transferred to the dyeing module, where dye is hot-stamped onto the plate’s convex parts in a thermal transfer printing process. At this stage the license plate is ready to be fully verified.

Verification

First, a specialized visual system reads the registration number with an OCR module. Based on the results from the plate’s image, relevant elements are extracted and analyzed accordingly. In this way the following characteristics of the plate are examined: the border line width, the size and placement of the numbers and letters, their conformance with the manufactured array, the uniformity of the background surface, the characters’ color coverage and the completeness of other graphic signs in the plate’s structure. Finally the plates are stacked as requested by the client, guaranteed to fully meet the relevant requirements. Flexibility is a key characteristic of ART. Thanks to Utal’s unique proprietary system for fixing stamping dies in the press table and the intelligent manner of selection and replacement of stamping dies, the machine can produce plates with various arrays of characters, meaning

| LICENSE PLATE MANUFACTURING that their number and location can be changed without resetting the machine. In this way highly efficient and, most importantly, automated serial production of vehicle license plates can be achieved. Even better, customized orders can be produced where character arrays change even from plate to plate (e.g. when producing duplicates). The machineâ&#x20AC;&#x2122;s maximum capacity is 1,000 plates per hour.

Order handling

Another great feature is a dedicated order handling system. The orders are sent to the machine electronically. The specialized software is based on an MS SQL server solution and collects orders sent by state authorities or other specialized institutions. The order database is updated and made available for production in real time. Access to the database is secured with a system of authorized logins. Of the many advantages of this system, ensuring the integrity of production is the most important. This means that an operator cannot produce a plate that is not found in

the database and that any errors in producing the correct array are avoided. Moreover the database system prevents duplicate orders. The orders are transferred direct to the production line, dramatically improving the lead time. The high capacity and ability to quickly modify the personalized plates array greatly reduce the burden of production. Whether producing a long or a short series, ARTâ&#x20AC;&#x2122;s performance remains at a similar level. The automated system reduces the lead time by 30% and the rejection rate to 230 per million, while the general level of customer satisfaction rises. Benefiting from the knowledge, experience and possibilities of a digital world will remain keys success for many years to come. n

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SMART ALPR |

The next step in ALPR Automatic license plate recognition is much more than just a standalone technology that provides independent data for use in specific applications Words | Neil Dillon, MAV Systems, UK

he reality is that today’s automatic license plate recognition (ALPR) cameras, using next-generation models such as the MAV IQ range, form part of a wider framework of technologies that use multiple data sensors in live and AI-based analytic scenarios. The best intelligent ALPR cameras have evolved each year, providing much more than onboard processing and storage options. The key differential within ALPR technology is the ability to offer alignment of causal data with associated peripheral sensors and devices that provide a wealth of data that is tagged for each vehicle’s passage. This enables geographic analyses to be completed with a greater depth of information for comprehensive study of behaviors, trends and responses to traffic stimuli. Such flexibility of intelligent ALPR technology and subsequent compatibility across multiple systems offers opportunities for: • Emissions studies per location; • Emissions impact per vehicle type,

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Above: Intelligent ALPR cameras now provide wide-ranging data streams

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including enforcement of CAZs; • The analysis of traffic volume and dispersal; • Average and spot speed analysis and associated actions; • Journey time management; • Smart city interfacing from parking, highways, inner-city routes, hotels, conferences and events; • Cross-border journey analysis; • Studies on roadwork traffic ripple effect.

While these are examples of applications using ALPR core technology, new applications are continually being developed that embed the benefits of cameras such as the IQ intelligent ALPR range. Steve Walker, managing director of MAV Systems, comments, “Our world has become far more sophisticated and reactive to the environmental impact of our lifestyles. This is necessarily being matched by the technology needed to keep it running efficiently and providing vital information on the consequences of our actions. “With our IQ range, MAV has pioneered some of the most cutting-edge ALPR cameras and, due to customer demand and legislative requirements, the next enhancement is never far away. We now offer a range of combined speed, emissions sensing and ALPR products that open up new, exciting possibilities for our system integrator partners.”

Looking to the future

The future-proofing of technology is a well-worn phrase that is often misrepresented as adding a few spare ports, but companies such as MAV Systems believe this phrase needs to be redefined. Peter Henden, technical director, MAV Systems, says, “Our method of future-proofing ALPR technology, the needs of our partners, and indeed the market as a whole, is to be agile and adopt new technologies quickly and often. To ensure you offer the best technology, you must be constantly evolving and developing the best functionality possible. “At MAV Systems, we dedicate a vast amount of time and funds to targeted research and development. Our specialist team of embedded engineers constantly design and test to see how we can improve and

| SMART ALPR

offer our partners the technologies that will allow more flexibility, further integration and more efficient data collection.â&#x20AC;? This means little without practical applications and MAV Systems is frequently requested to assist with new ways of achieving cost-effective systems that are both hybrids and extensions of its core products. By way of example, the EQ range of gas and particulate sensors can be seamlessly integrated with the IQ to correlate ALPR for classification and emissions data. Integrated systems can collate information on traffic flow, volume, congestion patterns and wait times at traffic lights/junctions and pair this with real-time air quality. This provides a baseline for analysis and enables process improvement through links into traffic control and SCOOT systems. This is not just a retrospective tool; the ALPR can

be linked to control systems that affect traffic flow based on live classification data. The effect of the adapted flow can then be measured using the intelligent ALPR data and emissions sensors. In this way, the traffic model can be optimized and further traffic improvements can be performed at a local level, as well as influencing national policies. Continual analysis of process changes enables impact evaluation to identify best practice and system improvements, thus reducing emissions further.

Improving air quality

With such integration available for emissions regulation using the IQ range of ALPR cameras, low-emission and clean-air zones are being introduced around the world. It is only with sophisticated technology, such as the IQ and EQ, that targeting specific locations for dramatic

Above: ALPR helps with the management of traffic volumes

emissions reduction through traffic control can be effectively conducted. These systems can be further supported by speed regulation using average- or spot-speed integration to provide full traffic control and data retrieval. Such demands have led to the market-leading IQ becoming pivotal in the development of traffic and emission control, regulation and implementation systems.

A smart city enabler

In a data-driven society that is always looking to find efficiencies, ALPR technology is pivotal. Previously only seen as a blunt instrument, ALPR now offers the key to linking smart city technologies that can provide flexibility, open integration and enhanced functionality. MAV Systems believes that it offers the components vital to measuring the impact and efficiency of the rapidly changing world of traffic. n Annual Showcase 2019 | Intertraffic World

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ALPR ENFORCEMENT |

Fighting license plate crime License plate theft is a serious problem that won’t go away unless more robust, secure and reliable systems are developed

Words | Annika Wawersig, DKT, Germany

owadays a modern registration system can do a lot more than simply register a vehicle and its owner. It forms the basis for curtailing theft and insurance offenses, and can – when used to its full extent – increase the security of entire countries. DKT (Deutsche Kennzeichen Technik) is the result

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of the integration of two German market leaders in registration (Kroschke-Gruppe) and traffic engineering (Bremicker Verkehrstechnik) with the same aim – to make life easier and safer for people. Through the combination of these two core competences, DKT has specialized in smart system

solutions and offers customized and modular solutions for states, authorities and businesses.

Raising the registration bar

An integrated registration system starts with high-quality, forgeryproof license plates. For this, DKT relies on German quality, manufacturing plates in a variety

| ALPR ENFORCEMENT of sizes and designs and exporting them worldwide. DKT places particular emphasis on protection against theft.

A widespread problem

The theft of license plates is a widespread problem. This is a matter of concern, as a vehicle license plate is not just a metal or plastic sheet, but rather a document that serves to register and identify vehicles and is thus in particular need of protection. The high-quality plates produced by DKT are fitted with modern security features such as holograms, laser engraving and watermarks. Combined with a third registration label (windshield label) that is equipped with RFID technology and fixed to the inside of the windshield, the result is secure against theft. In contrast to the license plates, this label cannot be removed. It is a forgery-proof document that functions as an effective tool for combating vehicle-related crime. Theft of the license plate thus becomes pointless, as a full

registration set always consists of these three components.

Securely stored database

The RFID chip that is integrated into the third registration element provides access to a database in which all security-relevant information about the vehicle and its owner is stored. This data can then be easily accessed, for example by means of a smartphone, whose own system security provides access controls. The next important step toward an integrated registration concept is the establishment of a centralized database. All relevant data – information about the vehicle owner/driver, driving license, ID card number, insurance number, vehicle details, registration date, photograph, etc – can be gathered and stored in a central location. Participating agencies or authorities such as the police, vehicle inspection authorities, government ministries and insurance companies can gain access to this data and check it online or via an app.

Opposite: Forgeryproof license plates are key to an integrated registration system

The integrated DKT system only shows its full capabilities in combination with leading-edge traffic surveillance technology. In data comparison mode with the central database, modern traffic surveillance offers the highest possible level of security. Conspicuous vehicles are instantly picked out and identified among the rest of the traffic. Camera technology on gantries or cantilever arms ensures uninterrupted surveillance. Data comparison guarantees absolute traffic transparency. Corruption, vehicle-related crime and tax fraud can thus be quickly discovered. These three components – high-quality vehicle license plates equipped with the latest security features, a central database for the professional comparison of data and a modern traffic surveillance system – are the key to a good infrastructure and can improve the security of a country comprehensively. This secure traffic solution can be implemented in a modular fashion and be integrated into existing infrastructure. n

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EASING CITY TRAFFIC CROSS RS 4

Traffic light controller Traffic management center

www.cross.cz

Innovation and ECO Technology

Exchangeable default message at power failure Lowest power consumption Highest MTBF on the market without maintenance. Certified VMS production in Sweden Certified VMS in accordance with EN 12966-1: 2005+A1: 2009

www.triplesign.com - info@triplesign.com - +46 8 626 73 50 Visit us at ITS Singapore 2019 and Intertraffic Amsterdam 2020

| DYNAMIC WEIGHING

A next-generation WIM system A unique WIM system is reducing the chances of scale inaccuracy, because it can take vehicle measurements at any point across the width of a road Words | Patrik Bursa, Cross Zlín, Czech Republic

ne of the world’s first freeflow dynamic weights systems, OptiWIM weighs vehicles based on their full width on the scales, independently of the instantaneous position of the wheels during crossing. It is capable of carrying out extremely accurate measurements. Once certified, it will be the first WIM system worldwide to bring A3 precision according to weigh-in-motion (WIM) standards. OptiWIM also won first place in the Infrastructure category at the 2018 Intertraffic Innovation Awards.

Technology-based fiber optics

The OptiWIM sensor operates solely on the optical principle, without electronic components. The electronics are located in the control unit, not in the sensor, which enables the user to get a large amount of data from the sensor during each measurement, compared with conventional WIM technology. The sensor also enables the user to reliably detect aspects of the vehicle; for example, if double tires or twin tires are used, or underinflated tires in a dual-tire assembly.

High-precision in flowing traffic

The OptiWIM carries out weight assessments with high accuracy across the entire length of the sensor, which means that the recorded value is the same at any point in the width of the road, regardless of where the vehicle passes. This ability to collect data in free-flow traffic is a revolutionary breakthrough in WIM solutions, as current widely used sensors can suffer from inaccuracies or absent measurements in certain parts of a

Above: The OptiWIM sensor is simple to install or remove

road’s lane. The weight assessment accuracy of OptiWIM is also higher than some current solutions. It overcomes the shortcomings other solutions because it is based on fiber-optic technology. A unique OptiWIM sensor feature is its distortion-free compensation with temperature changes, which means it can accurately measure weights regardless of the weather conditions in which it is being used. OptiWIM is also resistant to being affected by magnetic fields.

Low maintenance

Another advantage of the sensor is that it is easy to install and maintain. The system only requires a U-shaped

bed for it to be placed into in a road’s surface. Once the U-bed is installed, the sensor’s maintenance (and possible replacement after its lifetime of 10 years) consists only of replacing its insides, without the need to damage any other part of the road’s surface.

New application uses

OptiWIM overcomes the limitations of other current WIM technologies. It represents a new generation of WIM that enables the rapid development of direct enforcement, as well as contributing to the growth of a new category of required tolling application: toll-per-ton (also known as toll-by-weigh). n

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SMART SIGNS |

Future-proof VMS Variable message signs will be an integral element of ITS for many years to come – so road authorities should choose the safest, most environmentally friendly technology Words | Hans-Ivar Olsson, Triplesign, Sweden

ntelligent transportation systems have created a completely new world for traffic safety and the management of traffic flows. In this new world the need for flexible and cost-efficient systems to communicate with road users is enormous. As data-collection technology develops and becomes more economical, the need to display correct information, gleaned from the data, to drivers increases. For example, it is important for drivers to be informed about current and upcoming hazards, such as wind speeds on bridges, the presence of ice or snow on roads, accidents and road works, so they can make more informed decisions about their journeys.

Right: Triplesign VMS can now be powered using only solar panels

Data sharing

A variable message sign (VMS) is an ideal choice to communicate such information to drivers instantly. It is therefore highly important for road authorities to choose the most efficient, versatile, environmentally friendly and safest VMS solutions. The Triplesign prismatic VMS does not consume any power when data, all while displaying information, maintaining low unlike LED VMS, power consumption. which require Triplesign constant and The average energy has developed significant power to consumption of the communication systems display messages. Triplesign VMS for integration with V2I It may display the and I2I networks, as well same image or message as traffic management for long periods, but the centers. In developing these Triplesign VMS is also systems, Triplesign has always ready to display new managed to reduce the power information – in a matter of consumption of a new remote seconds – when it receives new

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communcication system drastically. This breakthrough reduces the average power consumption for a Triplesign VMS in standby ready for command to 1.5W.

Solar power

The sign is able to operate 24/7 almost anywhere in Europe, equipped with only a 30-70Ah battery and a 20-60W solar panel. It can be installed into existing traffic applications in a matter of hours and

| SMART SIGNS

does not need to be connected to a power supply. It therefore greatly reduces time and costs for road authorities wishing to deploy it as no digging for the electric supply is needed - keeping risks and costs of road work to a minimum. It is very important for authorities to take responsibility for their environmental impact and they must work toward minimizing their carbon footprint. Triplesign VMS integrated into ITS solutions can help minimize carbon footprints, because installation does not require heavy machinery and the sign itself does not consume power from an external source. The VMS signâ&#x20AC;&#x2122;s role in traffic management and helping to make traffic more efficient can also help to reduce the carbon footprint.

Top: The maximum power consumption of the Triplesign Prismatic VMS compared with a full matrix LED VMS, 600W/m2 Middle: Values are based on an average of the solar irradiation for the largest capitals of North Europe Below: Battery capacity needed is based on daily power consumption doubled

A standalone system

The Triplesign prasmatic VMS is safer than traditional LED VMS, because they rely on an external power source â&#x20AC;&#x201C; and if the power source disappears, then the sign is unable to display information. The top graph shows a comparison between the maximum power consumption of a traditional LED VMS (which uses 600W/m2) and a Triplesign VMS with a maximum power consumption of 2W, regardless of the display area. VMS signs will be required in ITS for as long as human drivers are on roads. The door is now open for developments to be made in V2X and I2I in ITS applications. Triplesign is now focusing on co-operation with other ITS-companies to deliver complete solutions that can be easily and efficiently integrated into existing transportation systems while adding intelligence and functionality to road networks. n Annual Showcase 2019 | Intertraffic World

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ITS LIGHTING |

Seeing the light Intelligent Transportation Systems need well-designed lighting systems to function well. Here are some important factors to consider Words | Jools Hudson, Gardasoft Vision, UK

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he successful implementation of intelligent transportation systems (ITS) is often dependent on the correct interplay of many individual components. Frequently, technology such as cameras gains the primary focus, with lighting considered only at a later stage of specification and design. This approach can result in a system that fails to meet the required levels of performance. ITS systems are dominated by LED lighting because of its good reliability, high luminous intensity and flexible operation. Careful design and implementation of lighting can have a hugely beneficial effect on the finished ITS by reducing the demand on the camera to derive useful images, or by enabling greater

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Above: The angle of illumination is an important factor to consider when installing lighting for ITS

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functionality from the system. A high-performance camera can be expensive and anything that reduces demand on its capabilities should merit serious consideration from the very beginning of the design process.

Let there be light

Purchasers of ITS lighting solutions may wish to go to a specialist manufacturer. The lighting supplier may ask, “How much light do you need?”, and this can be a difficult question to answer. An entire traffic area/network may require adequate light intensity over several tens of meters across several road lanes. Confusion could arise from a lack of illumination standards, particularly because power input into a lighting product may not directly translate to

illumination power. Many users may need to maximize the amount of light reaching the area where the images are captured and this requires careful consideration of the beam angle. Lighting that is designed to produce a well-defined, powerful beam at an optimum angle and wavelength, such as the VTR series from Gardasoft, could contribute toward a system that can capture high-quality images while minimizing the cost of components, the energy consumption, and the amount of wasted light.

Flash of illumination

The intensity of the light required should be determined at the point at which the image needs to be acquired, through synchronization

| ITS LIGHTING

between the lighting and camera. In addition, it’s worth considering that some ITS applications – such as speed enforcement and red light enforcement – rely on several bright flashes in quick succession. Gardasoft ITS traffic strobes are particularly suited to such applications because of their ability to provide rapid, accurate and high-intensity pulses of light. Gardasoft lights are also able to rapidly alter the frequency and intensity of pulses to maintain correct illumination at varying distances as the target distance changes, or to capture varying details from the vehicle.

Regarding wavelengths

One might initially think that choosing lighting wavelengths in ITS

lighting applications is simple, but it is important to consider many operational details and system requirements before making a final decision. Factors such as whether color imaging or 24-hour capability are needed, the design of the license plate, and the nature of the information to

Above: For enforcement, making plates and windscreen stickers visible is the top priority for lighting systems

Glare stats White light is effective in illuminating transportation networks, but it can distract drivers •7 40nm is transmitted well through windscreens • 850nm gives optimum camera sensitivity, but is visible • 940nm is almost totally covert, but camera sensitivity is low

be extracted from the image, should all influence the final choice. As well as this, the need to avoid distracting drivers (with light that is too bright) must never be overlooked.

Intelligent design

There are many factors that should be taken into account when specifying lighting for ITS applications. Some factors are vital, or relevant, to say the least, in a specific implementation and it’s important to note that lighting designed for traffic applications is likely to be an essential part of the solution. Expert advice from an established company such as Gardasoft Vision, should be sought at an early stage, to ensure that the relevant factors have been adequately considered. n

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Lighting the Way in ITS Technology Leader for Vehicle Imaging • Highest intensity illumination • Fast, accurate strobing • Easy integration with camera and lens • Ethernet connectivity for quick setup • High reliability, IP rated • Custom parameters and form factor • Free-flow tolling

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Telephone: +44 (0) 1954 234970 | +1 603 657 9026 Email: vision@gardasoft.com

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| ALPR SYSTEM

ALPR access at all levels A multiplatform, fully flexible ALPR toolkit is necessary for OEMs to be able to implement future-proof solutions for access control, fleet management and intelligent transportation systems Words | Endre J Tóth, Carrida Technologies, Germany

horoughly tested and proved in access control, tolling and traffic monitoring applications around the world, Carrida Technologies’ ALPR toolkit for OEMs is a fully developed software suite that is hardwareindependent and can process most image and video file formats, as well as video streams. The software currently supports license plates from 62 countries in all continents and the modular software is complemented by a comprehensive range of hardware accessories and fully fledged, robust ALPR cameras with guaranteed compatibility. It can read stacked license plates, and those with different scripts/fonts, special characters or different sized characters.

Above: Carrida ALPR systems are weatherproof and can operate in low visibility, thanks to IR illumination

The latest Carrida version 4.3.0 runs on devices that use Windows, Linux and Android operating systems. The system’s compatibility with Intel – and various other ARM (advanced RISC machine) processors – enables OEMs to accommodate customer preferences according to their chosen hardware. Furthermore it enables integration into existing infrastructures and setups where images and videos from heterogeneous sources need to be processed. Users were already able to access certain Carrida applications remotely via intuitive web graphical user interfaces (GUIs). The software update now provides a rewritten web interface and ALPR server for

the ARM version, with further optimized usability. Another major addition is a RESTful application programming interface (API) – an allnew solution for cloud integration that has been successfully deployed in a cloud version. Once it is implemented in any cloud, users are able to access all Carrida functions via the cloud without having to install the software on their own device.

Quick and accurate

The Carrida ALPR library requires minimal configuration. With a typical processing time of 15-20ms and a recognition accuracy of more than 96%, it is very fast and precise. Users can choose between five modes – from best reading accuracy to

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ALPR SYSTEM |

fastest operation. The software can reliably identify dirty, damaged or skewed license plates and suboptimal or changing lighting conditions do not affect operation. To optimally use available CPUs and minimize processing time, the library offers intra-image and inter-image parallelization, where each individual image or various queued images can be processed in different threads. The two strategies can even be employed simultaneously. Users can also pick the most suitable mode for processing videos: the software can merge multiple readings and report detected plates only once. It can do this with a delay in order to increase accuracy. ALPR detection can be limited to frames where motion has been detected. This gives faster overall performance, which is important especially when live streams are being processed with less advanced hardware. The software also provides comprehensive functions for parking

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Above: Carrida automatically detects and classifies license plates and auto models

Intertraffic World | Annual Showcase 2019

management: blacklist/whitelist access control; and license plate logging. Cameras can send control commands to operate barriers. Multiple cameras with a master-slave configuration can control all access points in any given application. The modular Carrida software and hardware components can be networked with gates, barriers, ticket printers, weigh stations, undervehicle scanners (UVS) and other relevant equipment. OEM customers have also implemented interfaces to radar and lidar sensors.

OEM ALPR camera

Carrida Technologies provides a networkable OEM camera that runs the Carrida ALPR software, with a full license and full manufacturer warranty, for as little as â&#x201A;Ź1,000 (US$1,160) for larger quantities. This embedded vision system is designed for easy integration into OEM applications. For example, it can optionally function autonomously and control gates.

The camera includes optics, IP67 weatherproof housing and infrared illumination for good visibility in low-light conditions. Thanks to a very low power consumption of less than 3W it can also act as a standalone system, powered for example by photovoltaic cells, which enable use in fully selfsufficient remote applications with minimal maintenance. The camera features a real-time clock that ensures internal datalogging with correct time stamps. Various interfaces provide excellent connectivity: a Gbit Ethernet interface, an encoder interface, two interfaces for external lighting, an RS-232 (optionally RS485) serial interface, four inputs and four outputs. The Carrida offer is completed by modular hardware components: the VC Flash infrared lighting module and the Q-Board printed circuit board, which turns conventional internet protocol (IP) cameras into intelligent ALPR cameras at a minimal cost. n

Your ALPR/ANPR Software Engine [ [ [

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Typical Applications • Access Control • Law Enforcement • Urban Planning & Traffiic • Management of Transport Fleets and others

Features • Typical reading accuracy >96% including damaged plates, angle correction etc. • Hardware platform independent: Windows, Linux & Linux embedded • Processing time: 30 ms (platform dependent) • Quick & easy configuration

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POLLUTION MANAGEMENT |

Emission control Can technology act as a solution to air pollution? Words | Roberto Ruiz and Ángel Duarte, Lector Vision, Spain

he global population continues to grow at an exponential rate and much of this growth is concentrated in large cities. Although mobility is a fundamental pillar to supporting economies across the globe, it generates pollution, which can aggravate symptoms for sufferers of asthma and allergies and can worsen respiratory and visual problems. In fact, a report by medical journal The Lancet found that one in six deaths is linked to pollution. This will be, if it is not already, one of the biggest challenges that our society will ever have to

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Above: Vehicle emissions have contributed to the issues of smog affecting urban spaces globally

Intertraffic World | Annual Showcase 2019

overcome. In 2015, Europe invested €1.4tn (US$1.6tn) – which, according to the World Health Organization, is equivalent to 10% of the continent’s GDP – into improving the quality of the environment, thereby reducing the number of deaths caused by it. Problems on as grand a scale as pollution require short-, mediumand long-term solutions – but what measures are cities taking to mitigate the effects on the environment? And can technology help resolve the issue? Governments have access to a wealth of mobile fleet data, but it is not always easy for them to connect this valuable information

from databases with current, noncollaborative traffic. This is where automatic license plate recognition (ALPR) can play a key role as a solution, because it can interpret current situations on roads and contrast them with government databases and others. With these two variables, road operators can estimate the pollution emitted by traffic in a given area. If, using ALPR, it is determined that pollution limits of PM 2.5, PM 10, NOX or CO2 are exceeded, traffic operators can take measures to reduce emissions.

| POLLUTION MANAGEMENT Average speed

In instances where vehicle emissions are high, reducing the speed limit is an effective way to cut emissions from traffic. The maximum allowed speed is one of the most frequently used and most effective ways of doing so. And one of the best means of ensuring that a vehicle complies with the speed limit is not just laser or doppler radar technology, but in fact measuring its average speed across a given length of the road. help the public comply with By using multiple ALPR restrictions. In instances of systems positioned at violations, vehicles are different points along a identified and penalized stretch of road, precise according to their license calculations can be made plate. about the legality of The proportion of speeds vehicles have Europe’s GDP that is traveled along it. An integral solution invested in environmental Another measure taken Lector Vision believes that by authorities to minimize ALPR cameras play a crucial improvement measures vehicle emissions is role in achieving a solution for prohibiting the movement of the problem of environmental certain vehicles. This is done by pollution in our cities. The obtaining their registration company has created a complete criteria, or their emission criteria (for intelligent transportation system example, ‘prohibited to drive with solution that, among other functions, B-rated diesel vehicles’). Once again, can obtain necessary data to help ALPR solutions are being used to authorities to achieve cleaner air. n

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Above: Traffic Eye from Lector Vision is an allin-one solution featuring a camera, processing unit, lighting and electronic controls

www.lectorvision.com

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SIGNAL CONTROL |

Latin American signal solutions Despite chronic and systemic infrastructure issues, it is possible for Latin American nations to benefit from adaptive traffic management systems Words | Gustavo Rios, TrafficLight, Mexico

odayâ&#x20AC;&#x2122;s streets in Latin America have seen the growth in traffic infrastructure that comes with the economic development of the region, yet improving traffic flow further has proved to be a big challenge for cities in the region. â&#x20AC;&#x153;As intelligent transport technologies continue to update and open new solutions in the market, the challenges for implementing responsive traffic management solutions in Latin America continue to grow,â&#x20AC;? says Abelardo Bonilla of TrafficLight R&D.

Right: The lack of adaptability to the current demand creates traffic knots in Puebla, Mexico

Contravening best practice

In contrary to the best practice approach to standardizing communication protocols for ITS, as seen in most countries in Europe and North America with communication protocols such as NTCIP and OCIT, most Latin American countries lack any such standardization. The variety of communication protocols used in traffic controllers and traffic management software over the years has resulted in cities in the region having in their traffic infrastructure a number of traffic controllers that are unable to communicate with each other. This has provided road authorities with a major headache, as to ensure compatibility they will have to

Problems across the board

The difficulties in building and enabling a traffic management center can be found at all levels. Often having less authority than departments of mobility in other developed nations, Latin American transport authorities are not recognized as independent bodies but are under the control of municipal governments. This reduces the opportunities for decision making, budget investment and longterm planning, as matters considered more pressing are given more attention, which often leads to badly maintained infrastructure. Because there are a limited number of specialists working on traffic technologies, a fragile situation now exists in which there is an incompatibility between many of the traffic technologies and systems.

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As ITS updates, the challenges for implementing responsive traffic management solutions in Latin America continue to grow Abelardo Bonilla TrafficLight R&D

Intertraffic World | Annual Showcase 2019

replace a large part of their current traffic controller systems. Due to the lack of standardization between systems, in many places it is still common to see the majority of intersections being run in isolation without any ability to communicate with subsequent intersections. This limits the ability to coordinate traffic lights for better traffic flow. For such effective coordination, the reliability and quality of communication is key. As well as traffic controller communications protocols, ITS, VMS, CCTV, traffic counting and tunnel management all have their own levels of autonomy, meaning an extra degree of integration for implementing an effective adaptive traffic control center is required. Today a variety of equipment and software solutions are available, ranging in degree of complexity of installation, capacity of integration and budget availability.

The keys to success

For a fully responsive system to be managed in real time, a steady and

| SIGNAL CONTROL

Above: Few cities in Mexico are able to change the phases from an intersection remotely Left: The proper management of information enables traffic managers to simulate and handle diverse traffic scenarios

fast telecommunications infrastructure needs to be implemented across a network in order to allow sensors, presence detectors and IoT technologies to communicate bidirectionally to the system. Such communication can be

through fiber-optic, wi-fi, Bluetooth or Zigbee protocols. Most cities in Latin America lack the planning for, and implementation of, fiber optics for the development of their traffic management, which means that some communications

between controllers are being performed through somewhat unreliable radio-frequency antennas. Partial or full financing of the required systems by private organizations allows the authorities to have technologies available that are otherwise not affordable. Such public-private relationships allow authorities to minimize risk, reduce implementation times for the project and reduce overall costs. In other public services, such as public lighting, cases have shown that a private party is capable of providing an effective and reliable service by designing, implementing, operating and maintaining the project and its assets. This gives the cities the possibility of obtaining all the benefits from the project, with specialized guidance for better and more accurate long-term investments. One thing is for sure: Latin American cities are growing bigger and the need to solve the increasing traffic congestion and reduce the number of incidents should be a top priority for all city planners. n

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PORTABLE WIM |

WIM: proving and improving

The use of WIM systems for direct enforcement is not necessarily the most effective way for road operators to manage overloaded vehicles on highways Words | Daniel Kneubühl, Haenni Instruments, Switzerland

ntil the 1960s, the platform scale was considered the sole usable means of determining the weight of goods vehicles. Following this, the introduction of portable static wheel load scales considerably influenced weight enforcement because measurements could quickly be made with this equipment, practically anywhere. However, there were sometimes problems with the accuracy of portable static wheel load scale results, which was frequently falsely attributed to the scales. Upon closer examination, it was established, in most cases, that the errors arose from improper use of the scales. For example, the process of leveling in the sequential measurement of multiple axle systems was skipped. Today these problems are known by the users of the scales, so the errors are avoided

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Above: A full mobile weighing system can be set up in less than 10 minutes

Intertraffic World | Annual Showcase 2019

and thus the use of portable static wheel load scales for weight enforcement has become a generally recognized method. The accuracy lies only slightly below that of platform scales, providing that the product used has been approved in accordance with the Organisation Internationale de Métrologie Légale. Direct weight enforcement could be carried out only in static modus, with mobile patrols or stationary systems such as weighbridges. So far, WIM systems have been used for pre-selection or data collection purposes only. Nevertheless, there is a tendency to feed the big data pool with WIM data without a strong need. With the increasing use of WIM systems, problems may arise that are similar to when using portable wheel load scales. In addition, for many users, knowledge about the precision of WIM systems is limited. On one hand, there are

potential customers who require precision within 1%, including when vehicles are traveling at high speeds, and on the other hand there are frustrated users of WIM systems who consider the results achieved as absolutely unusable (or too ‘inaccurate’). Where does the truth lie? To get to the bottom of this, one must fully understand the scales.

Theory versus practice

A vehicle has a certain mass and this mass is independent of whether the vehicle is stationary or moving. All known scales are based on the principle of force measurement. For example, the force that is created by the mass, and the acceleration of gravity, is measured. If acceleration increases too much, measurement errors could occur. Therefore with a conventional (static) scale, the weight applied must first be brought to rest before a reading can be taken.

| PORTABLE WIM This is not possible in the case of dynamic vehicle scales. Even when the system is very accurate, road and vehicle conditions can significantly affect the accuracy of the WIM measurements taken. But even if these external factors could be eradicated and, as a consequence, the WIM systems were technically reliable enough for direct enforcement, then should they be used? The funds collected through fines would never be enough to cover the repair costs for the roads damaged by these trucks. Therefore, would it not be better to stop and immediately unload potentially overweight vehicles? In addition, according to a study by the University of Manitoba, Canada, mobile solutions for weight enforcement are 30 times more effective in detecting violations than permanent weigh stations. WIM systems â&#x20AC;&#x201C; data collection, pre-selection for direct enforcement, statics, and automated tolling by weight â&#x20AC;&#x201C; have undoubtedly brought enormous benefits to road management, arguably more so than direct enforcement. n

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WEIGHING SCALES|

Milestones in weighing Weigh-in-motion scales have improved considerably over the past 40 years and they continue to be used in an increasing number of applications Words | Jon Arnold, Intercomp Company, USA

his year marked the 40th anniversary of manufacturer of vehicle scales and sensors Intercomp. Basing its products on strain gauge load-sensing devices, the USA-based company leverages the highly accurate technology and its inherent performance characteristics that include stability over time and during changes in temperature. Although strain gauge load cells are widely seen as the most accurate and are the most widely used in static truck weighing for direct enforcement, the technology has been developed to be effective for weigh-in-motion (WIM) use as well, operating at both low and high speeds.

Below: Strip sensors can be as thin as 2.8in

In-ground WIM

Defining the metrological requirements for WIM instruments for weighing vehicles, OIML R-134 is

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an international standard that is referenced in many countries, either directly or indirectly, through national legislation. Scales that are certified to these standards can then be used in a variety of applications that require these performance

certifications. In 2018, three scales manufactured by Intercomp passed certification testing for compliance with OIML R134. The LS-WIM axle scale performs highly accurate axle and gross vehicle weighing under 6mph (10km/h). Used in countries that have LS-WIM approved for weight enforcement, the scales are also installed in low-speed screening, industrial check weighing, electronic toll collection (ETC) and automated gate systems. Installed in a frame approximately 12in (305mm) deep, the scale covers the width of the lane. Using the same technology, but with entirely different dimensions, Intercomp manufactures a strain gauge-based sensor with a nominal sensor size of 2.8in (70mm) wide, less than 3in (75mm) high, and ranging from 39-79in (1-2m) long.

| WEIGHING SCALES These strip sensors have also passed certification performance testing over a wide speed and temperature range. Embedded in the roadway surface and operated in pairs, they provide operators with accurate measurement of wheel, axle and gross vehicle weight (GVW) at speeds ranging from 2-80mph (3-129km/h). The small sensor depth and form factor enables rapid Capable of operating in installation in a vehicle weigh-in-motion and static lane in a single day. With mode, Intercompâ&#x20AC;&#x2122;s LS630The maximum speed at the benefits of increased WIM has already been operational speed range certified to NTEP which the strip sensor can and minimal civil works standards in the USA. provide an accurate when compared with Deployed with rollmeasurement of wheel, some WIM scales, the strip up ramps, the scales sensor is used in a variety communicate wirelessly axle or gross weight of low-, medium- and highto an indicator for low-speed speed weighing applications. screening of axle and gross vehicle weights, or stopping the vehicle on the scales for legal Portable scales weight-enforcement purposes. In addition to in-ground WIM Testing has been done to OIML scales and sensors, Intercomp also R134 WIM certification level, and constructs a wide range of portable Above: Portable the future steps for the scales include scales. These portable scales have scales can operate OIML R76 for static performance undergone testing for both WIM in both weigh-intesting to that international and static performance certification motion and standard as well. to meet different standards. static modes

80mph

Integrating strain gauge technology into a low-profile scale, the LP788 wheel load scale can be transported by a single person. It weighs just 39 lb (17kg) and has a scale platform height of only 0.85in (22mm). Deployed in sets for weighing in various locations, the scales are solar powered and wirelessly communicate with indicators and software. The LP788 gives users of portable scales a product unmatched in performance. Already NTEP approved for enforcement use in the USA, certification testing for OIML R76 static weighing is currently in progress. The diversity of options for in-ground and portable WIM and static scales and sensors from a single manufacturer gives users a wide range of products to choose from depending on the weighing requirements. Leveraging advances in its technology, Intercomp is providing performance-tested weighing devices to acquire vehicle and weight information wherever it is required. n

Seasons Change Your Calibration Shouldnâ&#x20AC;&#x2122;t Have to Weigh-In-Motion Strip Sensors

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Worldwide UK

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Langmatz guide product range For safer roads! Langmatz is the organising force behind modern traffic infrastructure. Ensuring safety.

www.langmatz.com

1,219m (4,000ft)

The length of the Guoliang Tunnel in China, carved into a mountain by 13 local villagers

| FAST FACTS

The number of lanes on sections of Interstate 10 in Texas, making it the widest freeway in the world

48,000km (30,000 miles)

The length of the world’s longest road, the Pan-American Highway – it is three times longer than the second-longest road and crosses 16 countries, from Canada to Peru

Infrastructure Facts and figures about the physical features of our road networks

1916

420,000

The number of vehicles that drive on Highway 401 – North America’s busiest highway – every day

52%

The proportion of German autobahns without a speed limit

The year a ‘No left turn’ sign appeared in New York, the first of its kind in the world

4,000,000 miles (6,600,000km)

The length of all US roads combined – the longest and biggest network in the world. It comprises 2,700,000 miles (4,300,000km) of paved roads (47,430 miles/76,334km of expressway)

US$14.8bn

The eventual cost of Boston’s Big Dig, the world’s most expensive highway project. Beginning in 1991, it was completed in 2007

Turn the page for new products and technologies being used for road building Annual Showcase 2019 | Intertraffic World

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INTERNATIONAL CROSSING |

China Russia

Where meets Virtual 3D models created using Building Information Modeling (BIM) techniques have been key to the planning and ongoing construction of the Heilongjiang River Road Bridge – the first road connection between Northeast China and the Russian Far East Words | Steve Cockerell, Bentley Systems, UK

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by 2,200 miles (3,500km), creating alk of a cross-border road an important new link in the Chinabridge from China’s Mongolia-Russia Economic Corridor Heilongjiang Province (part of the Silk Road Economic to Russia’s Amur Oblast Belt), which is predicted to began almost three decades eventually increase cargo ago. Today, construction is turnover tenfold. underway on the US$350m Construction began in Heilongjiang River Road November 2016, with the Bridge that will connect bridge scheduled to open the city of Heihe, in in October 2019. An China, with The budget for building the agreement between the Blagoveshchensk, Russia, international Heilongjiang two nations called for creating the first highway China to build four miles connection between River Road Bridge, due to (6.5km) of the structure, Northeast China and be completed in 2019 starting in Changfatun the Russian Far East. Village, a suburb of Heihe City, The bridge will shorten the while Russia will build 8.3 miles trade route to Far East Russia

Intertraffic World | Annual Showcase 2019

US$350m

| INTERNATIONAL CROSSING

3,500

Above: BIM software creates highly accurate 3D models of infrastructure for planning and construction management

Heihe

Left: The bridge will connect Northeast China and the Russian Far East for the first time

The kilometers (2,200 miles) that will be shaved off the trade route between China and Russia when the new bridge opens in 2019

(13.4km), starting in Canikulgan Village. The Russian team is also tasked with connecting the two bridge sections. The 12.4-mile (19.9km) route will incorporate a 4,212ft (1,284m) bridge that will span the Black River Basin. This sensitive location is subject to extreme seasonal temperature variations and strict environmental protection, creating challenging conditions for construction. To address these challenges, the contractor responsible for all civil construction, Long Jian Road & Bridge, implemented a BIM approach

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AD_ITW_215x275mm_EN_I19_HR.pdf

03-10-18

10:46

The leading traffic technology events connecting traffic professionals worldwide INFRASTRUCTURE • TRAFFIC MANAGEMENT • SMART MOBILITY • SAFETY • PARKING

Save the dates for our upcoming events

ISTANBUL - TR 10 - 12 APR 2019 SHANGHAI - CN 27 - 29 MAY 2019 JAKARTA - ID 6 - 8 NOV 2019 MEXICO CITY - MX 12 - 14 NOV 2019 AMSTERDAM - NL 21 - 24 APR 2020

Organised by:

In partnership with:

MÉXICO

www.intertraffic.com

Images: Rogatnykh, Shutterstock

| INTERNATIONAL CROSSING

25%

based on Bentley applications. ProjectWise, a Bentley-owned collaborative construction management and information sharing platform, was used to optimize project coordination.

Efficient planning stage

construction management and trained its personnel in BIM methodologies. The goal was to meet well-defined objectives in terms of cost, quality and safety, while reducing material waste, deploying machinery effectively, and using manpower efficiently. The project team researched and developed standardized 3D design modeling methods that enabled its members to collaborate effectively. The design team used OpenBridge Modeler software, which has 3D parametric modeling capabilities, to achieve the required degree of accuracy for the bridge’s superstructure. The integration between OpenBridge Modeler and OpenRoads modeling software enabled precise positioning of the substructure and customization of more than seasonal weather extremes, 60 structures. As a result, ice floes, limited channel The efficiency improvement the efficiency was 50% width, and a protected gained by using BIM better than when using river basin. To overcome traditional methods. the hurdles and meet the workflows when compared ProjectWise enhanced project delivery deadline, with traditional collaboration and the team had to accomplish management coordination among key objectives: rapidly the different disciplines methods build a bridge model within involved in the construction, tight time constraints, create a creating a common data digital environment to manage environment that allowed all and exchange all civil design participants to share, review and information, and define a BIM update information in real time. This strategy that enabled the 3D collaboration accelerated decision monitoring of incremental bridge Above: Heihe, making among management teams. launching. in China, viewed The project team also used Long Jian Road & Bridge used from the Russian visualization capabilities to Bentley’s platform for BIM-enabled shore

Long Jian Road & Bridge chose the incremental launching method for construction of the bridge, which is a low pylon, cable-stayed structure. This method can save time, money and space while minimizing disturbance of environmentally sensitive areas. The site posed numerous obstacles to construction progress, including

Project summary Adding up the benefits of BIM in critical infrastructure construction Project objectives • Construct a 12.4-mile (19.9km) roadway from Heihe, China, to Blagoveshchensk, Russia, with a 4,212ft (1,284m) cable-stayed bridge across the Heilongjiang (Amur) River; • Implement a BIM platform for collaborative modeling and management of civil construction; • Achieve real-time visual tracking and monitoring of the bridge’s incremental construction.

Bentley software used • AECOsim Building Designer, ContextCapture, Descartes, LumenRT, MicroStation, Navigator, OpenBridge Modeler, OpenRoads, ProjectWise, ProSteel, ProStructures and RM Bridge. Fast facts • MicroStation and ProjectWise provided a common modeling environment for 5D construction information management and realtime collaboration;

• The bridge superstructure and 60 associated structures were precisely positioned and customized with OpenBridge Modeler; • ContextCapture helped reduce overall land use by 770m2 (8,290ft 2), minimizing the impact on the sensitive river basin environment. ROI • Material waste was reduced by 1%, and machinery and labor were used 15 times more

efficiently than predicted; • Cost of schedule deviations was limited to under US$73,000; •P rojectWise software optimized coordination and improved project management efficiency by 25% over traditional methods; • Bentley applications enabled a 30-ton reduction in material consumption, compared with original estimations; • Construction coordination and inspection time was 30% less than allocated.

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INTERNATIONAL CROSSING |

communicate complex working procedures and to provide visual data. iModels, 3D PDFs, printing, construction simulations and virtual reality applications improved understanding of design intent, project progress and desired outcomes. These capabilities were especially helpful when communicating with the many levels of management on each side of the China-Russia border. The visualization technology for technical project management reduced time spent in meetings and on inspections and increased quality assurance. With fewer conflicts, construction progressed on schedule.

Measurable returns

3,000,000

Images: Bentley Systems

BIM workflows allowed the management team to perform 25% more efficiently than when using traditional methods. The Long Jian Road & Bridge team also achieved benefits at each stage of the project, using 3D models to inform optimal material quantity calculations, and efficient deployment of personnel and machines, which reduced rework and costs. Careful site planning reduced the construction area by 6,674ft2 (620m2), making a smaller footprint in the sensitive river basin. The project team reduced overall land use for

The projectâ&#x20AC;&#x2122;s successful the bridge and civil progress on-site is mostly infrastructure by 8,300ft2 due to BIM-enabled (770m2), saving an construction estimated US$14,500. The metric tons of cargo that management. To date, Bentleyâ&#x20AC;&#x2122;s parametric are expected to be shipped Long Jian Road & Bridge modeling capabilities over the Heilongjiang River has achieved a number conserved engineering of critical objectives, resources by reducing Road Bridge, annually including reducing errors and rework. material waste by 1%, using Construction coordination machinery and labor 15 times and inspection has so far taken more efficiently, and keeping the about 30% less time than cost of schedule deviations under predicted. Calculating material US$73,000. Upon completion, the quantities with software applications project team will turn over the reality ensured that procurement was model-based asset management supplied with accurate amounts. database to the owner for use in Material consumption was reduced the operation and maintenance by 30 metric tons, saving a further management phase. Long Jian Road US$14,500 on the project. & Bridge will continue to apply BIM advancements on a company-wide basis, defining standards, processes and specifications for its future bridge projects. Chinese officials estimate that the Heilongjiang River Road Bridge will enable the transportation of more than 3,000,000 metric tons of cargo and 1.5 million passengers per year between China and Russia. The Left and above: increase over present day totals Relying on a digital of 10 times the cargo and twice model helped save the passenger traffic will make an time and money important contribution to Chinaâ&#x20AC;&#x2122;s One Top left: The Belt and One Road Initiative, serving Russian city of to revitalize northeastern China. n Blagoveshchensk

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Intertraffic World | Annual Showcase 2019

Connecting global suppliers with traffic professionals across the region INFRASTRUCTURE • TRAFFIC MANAGEMENT • SMART MOBILITY • SAFETY • PARKING

Intertraffic China is the yearly event for traffic and mobility experts in Asia. Professionals gather to exchange knowledge, create business alliances and discover the opportunities of the Chinese market. Strong focus on ITS Export route on show floor International conference programme

Exhibitor 2018, Borum A/S

“Intertraffic China is well known within our industry nowadays. It is a great platform to connect with potential customers.”

Matchmaking & international networking Field trip & expert sessions

27 - 29 MAY 2019

Startup platform ITSUP NATIONAL EXHIBITION AND CONVENTION CENTER

SHANGHAI - CN Organised by:

www.intertraffic.com

SURFACE CLEANING |

Road-marking machines Vehicles that grind, groove and cut rumble strips, lay down markings and prepare surfaces are essential to road networks Words | Adam Baldwin, Hog Technologies, USA

aterblasting Technologies has announced its new name: Hog Technologies. The new name represents a combination of the Florida-based company’s first signature product, the Stripe Hog, and its products’ continuous technological breakthroughs in road marking removal and pavement maintenance. The organization has developed an entire Hog family of products – the Paint Hog, Rumble Hog, Surface Hog – that offers a wide variety of solutions to the industry.

Below: The Ground Hog does not rely on hydraulics

A waterblasting system

The award-winning, industry-leading Stripe Hog waterblasting system is used in 80 countries worldwide. For six consecutive years, it has won Roads & Bridges magazine’s prestigious Gold Award for pavement marking removal. The Stripe Hog, using 2,750 bar of water pressure, has, the company claims, the fastest removal rates in the

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industry for the removal of thermoplastic, cold plastic, two component, epoxy, tape, solvent and waterborne paint. The machine can also remove thermoplastic at 1,980 linear m/hr. The Stripe Hog features: simultaneous removal of parallel markings with its double blasting heads in side-by-side configuration; rapid removal of single, continuous lines with its double blasting heads in tandem configuration; cleaning and rejuvenation of the retroreflectivity of thermoplastic and cold plastic markings; and simultaneous vacuum recovery that allows for the application of new markings in as little as 15-20 minutes. The Stripe Hog was designed and built by contractors, for contractors. Each Stripe Hog is rugged, reliable and has received praise from some of the most demanding contractors in the world.

Laying lines

The Thermo Hog thermoplastic line truck is another new product from Hog Technologies. It can lay stripes down with speed and efficiency due to the revolutionary Hog Melter, which rapidly melts thermoplastic. The Thermo Hog continuously melts thermoplastic at 3,628kg (8,000 lb) per hour, per color. It also has space to carry material in dry powder form, to be melted when needed. Significantly, the machine only requires one

person to load the thermoplastic into the melter on the truck; traditionally, this task would require two people. Other features of the Thermo Hog include: its automatic conveyor, which reduces back injury and fatigue; its 45-minute start time, from cold thermoplastic to laying stripes, which reduces downtime; and its steady stream of hot oil passing through the melter, which melts the plastic all over – not just from the bottom, as with traditional melters.

A customized machine

The Paint Hog applies waterborne markings to roadway and runway surfaces. Available in both atomized air and airless models, it is one of

| SURFACE CLEANING

500

The number of hours each Hog Technologies product is tested for before being released to the market

Hog Technologies’ most highly customizable vehicles. It allows the operator to use paint tank sizes, paint brands and bead guns, chassis and safety packages of their choice with it.

However, the Rumble Hog can also be fitted internationally to a locally sourced chassis, as long as it meets the necessary engineering specifications.

Marking removal

The HT1000SR Ground Hog is a walk-behind, self-rotating, 2,750 bar surface cleaner with speed control. Using no hydraulics and weighing only 55kg (121 lb), the Ground Hog makes it easy to clean up to 140m2 (1,500ft2) per hour. The twistable handle position makes it easy for the operator to control the RPM (revolutions per minute). Each Hog Technologies product is tested in the field for more

The Rumble Hog can perform three pavement marking removal functions using one rear-mounted cutting unit. As a single machine operated by one person, it can grind pavement markings, cut grooves and cut rumble strips. The Rumble Hog, (above), is fitted to a Mack GU432 single-cab chassis on North American roads.

Surface cleaner

Above: The Rumble Hog can perform three marking removal functions

than 500 hours by the company’s technicians, or by contractors who have volunteered to work with and improve the new products.

Assistance on demand

Hog Technologies prides itself on its experienced team of customer service specialists, who are ready to help 24/7, 365 days a year – and in 175 languages, thanks to translators. The goal of the customer support team is to ship 98% of parts orders in full on the same day that the order is placed to keep customers’ downtime to a minimum. To aid this endeavor, Hog Technologies opened a dedicated European office in the Czech Republic in 2018. n Annual Showcase 2019 | Intertraffic World

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THERMO

TH8000

RH7500

Better ways to

hog the road The Stripe Hog, Thermo Hog, Paint Hog, Rumble Hog and walk-behind Ground Hog will all be exhibited at Intertraffic Amsterdam

www.hogtechnologies.com Waterblasting, LLC.

ROAD MARKINGS |

Ready for ADAS and CAVs? Connected and autonomous vehicles (CAVs) will rely on road markings with the correct reflectivity. Traffic authorities must act now to implement and maintain such markings Words | Joe Turley, Reflective Measurement Systems, Ireland

hose involved in the road infrastructure and advanced driver assist systems (ADAS) fields are aware of the hype surrounding connected autonomous vehicles (CAVs), with the anticipation that SAE Level 4 and 5 vehicles may soon be publicly available. For CAVs to operate safely on current roads, there are important questions that must first be answered such as: Who will be at fault when accidents happen, in the absence of a universal enforcement framework? Can reliable ITS be put in place that allows vehicle-to-infrastructure (V2I) data to be collected and shared to maximize safety? What systems will be needed to allow human drivers and autonomous vehicles to interact with each other on public roads? And how will road stakeholders fund improvements to facilitate CAVs? Many ADAS features will begin becoming mandatory for new vehicles in the next few years, so what can be done in the meantime to prepare roads and make them safe?

Right: The reflective road asset data collected by the RetroTek line marking system includes lane markings (1, 2, 6), raised pavement markers â&#x20AC;&#x201C; RPMs (3, 4) and barrier reflectors (5)

to operate safely during the day and at night. In short, if a human cannot see an object, then the cameraâ&#x20AC;&#x2122;s machine vision cannot see it either. Road infrastructure stakeholders want to reduce traffic collisions and road deaths, improve traffic flow and become more environmentally friendly. Indirectly this provides a safe environment for ADASenabled vehicles and CAVs. Stakeholders will have to implement and maintain road marking and sign visibility for day (contrast) and night (retroreflectivity). In anticipation of CAVs, the California Department of

Road markings and signs

Recent research1 has given stakeholders some idea of what minimum road markings and sign visibility requirements will be for the safe operation of CAVs. Information now emerging indicates that humans, vehicles with ADAS systems and CAVs will all require similar minimum visibility requirements

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Systems will need to be put in place to allow human drivers and autonomous vehicles to interact with each other on public roads

Intertraffic World | Annual Showcase 2019

Transportation has implemented a new minimum line width standard, replacing 4in (10cm) with 6in (15cm) line markings. The European Commission can accelerate the implementation of minimum safety road marking and sign requirements by as early as 2019, should it adopt the recommendations from the May 2018 Joint Statement on Road Safety by leading European organizations.2 The statement, which calls for a revision of the Infrastructure Safety Directive, is supported by safety groups, traffic police, transport workers and the infrastructure sector. Ten key recommendations are proposed, including the development of performance requirements on road markings and road signs to achieve optimal performance of ADAS and facilitate the required levels of recognition by human drivers.

| ROAD MARKINGS

The EU Road Federation (ERF) strongly supports the road safety approach of the European Commission. Based on the analysis of relevant research – taking into consideration vehicles equipped with driver assistance systems and human requirements, it proposes the establishment of an intervention and maintenance policy as follows: • Ensure sufficiently high contrast between the marking and the pavement. While a contrast ratio of 3:1 appears to be enough, better results can be achieved with 4:1 to mitigate possible false readings caused by glare and other critical conditions. • Road markings in night visibility should never drop below 150mcd/m2/lx under dry conditions and below 35mcd/m2/lx under wet and rainy conditions. Recent CAV studies in the USA and

Left: CAV detecting road markings

the EU point to even higher performance levels being required.3 • The width of road markings should never be less than 15cm (6in). •T he harmonization of road markings across countries improves the reliability for machine visibility and universality of automated vehicles.

Measuring markings

For many years, road authorities, departments of transportation, districts, county councils and road marking and striping applicators have had to rely on hand-held or vehicle side-mounted retroreflectometers to check the retroreflectivity of markings. Hand-held units – which are only suitable for spot checks – are very labor intensive, time-consuming and require road closures. Vehicle side-mounted measurement systems have greatly assisted with the collecting of retroreflectivity values from one line on a traffic lane at traffic speed, but they can only collect data on one side of a lane at a time. To survey the center line, the side-mounted system has to be removed and fitted to the other side of the vehicle and then the road must be traveled again. These

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ROAD MARKINGS | sensors are prone to damage and ingress of dirt thrown up from the front wheel of the vehicle.

A complete solution

In 2016 Reflective Measurement Systems (RMS) introduced RetroTek Technology – the next generation of dynamic vehicle-mounted retroreflectometers. This readily available, economical and safe solution assists road stakeholders as they begin to prepare their road networks for the coming ADAS and CAV revolutions. Mounted on the front of any vehicle and independently certified to CEN 1436 and ASTM E 1710, RetroTek technology simultaneously collects the retroreflectivity values of road lines on both sides of the lane, as well as the center lane markings/ symbols at all traffic speeds. The Above: RetroTek-M system also presents information on, where essential maintenance is retroreflectometer (including the absence of) reflectors, necessary. The MultiView Cloud fitted to the front of RPMs and studs. The reduction in reporting software provides a list a vehicle labor time and traveling time by over of all roads surveyed for instant half can deliver substantial financial access and sharing with colleagues. savings. There is no need to move Since its introduction in 2016, the sensor from one side of the RetroTek retroreflectometer vehicle to the other, and dirt technology has been used ingress from the vehicles’ to complete road marking front wheels will not condition surveys on damage the sensors. public road networks All the data collected around the world (including GPS including Ireland, The minimum width for road coordinates) for each Scotland, Estonia, markings, according to the road asset can be easily Holland, Turkey and European Union Road viewed in PDF, CSV and the USA. Federation (6in) KML formats or a video. In early 2018, the These results let road Texas A&M Transportation maintenance managers Institute certified the first understand the condition of RetroTek-MU retroreflectometer their road markings and plan for measuring the retroreflectivity

15cm

of road striping on the state’s road networks. RMS is now looking for distribution partners across the globe to make its RetroTek retroreflectometer technology available to all road stakeholders. n

References

1. ERF Road Safety Programme: http:// erf.be/activities/road-safetyprogramme; RainVision EU Research Collaborative Project: http://www. rainvision.eu; Roads that cars can read: https://www.eurorap.org/wpcontent/uploads/2015/03/roads_ that_cars_can_read_2_spread1.pdf; Marking the way towards a safer future: http://erf.be/publications/markingthe-way-towards-a-safer-future 2. The Joint Statement on Road Safety is supported by the European Transport Safety Council (ETSC); ERF; European Cyclists’ Federation (ECF); European Transport Workers Federation (ETF); and TISPOL, The European Traffic Police Network 3. http://erf.be/press-releases/leadingeuropean-organisations-presents-ajoint-statement-on-road-safety

Left: RetroTek MultiView-Pro video analysis software

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SMARTER SIGNALS |

Safety at your fingertips Modern signal-requesting devices incorporating high-quality German engineering are making roads safer, with robust, innovative design that considers the needs of all road users Words | Ines Rösch, Langmatz, Germany

angmatz innovations have been helping to make roads safer for more than 30 years. Langmatz, based in Garmisch-Partenkirchen, Germany, specializes in power engineering and telecommunication, as well as in the development and manufacture of traffic engineering products. The company’s signal-requesting devices keep pedestrians safe all around the globe. Back in the 1970s, Langmatz developed and launched onto the German market the very first signaling systems for the visually impaired. The company has since become a technology leader in this product segment.

Guiding the way

outset so that pedestrians fundamentally always have two options. They can either request the signal by pressing a large pushbutton with an isolated microswitch, or by means of a capacitative sensor based on the principle of dynamic measurement. The sensor detects changes in its range, such as a layer of ice or dirt, and adjusts itself accordingly. The advantage of this is that the selfregulating resonant circuit does not trigger a continuous request. The buttons are therefore totally reliable, regardless of weather conditions, and even if the user is wearing gloves. They also feature a tactile crossing signal – a pulsed vibration – ideal for the visually impaired. This prevents pedestrians from confusing the crossing signal with other factors, such as structureborne vibration in the pole caused by traffic. Finally, they provide visual feedback by means of an adjustable flashing function.

The devices in this product range have the word ‘guide’ in their name, precisely because they lead, guide and direct pedestrians. The family includes modern signal- requesting devices for different designs of traffic light systems, as well as acoustic signaling devices and SOS/ emergency call buttons for road The tough, basic model tunnels. Pedestrians can use Langmatz launched the the devices to request new Basicguide EK 524, a green signal at traffic a new traffic control button, lights, while the traffic at Intertraffic Amsterdam light phase is indicated 2018. It meets many The temperature range to people with visual requirements of local impairments through authority planners and in which the Basicguide both acoustic and tactile signal engineering traffic control button (pulsed vibration) companies, at the same is able to operate signals, making it safer time offering excellent for them to cross the road. value for money. reliably The device has fixed standard settings and is Multifunctional devices compatible with any voltage – and By definition, all the devices therefore any traffic light system. feature specific functions from the

-25°C to +60°C

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The Basicguide operates reliably in a temperature range of -25°C- 60°C (-13°F - 140°F). Approved by all major signal engineering companies, it is compliant with DIN 32981 (10.2016), EN 50293, IK10 and IP54. Used alongside the Langmatz EK 98 acoustic signaling device, it provides orientation sounds and/or crossing signals that adapt according to traffic noise. Both as a sensor or pushbutton, the new Langmatz Basicguide offers a particularly robust solution as a spare part conforming to the relevant standards.

| SMARTER SIGNALS The EK 533 Crossguide traffic light push-button represents an innovative universal voltage device with an excellent track record in cities and communities all over Europe.

The model with unique features

What is special about Crossguide’s technical development is that both acoustic signals and voice prompts can be individually recorded and played. This high-end device even allows you to set the volume of the acoustic signals based on the time of day and traffic noise levels. All its functions and parameters can be adjusted and parameter sets saved and copied by USB cable, serial cable or Bluetooth using a laptop. Like all Langmatz traffic light pushbuttons, the EK 533 is compact, durable and extremely well protected against vandalism. The engineering technology is future-proof. It is even possible to retroactively upgrade its functionality using an existing module slot without having to replace the devices themselves. Even when retrofitting old systems, you can also enable additional features, such as visual feedback and acoustic and tactile crossing signals, without having to open up the control unit, as these functions are solely set using the software. The devices can optionally be supplied with a gold cap buffered real-time clock, which permits precise night-time reduction or night-time deactivation, for example.

Popular entry-level model

As its product name suggests, the Easyguide EK 424 is a simple pedestrian device. Equipped with basic centralized functions, this signal-requesting device has been extensively tried and tested in the field and is very cost effective.

Ready for anything Langmatz signal request devices are durable and easy to install Regardless of the type of product, Langmatz’s guide range of signal-requesting devices all feature the same specific basic features that make them appealing to local planning authorities, as well as signal and civil engineering companies. They all operate with universal voltage (20-253V), meaning they can be used with any traffic light system. They are also highly flexible and easy to install as they are compatible with all standard pole diameters. In the event of replacement, contractors can often use the existing drill holes. In addition, they have colorcoded connection wires with dedicated functions

for ease of installation. What’s more, there is also the option of multifunctional equipment add-ons to further benefit customers. Sadly, traffic light buttons are a popular target for vandals in many communities. Therefore, when developing this product range, particular attention was paid to high mechanical strength and a stainless-steel guard was integrated as standard. These signal-requesting devices are both extraordinarily reliable and especially durable – without the need for any additional accessories – making them even more appealing from a cost perspective.

The Langmatz tunnel model

The Langmatz range also includes the EK 534, an SOS/emergency call button, which has enjoyed a successful reputation Europe-wide for many years. It is designed to ensure the safety of road users in tunnels in an emergency. The EK 534 has two distinguishing features: it can generate acoustic feedback of up to 85dB (in accordance with German Guidelines for the Equipment and Operation of Road Tunnels); and also has a data entry capability for customized visual feedback text. n

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| SMART INFRASTRUCTURE

Future power solutions Smart roads and connected vehicles demand an increasing amount of roadside infrastructure. The challenge now is to power this new technology in a sustainable, cost-effective way

Words | Gerry Butler, Airsynergy, Ireland

mart roads and autonomous and connected vehicles are already reaching the stage of real-world deployment, and 10 years from now the world of road transportation and traffic management will look very different from how it does today. The question is, how will it all be powered? Highway authorities around the world are pushing the green agenda and with that comes pressure to reduce the installation of power cables adjacent to new or existing highways. Authorities are also deploying technology to collect increasing amounts of data from roadways, helping to improve everything from road maintenance to traffic flows and safety. Consequently the number of roadside units (RSUs) and cameras is on the increase.

Above: Airsynergy’s Independent Smart Pole converts wind and solar energy into power

mile long that consists of three layers. The bottom layer provides protection to prevent moisture from getting to the PV devices in the middle layer, with the top layer providing weight resistance in the form of transparent Furthermore, law enforcement concrete. The PV panels, which look agencies are turning more and more like large pieces of glass, have also to technology – with increased been designed to withstand deployment of automated extreme forces. systems such as radar, It is envisaged that ALPR and CCTV the power generated to help improve by this stretch of enforcement roadway could and ultimately be used to power to reduce electric vehicles, The cost per square yard of road traffic as well as accidents. the roadside the world’s first photovoltaic infrastructure. highway in Jinan, China – 100 While it is Solar times more expensive than an experiment – solutions normal asphalt road the cost at The world’s first US$458/yd2 photovoltaic (PV) highway is in Jinan, (US$548/m2) is in east China’s almost 100 times more Shandong province. It expensive than traditional opened for traffic in December asphalt road – will it eventually 2017. It has a section a little over one become more economically viable?

US$458

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It’s highly likely that it will, but it will take time. It may be many decades before the cost is near parity with traditional roads. Even then, it is difficult to imagine a roll-out on the massive scale required to transform the millions of miles of roads around the world.

devices reducing considerably with passing time, these independent, standalone power supplies are now finding a niche that is more valuable than the traditional provision of off-grid streetlighting. One such system is Airsynergy’s Independent Smart Pole (ISP). The ISP A new way The different wattages is a hybrid In the interim, that can be continuously wind and where there supplied by Airsynergy’s solar system is no grid, with a built-in smaller, Independent Smart rechargeable independent, Pole energy source. It standalone power is a robust, certified supplies that can (UL and CE) off-grid provide power power platform. It uses quickly and efficiently leading-edge technology are becoming more prevalent. combined in an integrated system They cannot claim to generate that offers power at different levels enough power to recharge electric (40/80/120W) continuously. It has vehicles, but with power been designed to address the consumption for small, low-voltage

40/80/120

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Above: An illustration of how ISPs could be installed

problems that are encountered by highway and law enforcement authorities and is installed at locations in the UK, Germany, the USA and Ireland. In most jurisdictions, the ISP requires no planning permit and can be deployed in less than four hours. It acts as a power provider and enabler for the network of sensory equipment required for the roll-out of autonomous and connected vehicles. It has integrated 2G/3G/4G onboard communications and also offers connectivity through the Zigbee protocol. During early 2019, the unit will be paired with some of the latest RSUs. Functions will include speed and collision warnings, as well as road condition and object warnings. The synergies between the ISP and RSUs are strong, with the ISP providing power to facilitate their deployment on highways, in locations where it would not have otherwise been practical to do so. n

THE INDEPENDENT SMART POLE (ISP) IS A HYBRID WIND AND SOLAR POWERED UNIT WITH BUILT-IN RECHARGEABLE ENERGY SOURCE – THE COMPLETE 24/7 RENEWABLE PACKAGE. Urban environment and remote locations can now enjoy a permanent renewable power solution completely free from an external power source. The offgrid multi-purpose Independent Smart Pole (ISP1 and ISO2) utilises Airsynergy’s award-winning technology and is the natural choice for providing an independent power platform where grid connection is unavailable or not economically viable.

ROAD PREPARATION |

Creating line-ready road surfaces The importance of a clean, dry surface is paramount for the line-marking industry â&#x20AC;&#x201C; and for airports, where quick repairs are essential Words | Brian Andersen, Applied Turbine Technologies (ATT), Denmark

he surface of tarmac and concrete must be properly prepared before crack repair or line marking can commence. The Zirocco surface dryer and cleaner is an ideal product for drying and cleaning surfaces, before crack repairs, joint sealing, or surface applications such as line markings or tape marking are applied.

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Able to dry and clean surfaces as wide as 120cm (3.9ft) at a speed of up to 2-6km/h (1-4mph), and using the latest turbine and mobile electronic technologies from Danfoss, the Zirocco maintains day-to-day operations, even in conditions that would normally cause work to stop. The Zirocco surface cleaner and dryer has been designed to bring new

Intertraffic World | Annual Showcase 2019

Above: The Ziroco can be mounted on vehicles or hand-pushed

capabilities to the line-marking and surface-treatment sector. The selfcontained machine uses gas turbine technology to ensure the effective drying and cleaning of roads, airport runways, and other surfaces, and it can also clear black ice. The Zirocco unit runs on a standard diesel-fueled 300kW micro-turbine, which has an output of 100m3 (3,531ft3) of airflow per minute.

A flexible friend

Flexibility was a key factor in the Zirocco unitâ&#x20AC;&#x2122;s design. It can be handpushed for smaller tasks, but it can

| ROAD PREPARATION

taxiways; crack repair and joint sealing on roads and airport pavements; temporary road or tape markings; concrete drying for bridges, roads or other ground; parking space outlines; and playground markings.

Worldwide success

also be pushed by a line driver for much larger jobs. In addition, the Zirocco-T (truck model) can be mounted onto a marking vehicle. The Zirocco is built on rugged and durable components (for example, from Danfoss), which ensure highquality performance and longevity. A unique triple action enables the Zirocco surface dryer and cleaner to clear the road or runway of dirt. It dries surfaces after rain or if the humidity is too high; and heats the surface to more than 7°C (44°F), which achieves the best possible connection between the surface

With an estimated payback time of less than 100 hours of operation, it is easy to see why companies worldwide are turning to the Zirocco surface cleaner and dryer. It is now used in more than 15 European countries, as well as in Oceania, Russia and both North and Central America. Applied Turbine Technology’s customers range from small privately owned companies to and the marking large multinational material organizations or sealant. All this and they include: is done in one stroke/ • Zeppelin Rental The speed that the Zirocco pass, so that line (Germany) markings or • AVS (Germany) machine can clean and repairs can be • Frankfurt Airport dry road surfaces applied immediately. (Germany) (1-4mph) • Copenhagen Airport (Denmark) Primary applications • Zürich Airport (Switzerland) The primary applications • Route One Highway (UK) for the Zirocco surface cleaner • Reykjavik Airport (Iceland) and dryer are: road marking • Line Marking Solutions using paint, MMA (methyl (New Zealand) methacrylate) or thermoplastic; • Almon (Canada) n airport markings, runways and

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EV INFRASTRUCTURE |

Scotland goes electric Scotland is leading the UK in EV uptake, with one city in particular – Dundee – benefiting from one of the most advanced charging infrastructure networks in the world Words | Justin Meyer, general manager, eVolt UK

igures show that the demand for EVs is growing year-onyear, reflected in the huge increase in newly registered plug-in cars over the past five years. Similarly, the variety of electric and hybrid vehicle models on the market is on the up, with the majority of top manufacturers now offering EVs as part of their range. The network of charging points in the UK continues to grow, and considerable investment has been announced.

Above: Dundee’s Princes Street hub features 9 eVolt chargers, 18 parking bays and solar canopies

Scotland the brave

In the UK, there are several exemplars of best practice, especially in Scotland. Last year, Nicola Sturgeon, Scotland’s First Minister, outlined her plan to phase out the use of new petrol- and diesel-only cars in

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Scotland by 2032, eight years ahead of the UK government target, and since then she has pressed on with a number of new infrastructure projects across the country. The UK reported record levels of sales of electric and plug-in hybrid vehicles in 2017 and is on track to see similar growth in 2018, but the uptake of pure electric vehicles in Scotland is growing twice as fast as anywhere else in the UK. The overall budget for the Low Carbon Transport Loan has more than doubled for 2018/2019, up from £8m to £20m (US$10.5m to US$26m), enabling more businesses and consumers to make the switch to EVs. The SNP leader has also revealed ambitious plans to make the A9 motorway fully electric, installing charging points along the full length

of Scotland’s largest road from central Scotland through Inverness and up to Scrabster Harbour in the far north.

Best practice in Dundee

Dundee, 50 miles (80km) north of Edinburgh, declared its commitment to Air Quality Action Management back in 2006 and published its initial Action Plan at the beginning of 2011. The plan outlines the standards that the council intends to introduce in pursuit of achieving its quality standards and objectives. The principal aim of the plan is to minimize the effects of air pollution on human health within the local area using all reasonable measures within reasonable timeframes. Since being named as Scotland’s only Go Ultra Low City by the Office

| EV INFRASTRUCTURE

for Low Emission Vehicles (OLEV) at the beginning of 2016, Dundee has demonstrated further commitment to lowering emissions and has become a leader for e-mobility in the UK and Europe. Supporting Dundee City Council throughout has been Swarco eVolt, which has installed a full range of EV charging units across the city. Dundee now boasts an infrastructure comprising more than 100 charge points, including the busiest Rapid Chargers in Scotland. The city also has more than 100 pure electric taxis, more than any other local authority in the UK. A key strategy behind the success of Dundee is the creation of charging hubs, of which there will shortly be three. The most recent to be launched was in Princes Street, officially unveiled by Scotland’s Minister for Public Health, Sport and Well-being, Joe FitzPatrick. This is very much a first of its kind, described as the first and largest purpose-built charging hub in

Above: eVolt the four eVolt Rapid Chargers the UK that includes solar power chargers in Dundee selected were used over 700 times and energy storage. It is a genuine are either 50kW by more than 100 users. As well as example of cutting-edge innovation Raption, or 22kW the Rapid Chargers, three eVolve in the industry. Nine eVolt charging eVolve models Chargers have also been installed. units have been installed – six The lessons learned and benefits Raption 50kW Rapid Chargers gained from the two hubs in Princes and three 22kW eVolve chargers. Street and Aimer Street have now Alongside the charging units, driven the Council to begin work Princes Street features 18 bays of on a third major hub in Queen Street. solar canopies and an integrated Five Rapid Chargers, three 22kW energy storage system from Swarco Posts and one Smart EV Charger with that uses second-life EV batteries. 46in digital advertising screen are Modular in design and being installed at the Queen remotely managed, Swarco’s Street parking lot near the energy storage solution offers Broughty Ferry district to a potentially quicker, lower the east of the City on the cost and more flexible The year by which the north bank of the Firth alternative to network Scottish government is of Tay. Work is scheduled infrastructure upgrades. to be completed by the In addition to providing aiming to phase out all new end of the year. extra energy support for petrol- and diesel-only The key to the success optimized rapid charging vehicles, eight years of the Dundee project is networks, Swarco’s energy ahead of the rest a shared vision of the storage solution also offers future. The council has a range of commercial and of the UK pledged to provide the integration benefits, in effect infrastructure required to drive future-proofing the council’s the greater use of electric vehicles, long-term decision making. reducing carbon emissions and improving the environment. Successful hub strategy The Scottish government’s The Princes Street hub followed the ultimate ambition is to phase out success of a similar hub in Aimer petrol- and diesel-only vehicles by Square that was installed specifically 2032, and Swarco eVolt has a similar to serve the needs of the electric vision, supporting the wider use vehicle driving community. of EVs and recognizing that while Aimer Square was selected by the the number of charging points council based on commuter routes installed is important, so too is and following a questionnaire sent their reliability, performance and to the city’s taxi drivers to consider speed. Making the switch to EVs their views and opinions on where requires a leap of faith by the many; the hubs should be situated. The Swarco eVolt is committed to helping installation had an immediate them on the journey. n impact; within the first 10 days,

2032

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3D LIDAR |

A well-rounded lidar system

A new sensor combined with intelligent software is capable of automatically analyzing moving targets in real time Words | Nathalie Deguen, Parifex, France

rench engineering company Parifex has developed a selection of non-intrusive roadside control tools. The company has been involved in the creation of innovative road safety and traffic management solutions, Doppler and lidar-based systems for more than 30 years. At present, some 400 Parifex solutions are deployed in France and 400 additional ones are to be installed by 2020. Road-related mortality rates in France continue to be a concern. Despite the implementation of automatic fixed-speed enforcement systems, the number of accidents has increased in urban centers, with pedestrians and cyclists being the most affected. Traffic management and increased solutions adapted for urban areas could help to resolve the issue.

A product of research

Research carried out by Parifex exploring the use of the 3D lidar for use in speed enforcement has led it to develop a multifunction sensor. The Nano-Cam is a high-performance detection and ranging tool that is suitable for use in any environment. The Nano-Cam is Parifex’s latest sensing solution for intelligent transportation systems (ITS), advanced traffic management systems (ATMS), vehicle profiling, speed enforcement and other applications. Ultra-light, compact and lidar-based, it combines several functionalities, resulting in rapid, continuous and accurate detection at a 360° range. The Nano-Cam detects static and moving objects (including pedestrians, cyclists and vehicles), and it tracks and gathers information for each target in real time, including

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Above: An autonomous vehicle research project is relying on Nano-Cams at roundabouts

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dimensions, direction, speed, distance and classification. It can monitor several areas at the same time (for example, several floors of a parking lot), can help enforcement when equipped with ALPR or vehicle type recognition, and it can be used for other ITS purposes such as surveillance and traffic management (smart city initiatives, for example). The Nano-Cam can also be used as a solution for traffic management,

smart cities, smart parking, occupancy detection, and the prevention of collisions. Parifex’s Nano-Cams are currently being used in an important autonomous vehicle deployment research project. During the project, the system, which is installed on roundabouts, acts as an additional set of eyes for an autonomous vehicle by communicating information about hazards to the vehicle in advance – for example, pedestrians crossing

| 3D LIDAR during both day- and night-time; and rapid data acquisition time with a measuring frequency of 20Hz. The Nano-Cam comes with software that provides a userfriendly application programming interface for use with Windows. This sensor can be easily integrated to many applications (smart parking, smart city, autonomous vehicles projects and security, among others), enabling integrators to make the most of this cuttingThe number of Parifex edge technology, traffic management while providing solutions deployed in high flexibility.

800

the road and vehicles traveling over the speed limit. When the vehicle has received the information, it adapts its speed accordingly, or stops. The Nano-Cam can also be used as a mobile speed-enforcement system, being very light and easily movable from one place to another. In addition, its autocalibration feature makes it easy to use. The technology used in a single Nano-Cam sensor boasts the same

functionalities typically required by numerous pieces of equipment â&#x20AC;&#x201C; such as cameras, induction loops and radars. The technology also offers advantages over video or radar technology, including: high accuracy; imaging provided in 3D; precise dimensions; a 360Â° view; long range; object recognition; operation in extreme weather conditions; immunity to lighting variations

Use in applications

France by 2020

Parifex also uses the Nano-Cam as a cinemometer, integrated into a speed control system that detects multiple offenses, including: red light and railroad-crossing violations; speed, lane-related (reserved lanes for taxi or buses) and tailgating violations; and detecting wrong-way drivers. n

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PORTABLE RETROREFLECTOMETER |

Improving the visibility of catâ&#x20AC;&#x2122;s-eyes To further advance road safety, the coefficient of retroreflection of road studs must be tested Words | Gustavo Felipe Paolillo , Easylux, Brazil

etroreflective raised pavement markers (RRPM), or road studs, provide delineation on highways. They are highly important at night and in rainy conditions, when painted road lines are less visible.

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Above: The Easylux dual-angle retroreflectometer for road studs meets EN1463, ASTM D4280 and ASTM E1696 standards

Intertraffic World | Annual Showcase 2019

Typical retroreflectors efficiently reflect light back from their narrow cone housing, with the highest intensity along the illumination axis. They work well in serving car drivers, because the driverâ&#x20AC;&#x2122;s viewpoint is close to the light source.

However, they can be problematic for truck drivers, whose seats are much higher up in the vehicle. The approximate length of illumination from vehicle headlamps is 152m (500ft). This enables car drivers to see RRPM delineators from

| PORTABLE RETROREFLECTOMETER an observation angle of approximately 0.2°, whereas truck drivers have a 1° angle. This small angular difference has a great impact on the light reflected by the road studs – hence, a stud that is visible to car drivers may not be visible to truck drivers. This can compromise the effectiveness of delineation provided by RRPM, particularly in dark and/or rainy conditions. Evaluating RRPM retroreflectivity, especially for critical observation angles that

Below: Diagram showing the difference in observation angle between a car and a truck driver

instruments to be placed over the road studs. The Mini Retroreflectometer is suitable for fieldwork because it is small and light. It takes Portable checks up less space in a car The Mini than bigger, Retroreflectometer heavier, traditional from Easylux is machines. Its the first portable size also technology that speeds the can check any The average difference in setup and type of road removal observation angle between stud at both process, 0.2° and 1° a car and a truck driver, and means simultaneously. meaning retroreflectivity operators don’t With a single will be experienced become fatigued press of a button, moving it from it displays values differently one site to another. of RRPM visibility The Mini for car and heavy Retroreflectometer can vehicle drivers. carry out more than 10,000 The new Easylux measurements using standard AA technology has an external beam rechargeable batteries, which are with full access to the RRPM at safe and easy to replace. It can be the time of reading. It is ideal for transported in a backpack – and is measurements in the field or in the even suitable for being transported laboratory, as it enables correct via airplane, without extra fees or positioning and the precise restrictions. It’s also so light that using adjustment of entrance angles. a retroreflectometer no longer has That is not possible when using old to be a back-breaking operation. n traditional technologies that require

represent truck drivers’ positions, is essential for the safety of all road users.

0.8°

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PAVEMENT MARKERS |

Making progress in m Flexible raised pavement markers are continuing to improve road safety worldwide Words | Peter A Speer, Pexco, USA

ack in 1984, highway authorities across the world began marking their major roads with a clever little invention made in the USA: selfadhesive, L-shaped flexible temporary raised pavement markers (TRPM). Made of thermoplastic polyurethane, one of the toughest flexible polymers made, the markers feature retroreflective elements that use more than 7,000 cube-corner microprisms per square centimeter to provide brilliant delineation at night. By providing immediate delineation of lane lines, both day and night, in bituminous surface treatment works (for example, chip seals, seal coats), these ‘chip seal markers’ have improved safety for motorists, reduced worker exposure at sites by eliminating the need to ‘cat-track’ (dots of paint as lane markings), allowing striping crews a couple of weeks in which to arrive on site to place permanent road markings. The use of TRPMs was quickly adopted across the globe, from Sydney, Australia, to San Antonio, Texas, from Saskatchewan, Canada, to São Paulo, Brazil. Over the course of several years, variations on the original chip seal marker were introduced to address the increasingly popular use of hotapplied asphalt rubber or polymermodified asphalt chip seal. This hotapplied process differs from standard chip seals in that the asphalt binder coat is applied at temperatures from 163-218°C (325-425°F). The High Heat TRPM received quick approval from the California Department of Transportation (Caltrans) and to this day, the organization has used them

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| PAVEMENT MARKERS

markings

on coastal highways and in nighttime chip seals.

Left: Chip seal application underway in Colorado, USA Above: Temporary overlay markers (above) and temporary raised pavement markers (below) can help keep traffic moving when parts of a road are under construction or maintenance

Marker evolution

A new version of flexible pavement markers was created in 1987. Temporary overlay markers (TOM) are the same basic design as TRPMs, but without the protective cover needed to protect the reflector during sealing operations. Because TOMs are 5cm (2in) tall, their daytime visibility exceeds that of flush markings such as tape and paint. This is especially helpful when flush markings get lost under a heavy rainfall, and at night-time, when raised pavement markers are visible from hundreds of meters away. Using TOMs at the end of each day of paving to open a roadway for nightThe temperature at which time driving eliminates High Heat TRPM (temporary the need to have a striping crew on standby. A line raised pavement markers) of markers can simply be are applied (327-424°F) ‘stuck and stomped’ into place and the road can then be opened for traffic. In the USA, the 2009 edition of the Federal Highway Administration’s Manual on Uniform Traffic Control Devices (MUTCD)

163-218°C

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PAVEMENT MARKERS |

600%

provides guidance on short-term pavement markings, defined as those that will be in place for about a fortnight.1 Section 6F.78 of the MUTCD states in part: “Temporary markings are those pavement markings or devices that are placed within [temporary work] zones to provide road users with a clearly defined path of travel through the [temporary work] zone when the permanent markings are either removed or obliterated during the work activities. Temporary markings are typically needed during the reconstruction of a road while it is open to traffic, such as overlays or surface treatments or where lanes are temporarily shifted on pavement that is to remain in place.” When retroreflective TRPMs replace traditional markings, such as paint or tape in construction or maintenance work zones, Section 6F.79 of MUTCD provides guidance on colors, placement and spacing in the USA. Other countries typically develop their own set of specifications, but some look to the

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Above: Super TOMs are 50% wider than standard TOM markers

Intertraffic World | Annual Showcase 2019

USA in order to establish implementation best practice. In 2013, the State of Missouri Department of Transportation (MoDOT) began to study how it could improve on the temporary markings used in its maintenance processes and construction work zones. The design they chose is called a Super TOM. With a width of 150mm (6in), Super TOMs are 50% wider than a standard TOM (which is 100mm [4in] in width) – and they are constructed with a reflective element that is 600% larger than the standard. These design features considerably increase the daytime target value of the marker, as well as providing far greater visibility at night. Super TOMs provide numerous benefits for the DOT staff and the public. They include: • I mproved motorist safety due to the increased size of the reflector and the marker; • I mproved worker safety due to the reduced need for maintenance; • Reduced inventories, as they can be used for a wide variety of projects;

The increase in size of the reflective area on Super TOMs compared to standard TOMs (temporary overlay makers)

•R educed labor costs, as there is no longer a need for two markers. Missouri DOT required Super TOMs for 2017 construction and maintenance projects. Their use continues in 2018 and beyond, with both the DOT and the public pleased with their performance.2 Since they were first introduced in 1984, flexible raised pavement markers have continued to change the way that motorists are guided on roadways under construction or maintenance. TRPMs and TOMs are still saving money and lives around the world. n 1) USDOT FHWA, 2009 MUTCD, Section 6F Temporary Traffic Control Zone Devices 2) Missouri DOT MUTCD, Section 620.1.8 Temporary Pavement Markings

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2019 SHOWCASE From the publisher of

ZDR 6020 Dynamic Retroreflectometer RL handheld precision at traffic speed up to 150 km/h (93 mph)

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measures the night visibility of road markings

ZRM 6010 Retroreflectometer RL

measures the night visibility of road markings

top class for profiled markings up to 15 mm (0.59”)

ZRP 6030+ Retroreflectometer measures the night visibility of road studs

5.7” high resolution colour touchscreen with excellent visibility under all light conditions

ZRS 6060 Retroreflectometer RA measures the night visibility of road signs and warning clothes

fast precise easy to use

triple angle measurements with colour touchscreen

CH-4450 Sissach Switzerland www.zehntner.com

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09.10.2018 13:50:25

TEST EQUIPMENT |

A common approach to measuring road marking performance is flawed and could be increasing the risk of accidents Words | Sévérine Berger and Ingrid Bloß, Zehntner GmbH Testing Instruments, Switzerland

Road markings for any weather

he visibility of road markings has a big influence on road and traffic safety – this is particularly true at night. Requirements for the coefficient of retroreflected luminance (RL) for road markings are defined in several international standards. The European EN 1436 standard includes all requirements for RL wet and RL standard conditions of rain. The USA’s ASTM provides a separate standard for each test method: ASTM E1710 for RL dry, ASTM E2177 for RL wet and ASTM E2832 for RL continuous wetting. EN 1436 uses the wording ‘standard conditions of rain’, while ASTM E2832 describes it as ‘continuous wetting’.

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Above: Zehntner ZRM 6010 Retroreflectometer can be used to test the RL of road markings under continuous wetting

Intertraffic World | Annual Showcase 2019

To get meaningful measuring values, it is desirable to measure under conditions as close to reality as possible. However, a road scenario during rainfall is very hard to simulate since the colloquial term ‘rain’ stands for weather conditions with many variables, including the amount of precipitation, wind, air and ground temperature, and so on. All of these parameters can vary considerably in natural environments. The standardized method will only represent one scenario out of many. Measurement of RL in wet conditions is conducted with the bucket method – dry marking is doused with at least 3 liters (0.66 gallons) of water from a bucket and measured after

a certain time (45 seconds for ASTM E2177, 60 seconds for EN 1436). To measure RL under continuous wetting, a rain simulator is needed.

Current limitations

Neither of these methods offers a perfect representation of real-life situations or breaks down the conditions of rain and wetness to reproducible parameters, but both have advantages and deliver important results. The continuous wetting method can be conducted in any weather condition, even on already wet markings. The bucket method is much easier to perform and requires no additional equipment.

| TEST EQUIPMENT

The visibility of road markings in wet or rainy conditions can be enhanced by equipping them with special properties such as a textured surface, large glass beads or others. Some markings, like 3M’s 380C, are visible under all conditions – dry, wet and even during rain or completely submerged under water – due to high-tech ceramic elements. 3M’s field sales manager, Adrian Soremba, visited Zehntner’s premises in Sissach, Switzerland, recently to acquire a new Zehntner retroreflectometer. Together with Sévérine Berger, Zehntner’s product manager, Soremba took comparative measurements on various types of road marking foils.

Wet and dry testing

Measurements in dry and wet conditions, as well as under continuous wetting, were conducted. For dry measurement, all markings were measured in several spots and the average RL was calculated. For wet measurement, all markings were wetted according to EN 1436/ ASTM E2177 (the bucket method). Starting at five seconds after wetting, the RL values were recorded automatically every five seconds, using the ZRM 6010’s interval timer. In the continuous wetting test, the ZRM 6010 RL external beam instrument was put to use for measurements while heavy rain was simulated. RL values were recorded automatically every five seconds. As soon as the values were stable, they were included in the average. The overall results (pictured in the table) show that Type I markings are unsuitable for wet or rainy conditions,

and that regular Type II markings do not perform very well in continuous wetting conditions. 3M 380C was the only marking type in this test to exhibit high performance under all conditions. The RL values under wet conditions again demonstrate the poor performance of Type I markings. It also becomes obvious that Type II markings need a considerable amount of time after wetting to recover, whereas the innovative 380C has high visibility throughout the entire test. However, after the times stated in ASTM E2177 and EN 1436, all Type II markings have already reached their top performance under wetness. In summary, it can be said that there is a considerable difference between the wet and continuous wetting measurement methods. Compared with real-life scenarios, the continuous wetting method probably gives a better representation of actual weather conditions, since in many cases a water film will remain on the marking for a longer time. The wet (bucket) method only sheds light on the performance of

markings after precipitation, completely ignoring the situation during rainfall.

Above left: The bucket method can’t be used to measure road marking performance during rainfall

Continuous wetting

Above: How various road markings performed in wet conditions Below: The results of tests by 3M to trial a Zehntner retroreflectometer

RL dry average

Usually only the wet method is used in practice, which means that the important and frequent scenario of rainfall is completely ignored. The continuous wetting method should therefore be made an intrinsic part of practical testing procedures, especially since suitable measuring instruments – like Zehntner’s ZRM 6010 retroreflectometer RL – are readily available. 3M Germany has chosen Zehntner instruments for many reasons, especially ease of use and reliability. “We also appreciate the innovative features of Zehntner instruments, like the high-resolution camera, and the easy evaluation of measurement data with the Mapping Tools software,” says Soremba. “Zehntner has a longstanding tradition in developing and manufacturing retroreflectometers for road markings and traffic signs and we have valued the quality of its products for a long time.” n

RL wet ASTM E2177 (after 45s)

RL wet EN 1436 (after 60 s)

RL continuous wetting average

(mcd ● lx-1 ● m-2) Type I white

348

3M 721 Type II yellow

371

143

148

23 23

3M 731 Type II yellow

375

184

192

3M 734 Type II orange

328

101

114

3M 380 Type II white

486

420

421

3M 380C Type II white special underwater marking

780 341 340 121

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DEMARKING ROADS |

Peerless pressure Ultra-high-pressure technology is the best method for road treatments and demarking applications

Words | Stephan Smets, Smets Technology, Germany

emarking and re-texturing road surfaces using ultrahigh-pressure (UHP) technology has been Smets Technology’s specialty since 2009, although the company’s owners have been in the business since 1975. Smets has quickly developed its portfolio and its client base, and now has more than 100 customers around the world. Smets supplies the complete unit needed – a vehicle equipped with a surface treatment function. Every unit can be customized. The company also offers the MRT road marking removal vehicle series, that has various tank volumes, as well as the ARC airport runway cleaner series, used for re-texturing (roughing) of road surfaces. The available working widths for machines are 1m (3.3ft), 1.6m (5.2ft), 2m (6.6ft) and 2.4m (7.9ft). The largest unit, the ARC 3500, is in production for a client in Spain. With a working width of 3.4m (11.2ft), a maximum working pressure of 2,500 bar and a flow rate of the highpressure pump of up to 83 l/min (22 US gal/min), it is a unique system.

Above: Vacuum blowers can last 15 years before having to be replaced Right: The device can be raised from the road surface in seconds

Opening pores

In many cases, asphalt road surfaces become smooth over the course of their lifetime, thanks to temperatures and heavy traffic. The pores become closed, which can lead to aquaplaning when it rains. Closed pores can be opened with Smet’s technology, without damaging the structure of the surface. Nozzles that rotate at speeds above 400km/h (249mph) remove the micro-texture (bitumen/tar), leaving the surface with a very good friction value. The ARC 3500 system can be specified with working widths from 0.8-3.5m (2.6-11.5ft) and can treat a whole lane (up to 3.2m/10.5ft) in one sitting. Additionally, this system has a demarking device on each side of the vehicle, with a maximum working width of 0.36m (1.2ft).

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The devices can be installed at the rear of the vehicle (up to three devices installed at intervals of 0.8m/2.6ft) and between the axles on each side. These demarking devices can be raised from the road surface automatically within seconds. The vehicle is then ready for normal driving on public roads – unlike on some competitors’ models, where

These demarking devices can be automatically raised from the road surface within seconds

Intertraffic World | Annual Showcase 2019

cleaning devices must be dismantled from the vehicle to prepare the truck for regular driving. Another big advantage of these systems is their efficiency in operation. Different high-pressure pumps are matched with each model and size. Flow rates vary from 19-83 l/min (5-22 US gal/min), while working pressures from 1,000-3,000 bar are available.

Central touchscreen

An additional selling point is ease of use. While two weeks’ worth of training is provided as part of the

| DEMARKING ROADS in-house; it is this research and development capability that has enabled Smets to develop quality products so quickly. Other system features that are important for owners and investors include some of the lowest aftersales costs and water consumption per treated square meter of all road treatment systems available. sales package, the simplicity of the operation system – which, for the operator, involves manipulation of a simple color 12in touchscreen display in the cab – means that most of the training can be performed on the job. The main displays on the screen are shown in local languages. Warning messages (for example, regarding oil temperature, water level, booster pressure and oil pressures) are shown on the monitor in a yellow frame. If the operator ignores the warning, it will turn red and the system automatically shuts off. If the operator presses the yellow pre-warning window, a protocol

Drops not jets

opens, giving clear advice on what to check, control and/or change.

Added extras

Smets systems can be delivered with several optional extras, such as a laser-line pointer, a permanent magnet device, a washing vacuum device with a working width of 2.4m (7.9ft) and a sweeping device with a working width of 2.8m (9.2ft). The company developed the software

Above Demarking treatment: before and after

The system also offers very high nozzle speeds, resulting in drops rather than aggressive jets that might damage the treated surfaces. Unlike jets, the drops do not have the volume to fill cracks or holes, which would cause extreme damage. The vacuum blowers used by Smets equipment can go more than 15 years without wear and maintenance, in contrast to standard vacuum pumps, which involve a lot of repairs and spare parts. Smets’ blowers create a very high flow rate of up to 16,800m3/h (593,286ft3/h). Smets offers a four-year warranty for the superstructure (not including the UHP pump). n

ROAD SURFACE RETEXTURING UNIT ARC 3400® WITH THE LARGEST WORKING WIDTH WORLDWIDE

SMETS TECHNOLOGY GmbH Handwerkerstr. 5a 15366 Hoppegarten Germany Phone: +49 [0]3342 – 50895 40 Fax: +49 [0]3342 – 50895 45 Email: info@smets-technology.com URL: www.smets-technology.com

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MARKING DIMENSIONS |

Measuring road marking thickness Mobile measurement systems for discovering the thickness of road markings are helping cut costs for road authorities Words | Kjeld Aabye, Delta Light & Optics, Denmark

ith the strong focus of road authorities on maintenance costs, a parameter such as the thickness of new applied road markings is under increased scrutiny â&#x20AC;&#x201C; authorities want to know if they are getting what they ordered and paid for. Currently, in particular Norwegian and German road authorities have implemented requirements for documentation of the thickness of new applied markings and the expectation is that other road authorities will also become interested over time.

Simplified approach

A simple way of estimating the thickness of new applied markings is by measuring the volume of the paint or thermoplastic applied per given distance and calculating the approximate marking thickness. This calculation will be an estimate, as there is no measure available on how much paint or thermoplastic has disappeared due to evaporation and shrinking, or has disappeared in holes in the road surface, or if the marking keeps the width anticipated. In other words, volume measurement of the applied material does not necessarily have a clear relation to the geometry of the final marking. The alternative is to use a handheld device for spot-checking of the marking thickness, but this is insufficiently accurate, timeconsuming and risky for the staff working on roads with traffic around. A different way, which will allow exact measurement of the marking thickness after application, is using mobile measurement of the thickness.

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Above and above right: The LTL Stripe Master is expected to be launched in early 2019

A laser sensor can measure the transverse profile of the markings, as well as the profile of the road next to the marking. In other words, a laser sensor can provide detailed and independent information about the new applied marking, including thickness, width and cross section, also enabling calculation of the amount of marking material applied. With the measured data

Volume measurement of the applied material does not necessarily have a clear relation to the geometry of the final marking

Intertraffic World | Annual Showcase 2019

integrated in the line-marking machine software, road owners can obtain exact data in a format they are used to.

Innovative alternative

Delta is testing a new approach, called LTL Stripe Master, for mobile measurement of the thickness of road markings, initially to be mounted on line-marking machines. LTL Stripe Master has first of all been designed to measure the thickness of thermoplastic road markings, but will also be able to measure the thickness of markings made by other types of material. The plan is to include a future extension

| MARKING DIMENSIONS

of the device, where the LTL Stripe Master will be modified so that it can be used on measurement vehicles for long-distance-marking thickness measurements. Current product development of the LTL Stripe Master is based on laser sensor lighting invisible to the eye. The configuration must be mounted in a distance above the road

surface allowing it to measure a width of 35cm (14in) while maintaining a height resolution of Âą0.1mm. If markings are wider than 30cm (12in) â&#x20AC;&#x201C; the device needs a few centimeters of road surface to make correct calculations â&#x20AC;&#x201C; it will still

be possible for the LTL Stripe Master to measure the markings, but not in the full width.

180

The number of times a second the LTL Stripe Master can generate a 2D profile

Left: Measuring markings using laser sensors is extremely accurate

Fast and informative

The LTL Stripe Master is designed to automatically locate the road marking, and deliver the height, width and cross section of the road marking over the CANbus. The system can generate a full 2D profile 180 times per second, so the resolution is determined by the speed at which the vehicle is traveling. The system uses the 2D profile to locate a baseline for the road and measure the difference in height between the road and the road marking. Therefore, the system is able to measure the thickness, even if the marking is on a tilted surface. The user will be able to access a configuration screen on startup, where settings such as the filter settings and the bit rate for the CANbus interface can be changed. The LTL Stripe Master will go though field testing during autumn 2018 and is expected to be launched during the first quarter of 2019. n

Annual Showcase 2019 | Intertraffic World

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DURABLE MARKINGS |

Surviving in extreme conditions Road markings are essential to road safety, which is why they need to be designed to withstand the extreme conditions found in every corner of the world Words | Damien Kelly, Kelly Bros International, Ireland

t might be taken for granted by the average road user, but the development and application of road markings is a specialized science. Applying hard-wearing products that retain excellent safety characteristics in extreme temperatures takes decades of research and requires certification to ensure the safety of every road user. There are also local preferences to consider. In Central Europe, raised profile or structured (also known as agglomerate) markings are preferred. They retain enhanced wet-night visibility and produce an audible noise as vehicles traverse the line. Yet in some northern countries

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Above: In snowy conditions, markings must be durable and flexible

Intertraffic World | Annual Showcase 2019

300

The daily manufacturing capacity of Kelly Bros Internationalâ&#x20AC;&#x2122;s sustainable plant (in metric tons)

contractors are milling rumble lines into the road surface instead. The Nordic climate presents specific challenges. The products applied must be durable to withstand heavy snowplows, but flexible enough to absorb studded tires while meeting the normal demands of anti-skid properties, whiteness, reflectivity and excellent visibility in wet conditions. In drought-like environments, where temperatures regularly exceed 40Â°C (104Â°F), the heat can cause the marking to discolor and become sticky and soft, picking up carbon residue, exhaust fumes and dirt. A product able to withstand this heat and retain the clean and reflective characteristics of the line is needed. For Kelly Bros International, extreme conditions are no barrier to the application of good road markings. For almost 60 years, it has developed, supplied and applied the right products for specific uses and dramatically diverse environments.

| DURABLE MARKINGS From its range of hot-applied thermoplastics, its BriteLine products are suited to the most challenging conditions. It is a popular road marking in Central Europe, where it is applied in screed, rib line, extrusion and spray grade, and has the characteristics to handle extreme heat. The company’s resilient MMA cold plastics also include the BritePlast range, a premium, hard-wearing cold plastic offering high visibility during the day, luminance and anti-skid properties in wet and dry conditions. BritePlast is highly durable under heavy traffic loads and snowplows, with exceptional adhesion to concrete and asphalt surfaces.

Right: Raised profile markings are popular in Central Europe

Sustaining excellence

One of the world’s foremost road marking manufacturers and contractors, Kelly Bros International has been making roads safer for almost six decades. Headquartered in Ireland, the company’s services and products are refined through a bespoke process to supply road markings and anti-skid products that perform in any environment. Kelly Bros International

operates a sustainable manufacturing plant with a capacity in excess of 300 metric tons per day, complemented by an experienced contracting and surveying team. “Commitment to innovation is part of our heritage. We continue

to incorporate family values into all our relationships and processes. We believe in sustainability for next-generation technology, nextgeneration roads and next-generation people,” says Kelly Bros International’s Raymond Kelly. n

manufacturingsmarter. contractingbetter. surveyingeasier. VMSclearer.

IRELAND

UNITED KINGDOM

INTERNATIONAL

+353 (0) 49 8547173

+ 44 (0) 1 454 312675

+353 (0) 49 8547173

info@kellybros.ie

info@kelly-bros.com

info@kellybros.ie

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Graffiti protection and more.

(For the signs, that is)

With Avery Dennison, there’s no misdirection. You get more than what you see with the Avery Dennison TrafficJet™ Print System. Sure, the anti-graffiti overlay film – which makes graffiti cleanable with a simple wipe – is included standard, but so is a 15-year warranty on T11500 OmniCube™ prismatic sheeting, a 12-year warranty on T6500 High-Intensity prismatic sheeting, and a 10-year warranty on custom colors for both. No other printer in the industry can match that. From the sheets to the streets, at Avery Dennison, there’s no misdirection.

To learn more, go to Reflectives.AveryDennison.com

| FAST FACTS

80% The proportion of countries where some or all vehicles sold do not meet basic safety standards

1.3 million The number of fatalities on roads globally every year

75%

The proportion of road traffic fatalities that are male

Safety Statistics that highlight the dangers on our roads, and the laws that attempt to mitigate them

Countries with a national urban maximum speed limit of 50km/h (31mph) or less

Countries with motorcycle helmet laws that meet the World Health Organization (WHO) guidelines

105

Countries with seatbelt laws for front and rear occupants

49%

The proportion of all traffic fatalities that are vulnerable road users, e.g. cyclists

1st

Road traffic fatalitiesâ&#x20AC;&#x2122; place among causes of death in 15- to 29-year-olds globally

Countries that meet WHO guidelines on drunk-driving laws

1.9 per 100,000

The lowest national road traffic death rate in the world is in Micronesia (western Pacific Ocean). Sweden and the UK come second and third, respectively, with 2.8 and 2.9 deaths per 100,000

Turn the page for technologies that are making roads safer

Annual Showcase 2019 | Intertraffic World

169

DIGITAL PRINTING |

Digital printer know-how Digital printer consumers should ask key questions before making their purchase Words | Scott Chapman, Avery Dennison, USA

purchasing organizations must also he adoption of digital traffic consider the company’s track sign printers continues record for providing customer to grow as sign service, product innovations producers realize and transparency for their that developing longcustomers. When lasting signage is purchasing a digital increasingly easy printer, the supplier and creative. For sign should answer every producers considering The length of the warranty on question, fully explain purchasing their first T11500 OmniCube signs the warranties and be digital printer, or for forthcoming about those simply seeking a the product. new option, many factors contribute to a decision that will impact operations for the Deciding factors next decade and beyond. Purchasing a digital printer can For sign production, purchase be a big decision for organizations considerations include ease of use, because of the associated costs over cost efficiency, print durability and the expected life of the machine. To the sign’s performance. The purchase make the most informed decision, Above: TrafficJet should also establish a partnership organizations should research each inks come in easywith the digital printer supplier, so supplier and printer available. By to-install modules

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15 years

Intertraffic World | Annual Showcase 2019

asking “who, what, when and where” about each manufacturing company and its printers, organizations can find the best fit for their business. Who is producing the necessary accessories? Digital print systems are long-term purchases. The best printer is one that benefits the organization’s needs while keeping within budget. The first step toward making a successful printer purchase is for the consumer to learn about a company’s history in the industry and determine which company’s products best suit the needs of the consumer’s organization. But while a digital printer is the primary piece of equipment in sign making, there are several other essential components. Does the digital printer supplier develop its own ink and sheeting? Does the company fully guarantee

| DIGITAL PRINTING the sign’s performance, or only the factors related to its own products? The TrafficJet Print System by Avery Dennison is the only digital traffic sign system that is 100% backed by a single supplier, creating a single point of contact for all its customers’ needs. With every printer, Avery Dennison provides the installation, printer, ink, sheeting, overlay, laminator and service support. What are the true costs of owning and operating the printer? The sticker price of the digital printer will drive the consumer’s purchasing decision. But as with any major purchase, the price the consumer sees listed is not always what they end up paying when all factors are considered. What is the anticipated power consumption over the life of the machine? Is there an additional cost for training? Service and maintenance? Software? Replacement print heads? These extra costs all add up, particularly when considering the length of time this digital printer will be in operation. Knowing what to ask at the time of purchase can save an organization from unexpected costs in the long run.

With knowledge of the printer’s basics, the timeline associated with the printer and its costs will help bring comparative data into the decision-making process. The warranty for digitally printed signs should be one of the most important considerations when estimating this timeline and the associated costs. Unfortunately not all warranties are created equal and each requires careful examination of exactly what is covered. This is especially important when purchasing from a supplier that doesn’t produce all the accessories needed to use the printer.

Comprehensive warranties

Avery Dennison includes protection against graffiti and industry-leading warranties with permanent TrafficJet signs on T6500 High-Intensity and T11500 OmniCube prismatic sheeting. The OL1000 Anti-Graffiti Overlay Film does not allow markings to penetrate the surface, meaning they can be easily wiped away. The film also has UV inhibitors that extend the sign’s life. TrafficJet printed T6500 High-Intensity signs carry a 12-year warranty and T11500 OmniCube signs carry a 15-year

Below: TrafficJetprinted signs are designed specifically to meet the durability requirements of the industry

warranty, as well as a 10-year warranty on custom colors for both. Where can users find helpful information about the printer? Buyers want to know where to go when they need assistance. Resources should be easily available to customers so that printer questions and issues are dealt with in a timely manner. Question the training available, ease of use and resources that come with the printer. Find out where to go for help. As Avery Dennison is a single supplier, customers contact the company for every need instead of being transferred to another company for assistance. The TrafficJet Print System includes professional on-site installation and training with additional online support videos and guides available to organizations. Also, exclusive access to the Certified Digital Traffic Converter (CDTC) program gives organizations the knowledge they need to successfully use the print system to its highest capabilities. Avery Dennison is a time-proven supplier of reflective material solutions with warranties that leave no gray area in offering industry leading protection. n

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INTERLOCK DEVICES |

Sober drivers, safer roads Alcohol interlocks are one of the most effective tools for preventing impaired driving Words | Maja Petosic Gibson, Alcohol Countermeasure Systems, Canada

Right: Alcohol driver has a breath alcohol ith the European interlock devices concentration (BrAC) over a preset Commission preparing are used across the limit. It typically consists of a to review existing vehicle world to prevent handheld breath alcohol tester and an safety regulations, impaired driving electronic control unit (ECU) that is the European Transport Safety in commercial trucks and public connected to the vehicle’s starting Council (ETSC) has published a transit vehicles mechanism. Before starting the engine, recommendation suggesting that a the driver provides a breath sample standard electronic interface be fitted using the handset, and a sensor to all new professional vehicles in within the handset analyzes the order to make installation of an sample and gives a precise reading alcohol interlock easier if required of the driver’s BrAC. If it is below by law. With many countries across the preset limit, the ECU allows Europe mandating alcohol interlock the engine to start. devices in coaches, school buses, Advances in breath testing public transportation and other technology over the past 40 professional vehicles carrying years, such as improvements goods or passengers, the in sensor technology, have ETSC says these proven enhanced reliability and programs should be accuracy of measurement, extended across the The number of ways and innovations in data European Union. to connect Alcolock L transmission through France and Finland wireless and cellular have already introduced series and V3 interlocks – technology have enabled the mandatory installation RS232, CANbus, wi-fi companies to institute and of alcohol interlocks in all and Bluetooth enforce zero-tolerance coaches and vehicles policies to comply with carrying school children, regional regulations. As the with Belgium and Spain only device that can physically working on adopting similar laws. prevent a person from driving while In Sweden, legislation at municipal over the limit, the alcohol interlock level requires companies contracted is essential for keeping impaired for commercial services to install drivers off the roads. alcohol interlocks in all fleet vehicles. As of April 2018, a number of other EU member countries – notably the Ahead of the curve UK, Germany, Austria, Poland and Many commercial organizations Denmark – are participating in the throughout the EU and in other voluntary use of alcohol interlocks parts of the world have opted to in commercial transportation. proactively install alcohol interlocks in their fleet vehicles to ensure that their employees are driving safely, Standard of safety regardless of the vehicle’s physical An alcohol interlock is a device that location or distance from the main prevents a vehicle starting if the

Four

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Intertraffic World | Annual Showcase 2019

| INTERLOCK DEVICES Right: Alcolock L series devices can be installed in any size of vehicle

depot. These safety-focused early adopters are able to demonstrate that they are committed to providing quality service to their customers by exhibiting a high degree of operational safety and by reducing the risk of impaired driving in their fleet vehicles. For more than a decade, Alcohol Countermeasure Systems (ACS) has been developing and maintaining close partnerships with several global companies within the automotive industry. As a Tier 1 automotive supplier with ISO/TS 16949 certification, ACS has worked closely with industry leaders to design, develop and manufacture custom OEM solutions for vehicles of all sizes, enabling forward-thinking manufacturers to provide fully integrated alcohol interlocks right at the assembly line, promoting safe and sober driving. As well as customized solutions, ACS has developed robust aftermarket alcohol interlock devices that meet Cenelec and Utac standards. Alcolock L series devices can be installed in any size of vehicle, from light-duty vehicles such as taxis and delivery vans, to large trucks and buses for commercial use and public transportation. The rugged Alcolock V3 is engineered to withstand the vibration, dirt, dust, humidity and extreme temperatures typically found in commercial applications, and can be installed in any motorized equipment, including trucks, ships, trains and heavy machinery. Both devices are currently used in commercial fleets worldwide. Acolock L series and V3 alcohol interlocks can be integrated with telematic systems and tachographs to monitor and report on vehicle and driver behavior in real time, via either RS232 or CANbus wired connections, or by wireless means such as wi-fi or Bluetooth. Events are logged in both the handset and the

ECU, enabling remote downloads while protecting the security of the event log file and enhancing anticircumvention measures. Fleet managers may view real-time reporting of event log data with GPS coordinates attached, excessively positive BrAC test results, system override, or other violations through the AlcoFleet web-based data management portal. Frequency of data transmission may be configured to times of the day, or on the occurrence of any violation in real time.

Fleet management innovations

As an increasing number of safetyconscious organizations around the world turn to alcohol interlocks, such as Alcolock, to ensure drivers are not operating fleet vehicles while impaired, the call for sophisticated fleet management solutions has also grown. Thus, ACS continues to test and expand innovative alcohol interlock solutions designed to enhance operational safety for commercial vehicle operators, eliminating the need for random alcohol testing of vehicle drivers, and enabling fleet managers to monitor driver status and vehicle operations remotely. The use of biometric identifiers allows multiple driver profiles, where each driver can have their own custom profile with specific BrAC threshold requirements. Drivers may be prompted to provide a fingerprint scan or camera image to verify their identity before starting the vehicle. Integration with mobile technology can allow the vehicle administrator to access the interlock settings remotely and disable the interlock during servicing or in an emergency. These enhancements to a proven impaired driving deterrent will ultimately help safety-conscious owners and fleet managers ensure that their goods and passengers remain safe on the roads. n

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CRASH BARRIERS |

Damage limitation Road barriers can improve safety for drivers and passengers by reducing vehiclesâ&#x20AC;&#x2122; speed and distance traveled in the event of a collision Words | Rossella Galli, Snoline, Lindsay Corporation, Italy

or more than 50 years, Snoline, part of Lindsay Corporation Transportation Solution Group, has been developing products that contribute toward road safety.

Above: The ATT can be joined to most barriers

A year of innovation

The year 2018 has been one of innovation for Snoline. The company introduced the ATT barrier terminal, adding to the range of terminals that it makes in Italy. The new terminal complies with the ENV1317-4 standard and is easy to implement because it does not require foundations for installation. It can be used as an extension of existing barriers, as standard guardrail components are used in its design, thereby minimizing operational and maintenance costs.

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The new technology uses a system of posts, beams and sliders that can be connected to most barriers available on the market, and whereas it had not been possible before, Snoline is now able to provide customized solutions to suit specific applications. The ATT Terminal is made from high-quality materials that guarantee a high level of safety. In the event of a frontal or side impact, its design ensures a high capacity for absorbing energy, decelerating and redirecting the vehicle along the roadway, thus safeguarding and protecting the vehicleâ&#x20AC;&#x2122;s passengers. The Lindsay Road Safety App ensures that installation teams have the correct documentation and media needed to complete the installation of Snoline and Lindsay road safety

devices. Inspection crews can also use the app to check that devices have been properly installed.

The crash barrier family

Lindsay is a market leader in the production of crash barriers and it has pioneered innovations such as the Tau product range. Today, thanks to research on materials and innovation in design, Lindsay has been able to create a product with reduced overall dimensions. This is the TAU Tube attenuator, which can stop vehicles during impacts at up to 110km/h (68mph) in less than 6m (20ft). The use of recyclable aluminum instead of plastic reduces its maintenance costs as well as increasing its environmental sustainability. There is also a version of the TAU Tube for temporary use on construction sites.

| CRASH BARRIERS

80km/h The speed of impacts the Walt crash cushion has been tested to (50mph)

Another product, the Walt system, is a highly efficient non-redirective crash cushion that has been tested for impacts at speeds up to 80km/h (50mph) in accordance with European Standard EN 1317-3. Walt is designed to be attached direct to barriers. Its anchorless design (also available on wheels) makes it easy to deploy and remove, and it is ideal for use in both temporary and permanent applications. Snoline also manufactures S-A-B – a removable barrier section created specifically for gates between median barriers on major road highways. Highways agencies and local governments need gateways in barriers for situations such as emergency vehicle access and evacuations, traffic rerouting, and work zones and maintenance.

A key feature of S-A-B – which complies with the ENV 1317-2-4 standard – is that it can quickly be opened fully or partially as required – and without the need for additional special equipment, sophisticated control systems or tools. Another important product by Snoline is the DR46 motorcycle barrier, which is designed to protect motorcyclists from hitting the guardrail post during a fall or collision. It can easily be attached to a guardrail with a simple click connection, and it adapts to the barriers without modifying their characteristics or performance. In the field of traffic management, Snoline’s Road Zipper system consists of a barrier-moving machine and moveable barriers. It can be used in two typical situations.

Above: Snoline offers a wide range of crash barriers

The first is for daily lane management in traffic areas with high congestion, where a barrier can be moved to swiftly section off certain lanes, perhaps just at certain times of the day. It can also be used to reroute traffic in important construction areas. It is already being used in the USA, Australia, Japan, the UK, Denmark, Austria, Holland and Italy. The 1m (3.2ft) sections of highly reinforced concrete barrier are pinned together to form a continuous barrier wall. In one movement, the barrier is shifted up to 7.3m (24ft) and gently set down without damaging the road, at speeds up to 15km/h (10mph). The unique, variable-length barrier can cope with lane curvature and allows for expansion between sections. n

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TRANSFORMING ROAD

THROUGH INNOVATIVE

DESIGN LEARN MORE

TAU TUBETM NEWFANGLED FAMILY OF CRASH CUSHIONS Lindsay Transportation Solutions offers advanced options that EN 1317-3 safety standards.

LENGTHS 1900-5900MM CE marked, absorbs impacts up to 110km/h in less than 6m

WIDTHS 850-2600MM Telescoping, low-cost and interchangeable technology

VARIOUS OPTIONS

DIFFERENT INSTALLATIONS

Different noses available; can be connected almost all barrier types

Permanent, temporary and on plate

+39 02909961 www.snoline.com

TAU TUBE full page 2.indd 1

10/10/2017 12:17:51

| BARRIER SAFETY

Absorbing impacts The ideal crash barrier is not one that is rigid. Instead road authorities should look to install protection that absorbs impacts just as crumple zones do on cars, thereby reducing severity of injuries

Above: The SafeZone is designed to absorb impact energy

Words | Stan Lemmens, Laura Metaal, Netherlands

performance, a small footprint and orking toward zero lower labor installation costs. road deaths is the ambitious goal of Laura Metaal The importance of safety Road Safety. Its aim is to Worldwide, an average help increase road safety, of one person is killed decrease workzone in traffic, and 153 are The number of people injured fatalities and make injured, every 15 seconds. in traffic accidents worldwide roads safer for everyone. Anyone who has seen or every 15 seconds. There will To help achieve been in a car accident can this, Laura Metaal has understand how the force also be, on average, one developed the SafeZone with which a vehicle hits fatality every 15 seconds Barrier, launched in 2018. an object plays a major role The SafeZone Barrier is the in the injuries caused in road first MASH-TL4 Limited traffic accidents. Deflection compliant temporary With passenger and commercial steel barrier system in the world. It vehicles getting heavier, larger and offers superior protection, maximum longer, one can easily imagine that

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there is a growing need to evolve and improve current road barrier design. The Laura Metaal motto â&#x20AC;&#x201C; Joining forces and working toward zero â&#x20AC;&#x201C; is aimed at creating a platform to raise more awareness and to create a dialog, focused on continuously improving barrier safety.

Innovative thinking

The main purpose of road barriers is to reduce the severity of accidents and injuries. We instinctively assume that something that is strong and solid will always offer the best level of protection. However, strength in heavyweight, rigid barriers is not ideal for roadside protection, where

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BARRIER SAFETY |

one must consider impact force. On impact with a solid, static barrier, the colliding vehicle’s energy will not be absorbed; instead the vehicle will be redirected and deformed, thus increasing the chances of there being a serious injury or fatality. ‘Fit for force’ was the guiding principle Laura Metaal used in developing a lightweight barrier that is designed not just to resist brute force, but to smartly absorb impact energy in crash conditions, to protect vehicle users, pedestrians and road workers. Just like crumple zones in vehicles, which improve the safety of vehicles on impact, a similar principle is being used by Laura Metaal to improve the performance of its innovative new road barriers. Meet SafeZone.

Reaching a higher standard Vehicle class

NCHRP 350

MASH

Small car

820C Weight: 1,809 lb (821kg)

1100C Weight: 2,420 lb (1,098kg)

Pickup truck

2000P

2270P Weight: 5,000 lb (2,268kg)

Weight: 4,409 lb (2,000kg)

Single-unit truck 8000S Weight: 17,636 lb (8,000kg)

10000S Weight: 22,000 lb (9,980kg)

SafeZone fit for force

SafeZone offers superior protection and maximum performance. It is smartly designed to absorb high levels of impact energy within its deflection range. Its unique and patented system was tested according to the AASHTO MASH (American Association of State Highway and Transportation Officials Manual for Assessing Safety Hardware) 2016 standards. The barrier successfully passed performance tests at MASH TL-3 up to MASH TL-4 Limited Deflection. This means that SafeZone responds well to the impact velocity of a 10-ton truck traveling at 56mph (90km/h)

to dissolve and absorb vehicle impact forces. It can be applied as a temporary or permanent barrier on bridges, workzones, edges of The overall reduction in roads, as well as median CO2 emissions gained from barriers on highways. The small footprint is installing a SafeZone barrier also an important benefit. instead of a traditional SafeZone’s simple, concrete one, over its lightweight yet solid design means that it can 20-year lifetime also be easily transported. The limited weight of the barrier helps to reduce fuel consumption in Key points about Laura Metaal’s SafeZone barriers maintenance vehicles. In combination Above: The with its 20-year life expectancy, this SafeZone has • Smartly designed to absorb a maximum of impact energy within a built-in leads to a considerable reduction proved to handle deflection range (estimated well over 80%) in CO2 impact velocity • Estimated 20-year lifespan emissions as compared with concrete of a 22,000 lb •E asy connection system allows for ultra-quick placement road barriers. (9,980kg) truck •D amaged sections can easily be removed or replaced Another plus-point is the lower • The first MASH TL-4 Limited Deflection approved temporary steel barrier labor installation costs, optimally on the market combining robustness with • MASH TL-3 Limited Deflection flexibility. SafeZone barrier elements • Lightweight: only 62 lb/ft (92kg/m) are very easy to connect, offering • Modular elements ultra-quick placement, therefore • 18 x 32 x 228in (46 x 81 x 579cm) reducing road workers’ unprotected exposure to live traffic and also helping to cut workzone fatalities. n and impacting the barrier at a 15° angle. Rigid standard steel or reinforced concrete transmits impact forces back into the vehicle, rather than absorbing them, which is a possible risk factor for severe or hidden damages or injuries. SafeZone is built

Facts and figures

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80%

JERSEY DELINEATORS |

The future’s bright Reflectors can help make roadside barriers more visible at night-time, thereby dramatically improving road safety. But how do you pick the right ones? Words | David Valant, Val Plastika, Slovenia

must choose carefully when deciding ersey delineators – also known which type to use. as guardrail reflectors, When planning a project, roadside reflectors or there are several aspects barrier reflectors – are of design that should be commonly used on considered. One of the highways and regional key features of Jersey roads for improving delineators is their light visibility and therefore reflectivity. Reflective increasing the safety and The amount of light that is elements are divided into comfort of drivers in lowreflected by Diamond Grade three classes based upon light conditions. These the amount of light that items can be found both (DG3) reflective elements they reflect (see Reflected on concrete Jersey barriers glory, right). and metallic guardrails as permanent or temporary traffic safety features. Reflectivity and durability There are many techniques to The amount of light reflected is not achieve light reflection from the side only linked to the reflectivity of of the road. Two main types of Jersey reflective elements, but also to the Above and right: delineators, however, have proven to size of the element. Plastic-based Valflex barrier delineators have be most popular for use on highways Jersey delineators tend to have a a simple design and regional roads: delineators with larger reflective surface compared to minimize the a solid triangular metallic base; and with solid triangular metallic-based chances of failure delineators with a flexible, plastic ones. Having a larger visual target base. The benefits of each design is beneficial as the amount of light are very different, so road operators reflected is greater.

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Flexion is another feature that has proven to be very useful in Jersey delineators. A design with inherent rebound using flexible polymers, such as technical polyester resins, has proven to be more durable than solidly fixed variants. Flexible design also demands that items are made out of materials that can be struck without causing damage to the impacting vehicle.

Versatile design

Of course roads can be very different from one mile to the next – therefore any roadside infrastructure must be versatile in order to overcome all the design challenges. Variants of attachments are needed to cover ways of installing delineators on concrete Jersey barriers, as well as on metallic guardrails and other road fence solutions. The simpler the design, the less the chances of failure. Therefore, a delineator should have as few

| JERSEY DELINEATORS

components as possible. The same philosophy goes for the usage of different materials. Due to the features mentioned above, road authorities are increasingly opting for delineators with a plastic flexible base. With its Valflex barrier delineators, Val Plastika has truly listened to the market and designed a product that not only fulfills all the most advantageous design criteria, but has also proven to be superior in the toughest real-life situations. They feature a large visual target, inherent rebound, simple design, and therefore few components. Plus, they are made in various design options so they can be fitted to all sorts of different barriers. Being tested in a laboratory environment, as well as withstanding years of the hottest Mediterranean summer and the coldest Alpine winter weather conditions, Valflex delineators have proven their pedigree. n

Reflected glory The three grades of reflective elements

Engineer Grade reflective elements typically meet ASTM D4956 Type 1 standards and can be described as an enclosed film or lens using glass beads or prismatic optical technology. This material is specified for use on non-critical street and road signs containing, for example, parking or wayfinding information.

High Intensity Prismatic (HIP) reflective elements meet ASTM requirement standards for D4956-09 Type III and Type IV, as well as ASTM 4956-07 Type X. They are usually in the form of a non-metallized

micro-prismatic lens reflective sheeting that is used mainly for reflective traffic and road signs, barricades or other road construction zone devices, and traffic delineators such as cones or barrels.

Diamond Grade reflective elements (DG3) come in the form of a full cube prismatic reflective sheeting that returns almost 60% of the available light to vehicle drivers, which is about double the amount that HIP reflective sheeting reflects. DG3 reflective sheeting meets the specifications of ASTM Type XI standard.

DG3 sheeting was engineered to reflect the newer headlights found in the latest cars, as well as to help older drivers by providing greater luminescence, and truck drivers whose lights are able to pick up signs that utilize DG3 better and at greater distances.

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Web Based

Mobile App

Web Services Interface

Transforming data into actionable intelligence

Management and control of multiple parking facilities is easy with JMS, the intuitive and web-based software solution. Tap the full potential of data and gain valuable insights into your business anytime, anyplace to make informed real-time decisions. You can accelerate the acquisition and preparation of diverse data, optimize business processes, maximize productivity and improve visibility and planning.

Unlock the power of your data with JMS.

hubparking.com

800 million

The estimated total number of parking spaces in the USA, to share between 327 million inhabitants

96%

The average proportion of time cars in the USA spend parked every day

300 million

The estimated total number of parking spaces in the EU, to share between 508 million inhabitants

Parking

| FAST FACTS

1905

The year the very first parking garage with automated features was opened. Garage Rue de Ponthieu, in Paris, France, had elevators to move cars between levels

A whole industry has grown up around what to do with cars when we’re not using them

1901

The year the first multi-story car lot was opened, by the City & Suburban Electric Carriage Company, in London, UK

US$0.05 The cost of parking for an hour at the world’s first parking meter, the Park-O-Meter, installed in Oklahoma City on July 16, 1935

3.68m

The length of the space that German stuntman Ronny Wechselberger managed to park in (12ft 1in) – just 14cm (5.51in) longer than his car. He slid sideways into the space with a handbrake turn. In doing so, he broke the previous world record for parallel parking, in a space 15cm (5.9in) longer than the vehicle in question

20,000

The number of spaces in the world’s largest car lot, situated alongside the world’s largest shopping mall, in Edmonton, Canada. An adjoining overflow car lot can hold 10,000 additional vehicles

Turn the page for the latest parking products and services

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LONDON PARKING |

Retail parking solutions London’s two Westfield shopping malls have recently benefited from state-of-the-art upgrades to their parking facilities

Words | Silvia Zarri, Hub Parking, Italy

ince opening in 2008, Westfield has transformed London’s retail landscape, with its unique blend of fashion, entertainment, beauty, dining and leisure, just three miles from the city’s West End. Westfield London is now the largest shopping centre in Europe, at 2,600,000ft2 (240,000m2). Westfield Stratford City opened in September 2011. The development comprises more than 1,900,000ft2 (176,500m2) of retail and leisure.

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Above: London’s Westfield Stratford City shopping mall includes 350 stores and services

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It also features 1,180,000ft2 (1,100,000m2) of current and future office space, as well as three hotels and 1,200 new homes. The evolution of such a complex shopping and leisure environment demands custom-designed equipment and total management of its transport hub, including parking areas. Both shopping malls are designed to be exciting and innovative places for customers and retailers, relying

on exceptional access, location and visibility. As the parking facilities customarily creates a customer’s first and last impression of a shopping mall, a fully intuitive and technically advanced solution was required. During the review phase of the parking requirements of its extensive facilities, Westfield management identified four key requirements for success. First, from a single control room, it needed to ensure the complete management, monitoring and real-time reporting of the business performance of multiple car parks. Second, it wanted to integrate a smart parking app for cashless

| LONDON PARKING

Working with ParkAssist Parking guidance system enhances user experience and data analysis

he Hub Parking system integrates with the world’s only patented camerabased parking guidance system – ParkAssist. Thanks to its smart sensors, which provide an expanded level of security, the management of the parking areas is made easier and remarkably secure.

payment, whereby users input their license plate on a smart device, for verification by automatic license-plate recognition (ALPR) technology. Third was a focus on big data reporting. Integration was required to leverage business intelligence capabilities. Finally – a must for any busy shopping mall – was the necessity for uninterrupted operations.

Specific and superior

Hub Parking Technology was able to deliver all the requirements by designing and installing a highly tailored and digitally advanced parking solution at each site – Stratford City first, then London.

Right: Each of the Westfield shopping malls in London has 40 automated pay stations

Smart sensor cameras combine with integrated license plate recognition to monitor the entire parking lot. It allows users to find their cars, should they forget where they parked. They simply go to a pay station and type in their registration number to be told the exact location of their car. For parking

lot operators it offers analysis of facility usage patterns, which enables cost reductions through improved space use and off-peak scheduling of maintenance work, and even reduces lighting costs. Data can also be analyzed to track trends in customer volume and revenue.

The responsive software solution (Janus Management System – JMS) enabled complete management from a single control center, as well as bigdata analytics. The smart parking app was seamlessly integrated using third-party services. A parking guidance system and a valet service, already provided by Westfield, were among third-party services integrated into the app to offer drivers an effortless parking experience. To top off the design of pleasant, convenient and easyto-access parking facilities for customers, cashless pay stations and ALPR on all lanes were included in the project. Furthermore, immediate backup of all parking equipment was engineered through a fault redundancy configuration, making it possible to switch The number of articulated peripherals without stopping magnetic barriers installed by parking operations.

Hardware upgrade

Hub Parking at the Westfield Stratford City shopping mall in London

Hub Parking Technology upgraded both sites with the new hardware in a series of wellmanaged operations. The first installation, at Stratford, required 28 articulated magnetic barriers, 12 entry stations with barcode ticketing, 16 exit stations, 26 automated pay stations and 16 cashless automated pay stations. The installation work was carried out over a six-week period and all the equipment was

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LONDON PARKING | installed without closing a single parking lot. The first phase at Westfield London began six weeks later and the upgrading of the site was undertaken in two phases, with 26 articulated magnetic barriers, 13 entry stations, 13 exit stations, 28 automated pay stations and 12 cashless automated pay stations. Phase two consisted of 6 entry stations, 6 exit stations and 15 pay stations, along with ALPR on all lanes. All project deadlines were swiftly met throughout the whole process and the project has been designed to be scalable to ensure the entire system is future-proof and adaptable to any current and future demands placed on the individual shopping malls.

Day-to-day functioning

The sites’ operations are monitored from a single control room through the JMS, which allows Westfield parking staff to easily access a dynamic and adaptable set of realtime information from all car parks and generate complex and rich statistical analysis of both parking facilities’ performances through an intuitive graphical output. The reporting options are customizable. JMS business intelligence integrates operational

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Above: Westfield London is the largest shopping mall in Europe Below: State-ofthe-art barriers and lighting are in evidence in Westfield parking lots

data from the parking equipment, the mobile payment options and the third-party services that are integrated. Parking management is therefore able to interact with data, take informed decisions and immediately adjust them as needed, unlocking a site’s full revenue potential in the process. The scope of the project continues to grow, strengthening

the partnership between Westfield and Hub in the process. “We see Hub Parking as one of our technology partners moving forward, because of its impressive roadmap, innovation and forward thinking as a company,” says Katie Wyle, assistant general manager at Westfield. “The quality of the equipment and the flexibility of its management system make daily operations quick and efficient from the control room, and thanks to the extra safety of the faultredundant configuration we feel assured that the system will not miss a beat. The development and integration with Westfield’s smart parking application was critical to the success of this project, which was delivered on time and with minimal disruption – not easy in such a busy environment. We are looking forward to future expansions and further technology integration to enhance our user experience.” n

The quality of Hub Parking’s equipment and the flexibility of its management system make daily operations quick and efficient from the control room

Katie Wyle, assistant general manager, Westfield

Intertraffic World | Annual Showcase 2019

The Complete Source for Your Cash Handling

For more information, please visit suzohapp.com TM

STREAMLINED PAYMENTS |

Future ticketing technology The ticketing sector is becoming more streamlined, particularly in the transportation and parking industries Words | Leonid Sokol, SuzoHapp, Netherlands

ith the world’s public transportation networks continuing to grow, the need to overhaul ticketing is more pressing than ever. Ticketing represents one of the best opportunities for innovation. The most visible example is in the smartcard and account-based ticketing systems increasingly overtaking paper tickets in transportation networks. But many obstacles stand in the way of the industry’s ability to deliver and deploy an intelligent and integrated fare-collection system that results in loyalty, cost-effective use and a smooth experience for passengers. Closed-loop systems do not always meet commuters’ needs. Robust systems, where information needed to calculate the fare is stored on smartcards, are easy to use and have cut operating costs – but they lack flexibility. Closed-loop systems force passengers to use a smartcard valid only on that transport system. This approach locks up a customer’s funds, which remain dormant until needed to buy a ticket, and means users must remember when to add funds to cards. Machines in stations can thus become a barrier to moving commuters through stations efficiently.

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Right: SuzoHapp’s Intelligent Coin System handles up to eight coin types

Intertraffic World | Annual Showcase 2019

The number of different coin denominations SuzoHapp’s Intelligent Coin System can handle

A virtual ticket office (VTO) could be the solution. Similar to virtual teller machines in banking, it is an in-station computerized machine and combined ticket office, vending machine and customer contact center. A passenger using the VTO could perform transactions such as account opening and card issue at their own pace. Help could be given by a remotely located agent via video or voice. VTOs can be equipped to accept all methods of payment – cash, credit/debit cards and digital – and give change when necessary, all while keeping funds and sensitive information secure. They can be

interconnected through the backoffice system and offer account-based payments. The variety of payment options linked direct to customers’ bank accounts eliminates much of the friction around ticket purchasing, adding funds and balance checking. Instead of adding complexity to their customers’ commute, transport firms will be offering an effortless ticketing experience. A solution like this has obvious benefits for both commuters and transportation companies. Advances in transportation ticketing technology have evolved over time in major markets, but have yet to be rolled out at the same pace in less developed markets. The purpose of technological innovation in the ticketing process is to simplify the end-user experience while giving operators a competitive edge through increased efficiency, information and profitability. For years, operators around the world have relied on SuzoHapp’s Bill-to-Bill product line to provide a reliable service, reduce operating costs and help travelers complete transactions. As seen in ticketing machines around the world, the new generation of Bill-to-Bill reflects evolving ticketing technology trends

| STREAMLINED PAYMENTS

Above: The CashComplete’s Connect software allows to fully monitor cash and generate accurate reporting Below: The CashComplete RCS-400 2.2 enables coins to be dispensed directly to the till

and it is best suited for VTOs. In the past, customers who paid for their fare with notes received their change in coins. The Bill-to-Bill banknote recycler has improved the customer experience by not only accepting banknotes, but by paying them back as well. Being inundated with coins was frustrating for customers – Billto-Bill has changed that. SuzoHapp’s Intelligent Coin System (ICS) tackles the challenge of optimizing coin payouts from ticketing machines. Often ticket machines have to pay back all denominations. The ICS handles up to eight coin types. They do not need to be pre-sorted into different hoppers, as the system is eight individual coin hoppers and a sorter combined into one

validate and bag/vault store up to 900 coins per minute. The software allows full and simple customer configuration. The heart of the unit, the coin acceptance module (CAM), ensures that only valid coins can be stored or bagged. When customers pay at a manned till, staff need to access coins and deposit them at the end of their shift. The optimal solution is to recycle coins – using those deposited during one shift to create fresh tills. With the CashComplete RCS-400 2.2, coins can be dispensed directly into the till, as the Flexi-Till solution caters to the most common tills on the market. Thus, the exact number of coins is placed in the correct till pockets. At the end of a shift, coins can be entered in bulk. The RCS-400 2.2 Flexi-Till gives exact details of all transactions and is managed using the CashComplete On-Device software, together with the CashComplete Connect platform. n

product. Multidenomination payouts from one product saves both cost and time. The ICS has a large coin capacity of up to 1,300 coins and a high payout speed, as coins from up to four tubes can be dispensed at once. In the back office, operators are often faced with large numbers of coins to check, validate, sort and bag for cashin-transit (CIT) collection, or recycled for further use by personnel. Needs vary, hence SuzoHapp’s wide range of solutions. The CDS-820j is a bulk coin deposit solution that is easy to operate using its built-in 7in (18cm) color touchscreen. It can

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OCCUPANCY DETECTORS |

Seeing through the cloud Drivers can be provided with up-to-date information on free parking spaces courtesy of occupancy detectors that can be linked to the cloud Words | Andreas Hartmann, ADEC Technologies, Switzerland

nformation about the occupancy of parking spaces can be valuable to every driver who is looking for a free spot. ADEC (Advanced Detection) Technologies’ parking occupancy detection system consists of detectors, data collection and transmission stations, and a cloud system that permits access to parking space occupancy information through web browsers and APIs for third-party software.

POD devices

A key component in ADEC’s system is its parking occupancy detector (POD). The unit uses four types of sensing technologies for maximum performance in all weather conditions. The magnetic field sensor is supported by an ultrasonic transducer, a daylight sensor and an active IR transmitter/receiver. The battery-powered PODs are designed to provide seven or more years of operation before their power is exhausted. A radio transmitter built into the POD achieves a range of up to 820ft (250m) in an urban environment. The PODs are compact and rugged – each is roughly the size of an ice hockey puck and encased in durable plastic housing. The installation of PODs is simplified with an in-pavement mounting adapter. Commissioning is straightforward and can be done using a web-based GUI, Windows software (with internet connection) or an Android app. When using the Android app, detectors are added to the cloud

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Above: The BS2 gateway collates occupancy changes from nearby detectors, and sends the information to ADEC’s server

Intertraffic World | Annual Showcase 2019

during installation using the nearfield communication tag built into each POD, containing its unique ID. This information, combined with the GPS location provided by the mobile device, associates the ID with the location, so questions about where a given POD is sited are resolved right from the beginning.

Connected detectors

The detectors transmit occupancy changes via RF to ADEC’s IoT Parking Gateway BS2. The gateway, installed nearby, is grid- or solar-

powered with backup batteries for up to five days of darkness. Data is transmitted from the BS2 gateway to ADEC’s server using a built-in 3G modem. The communication between the PODs and the BS2 gateway is bidirectional, allowing the gateway to update POD firmware or change configurations. Each gateway accommodates up to 100 PODs within an 820ft (250m) range. The gateway can be customized to transmit occupancy information to any third-party server. By default, ADEC’s cloud server is used.

| OCCUPANCY DETECTORS

Left: ADEC’s DETSoft software enables parking space information to be overlaid on digital maps

ADEC’s cloud services consist of various software modules that receive occupancy updates from BS2 gateways and manage the data in the cloud. The occupancy status information can be visualized using a GUI in any web browser. ADEC has also extended its DET-Soft commissioning software to show parking spaces overlaid on digital maps, such as Google Maps. In this way it is easy to get an up-to-date

view of the occupancy status of any location where PODs are installed. Customers who use their own parking dashboard can easily access current and historical occupancy information through the straightforward RESTful web APIs when using ADEC cloud services. ADEC uses Exosite cloud services, which are built on the Amazon Cloud, one of the most reliable cloud services on the market today. n

820ft

The transmission range for ADEC’s parking occupancy detectors (250m)

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191

AUTOMATED PARKING |

Space-efficient urban parking Automated parking is maximizing space in buildings across Europe Words | P etra Ernst-Gutierrez, Lödige Industries, Germany

any drivers who have traveled through London, Berlin or any other large city know all too well how challenging it can be to find a parking space. Often, residential buildings, such as apartments, do not have parking spaces because of their location or building restrictions. Lödige Industries offers innovative solutions for maximizing parking spaces –

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Above: The Palais Varnhagen building in Berlin, Germany

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from individual car lifts to fully automated systems .

Luxury parking in Berlin

Summer 2017 saw the opening of the Palais Varnhagen in the heart of Berlin, Germany, designed by British architect Sir David Chipperfield. The luxury building’s underground parking lot can accommodate 24 vehicles. Limited space at this prestigious address prevents ramp

access. Hence, the solution was to integrate a Carrico car elevator from Lödige Industries to enable vehicles to enter and exit the parking lot. With a potential payload of 3,700kg (8,160 lb), the car elevator not only enables convenient parking in the underground lot, but also the transportation of other objects as part of the facility’s management. “By not using an access ramp, we were able to create at least three additional parking spaces,” says Thomas Voßebürger, technical director of Artprojekt Real Estate, the planning company that designed the Palais Varnhagen building. “In spacecritical areas such as downtown Berlin, car lifts offer an ideal solution to equipping high-quality real estate with necessary parking spaces.” Lödige offers extremely versatile aesthetic design options for its car lifts. In this instance, the aesthetically pleasing hydraulic lift, equipped in

| AUTOMATED PARKING

International operation Meeting increasing demand for parking spaces

ollowing the acquisition of 5BY2, a Dutch automated parking lot system manufacturer with projects in Europe and North America, Lödige Industries is now in a position to respond to a wider range of client requirements worldwide. Currently, a fully automated parking lot system is being installed in the 60-story Massey Tower in Toronto,

a subtle shade of dark gray, also fits in with the overall concept of the building (pictured, main image).

Automated car parking systems

Depending on the space available, a fully automated system can increase the number of parking spaces by 60%. Fast and efficient drop-off and pickup processes – on average 120 seconds per car – can reduce traffic congestion in parking lanes and thus CO2 emissions. Several fully automated systems are already in operation in Europe, the largest in Aarhus, Denmark, with almost 1,000 spaces. High throughput and availability are guaranteed, thanks to a unique shifter system that lifts and transports the car by its tires. Since the Aarhus system’s installation in 2015, parking space availability has been maintained with 24/7 maintenance and monitoring

Above: A car can be parked in just 60 seconds at Blox, Copenhagen, thanks to Lödige’s solution

Ontario, Canada. Situated between the retail levels below and the residential floors above, it will accommodate 150 parking spaces across five floors. This is one of many international projects where Lödige Industries is helping its clients to increase their numbers of parking spaces, which therefore benefits their return on investment.

from Lödige’s remote control center. In May 2018, Lödige implemented a 350-space parking system for the Blox building in Copenhagen, Denmark. Complex architecture and site restrictions prevented parking spaces being a uniform length, but a vehicle measurement system from Lödige ensured that space within the system was optimized to accommodate the maximum number of cars inside. This space optimization enabled one-third more parking spaces in the parking lot – a big advantage, given the building’s central urban position. n

60%

The proportion by which a fully automated system can increase the number of parking spaces

By not using an access ramp, we were able to create at least three additional parking spaces. In space-critical areas, car lifts offer an ideal solution to equipping high-quality real estate with necessary parking spaces Thomas Voßebürger, technical director, Artprojekt Real Estate

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CASHLESS PARKING |

Cashless parking solution success An integrated cashless parking solution in Newcastle upon Tyne, UK, has resulted in an enhanced experience for users Words | 3C Payment, Luxembourg

echnology in transportation has been advancing rapidly in the past few years, with the race to deploy autonomous vehicles dominating the headlines. But many have ignored the smaller, less flashy technology that is making it all possible. Transportation companies, however, have been quietly investing in big data, installing sensors and trackers to collect information that can provide better insight into the future of the roads. This can range from an app collecting data on parking spaces, to a dashboard traffic light countdown. Clearly,

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Above: Two multistory parking structures in the city of Newcastle upon Tyne have been the focus for the roll-out of an innovative cashless payment system from 3C

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the potential benefits of data in transportation are almost endless.

High demand for parking

In Newcastle upon Tyne, UK, the City Council manages 7,500 parking spaces for its 285,000 residents. The spaces are in various parking lots across the city, including on-street, off-street and multistory locations. The high demand in two of Newcastle’s multistory parking garages that are close to the city’s major shopping areas and sports grounds meant that the council needed an efficient and reliable system to cope with multiple card payments.

Newcastle City Council has removed traditional barrier systems at exits in two major parking lots, implementing a 3C Payment cashless solution instead. Barrier exits caused delays and traffic jams. Russell Nelson, Newcastle City Council’s business management officer, explains: “We wanted to improve the service for customers in two of our flagship car parks, to ensure that the parking and payment experience was hassle-free and had no constraints. When purchasing a ticket, many customers often don’t know how long they need to park for, and find it inconvenient searching for the exact money to pay with. We also needed to modernize our payment methods in order to be competitive.” With the new 3C payment system, parking customers in Newcastle are charged for the exact duration that

| CASHLESS PARKING

be linked to enforcement officers’ handheld devices. Furthermore, it had to be a system that was quick and easy for the customer to use. Newcastle City Council selected 3C Payment’s Check-in Check-out parking solution, which met all of the required criteria, and installed 34 machines integrated with Cale BriParc systems at the two parking facilities. Crucial to the solution is 3C Vault Tokenization. It encrypts the customers’ they are parked for. This card details in a PCI level is because they pay on The number of parking 1 hosted environment, so exit, rather than in spaces managed by that when the customer advance, and also the UK’s Newcastle checks in with their card, payments can be made City Council the time and tariff is to the nearest penny. calculated and the stored “Getting the tariff charge token can be recalled to right was very important,” charge the customer when says Nelson. “Charging by the they check out. minute has hugely increased Due to customers now being customer satisfaction because the able to use the cashless pay-on-exit system is a much fairer way to solution, Newcastle City Council is charge. Customers have the freedom issuing fewer penalty charge notices to return to their car when they are ready and they only pay for the exact time used.” Above: Gateshead Millennium Bridge and Tyne Bridge are much-loved elements of the iconic Quayside

7,500

Implementing the right solution

The new infrastructure that enables card payments had to be reliable and fully secure so that it could process and deliver funds to the council on a daily basis. Payments also had to

for customers who have overstayed at pay-and-display parking lots. This saves the council time and money that would have been spent processing time-consuming parking fines. “We are already seeing one-third of all transactions at the pay-anddisplay machines being made by card using the 3C solution – and this number continues to grow,” says Nelson. He will continue to work with 3C Payment to support the roll-out of more solutions in other multistory parking lots and at on-street locations across Newcastle, including those near hospitals. “The new parking solution from 3C Payment adds a much more efficient and streamlined process for parking services, as well as making the parking experience for the customer convenient and fair,” says Nelson. “When customers use the Check-in Check-out system, they want to use it again and again.” n

Implementing the 3C integrated cashless solution in Newcastle has provided a really convenient payment experience for car park users Russell Nelson, business management officer, Newcastle City Council

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MONITORING PARKING |

Space watch Smart cameras are a fundamental part of parking guidance systems and they contribute to the reduction of CO2 emissions Words | Schick Philippe and Maria Corcetto, Schick Electronic, Switzerland

ith more than 40 years of experience in the parking guidance systems (PGS) field, Schick Electronic is a pioneer in the indoor parking guidance market. So far it has equipped more than 500,000 parking spaces around the world, meeting the requirements of the most demanding clients.

Above: A single Schick Electronic camera can monitor 100 or more spaces Below: Cameras work even when visibility is poor

Innovation, accuracy and efficiency make Schick Electronic’s system one of the most reliable on the market. Its Signal-Park range of products have features that save drivers time, while simplifying their parking experience. Schick Electronic is always striving to be at the forefront of technology, which is why, to complete its compatible product range, it has developed two new products: the SP4C outdoor and indoor camera-based detection systems. These products are a new step toward implementing artificial intelligence (AI) and neural networks into ITS.

Outdoor parking monitoring

A single SP4-CAM camera can monitor up to 100 parking spaces and can be integrated into existing Ethernet networks. Furthermore it is easy to install and set up, and has a low cost

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of ownership. The camera requires almost no additional maintenance. It also works in low light conditions and in poor weather. The SP4-CAM camera has been on the market since the second quarter of 2018.

An indoor guidance system

Schick Electronic’s new Indoor Camera System is also based on AI technology and includes license plate recognition. This allows new services – such as space reservations, and lost and found services for vehicles – to be implemented into parking lot operations. Schick Electronic develops its high-end cameras at its premises in Switzerland. One camera can monitor up to six parking spaces simultaneously and can be easily interconnected with other cameras in the Ethernet network, thereby reducing installation and maintenance costs. n

INNOVATIVE, RELIABLE, ACCURATE, PARKING GUIDANCE Outdoor / Indoor systems

Developed by Schick Electronic SA

With more than 40 years of worldwide experience, choose our Schick PGS and you can be sure to run like a Swiss watch.

info@schick-sa.com www.schick-sa.com

CONNECTED PARKING |

Net gains Connecting car lots to the internet enables remote traffic to be routed away from occupied areas Words | Patric Ehrhardt, Cur Systemtechnik, Germany

hese days, communication between physical devices has become essential to control the traffic situation in overcrowded city centers. Intelligent transportation systems are connected to traffic flow detectors and parking sensors and advise road users via navigation systems, mobile apps, traffic displays and signalization along the roadway and in car lots. An important aspect is the communication between the guidance systems for accessing roads and parking areas, and their displays, sensors and counting devices, which can be spread out all over a city. A common trend is the use of wireless technology to connect systems and devices via the internet. The Internet of Things (IoT) network enables machines, devices and sensors to exchange data remotely, all over the world. Modern guidance systems use wireless technology to make long-distance connections or to

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Above: Dynamic outdoor signs can help alleviate congestion caused by drivers queuing for parking spaces

connect locations that cannot be connected by cables.

Access to parking areas

It is important to control traffic well on roads that give access to car lots, especially in city centers with a high number of parking areas. To avoid situations where queues of traffic waiting outside full parking garages block access to other parking spaces that are free, drivers should be informed via connected urban guidance systems or directly controlled displays long before they approach occupied areas. Modern car parking systems can automatically detect and react to such

Modern car parking systems can automatically react to critical situations, controlling outdoor displays, even if these are located kilometers away from the parking facility

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critical situations, controlling outdoor displays, even if these are located kilometers away from the parking facility. This is increasingly achieved through wireless communication.

Connected parking

Cur Systemtechnikâ&#x20AC;&#x2122;s parking guidance system supports these requirements. Through its modular sensor, detector and display technology, and its ability to communicate with external thirdparty devices and traffic guidance systems, it not only controls traffic inside parking areas, but also traffic outside on access roads. A key feature is the web interface of the Cur parking guidance software Visual Control Center (VCC). It offers a representational state transfer (REST) application programming interface (API), which provides IoT communication with external systems and outdoor devices. This interface enables several parking systems to be combined in a master

| CONNECTED PARKING connects single space sensors to an external mobile app that provides an overview of the parking situation for electric cars in Germany. At Porsche, VCC also communicates with an external urban traffic guidance system, which monitors the parking situation and manages traffic on the access roads. There is also an installation at Webasto in Stockdorf, Germany, where a separate reservation system communicates with VCC to manage reservations and signal reserved parking lots to visitors. Modern parking guidance systems do not only shorten the time it takes to reach shops, restaurants and event locations in city space displays to manage The Visual Control Center centers; by using wireless traffic around the technology and standard CentrO shopping mall from Cur Systemtechnik web communication in Oberhausen, provides IoT communication interfaces, they also Germany. The displays with external systems support external communicate with VCC systems. Their managed wirelessly via the internet and outdoor devices infrastructure also includes and are connected using locations outside car lots, to LTE mobile technology. avoid congestion and take the Another installation at stress away from visitors. n Porsche in Weissach, Germany, Left: The VCC graphical user interface

panel, which coordinates traffic around the parking facilities. For such requirements, Cur is developing the cross-platform browser app VCC Panel, to be used by managers in control rooms to monitor the traffic situation inside and outside car lots.

Recent installations

Cur recently installed signs, information panels and residual

VCC

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ENHANCED ALPR |

Increased reliability, better performance Operators should take great care to ensure that their customers’ parking experience is as efficient as possible

Words | Vanessa Amat, Quercus Technologies, Spain

he ideal first step for parking lot operators to take, in order to ensure a good experience for their customers, is to install an automatic license plate recognition (ALPR) system at the entrance and exit. Such a system can improve the management and security of a parking lot, in addition to bringing the operator higher revenues and profits, maximized efficiency and profitability, and reduced operational costs. Moreover, optimized pricing (dynamic pricing system) for customers can be introduced. ALPR enables vehicle information to be collected and monitored, allowing for a better control of the events occurring in entry and exit lanes. It can help the operator to manage lost parking payment tickets and detect fraudulent ones, as well as checking the movements of customers’ vehicles inside the parking lot and managing incidents according to black- and whitelists. Both operators and drivers ask for,

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Right: Setup of the SmartLPR Access is straightforward thanks to its remote control zoom lens

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and are entitled to, maximum parking lot safety and security. ALPR can help to prevent stolen vehicle-related theft claims and it can also detect fraudulent access and exits, including customers avoiding paying the correct parking fees as a result of having exchanged tickets or money.

Customer loyalty

ALPR is continuing to help improve several aspects that contribute toward a premium parking experience and can help operators increase customers’ loyalty. It also enables parking data to be collected and this can be used in campaigns – for example, to maintain customers’ loyalty with promotions and discounts, or automatic entry and exit for parking subscribers and those who have pre-booked. Quercus Technologies specializes in ALPR computer vision technologies. SmartLPR Access represents the latest generation of ALPR technology. A single device

integrates all that is needed to provide the highest reliability worldwide. The web-based configuration and the remote control lens make the unit setup easier and more automatic than before. Moreover, Car Access capability, included in Quercus’s BirdWatch Smart Parking Suite, is a computer system that controls entry and exit movements of vehicles using highly accurate ALPR at entry/exit points. As part of the BirdWatch software, Car Access displays ALPR data captured by the all-in-one SmartLPR Access equipment manufactured by Quercus. By providing all of this information, Car Access enables better control of events that are occurring in access lanes. Quercus has developed a powerful OCR and advanced holistic computer vision algorithms to cope with country-specific features of license plates. Quercus ALPR products recognize both Latin and Arabic alphabets, states and numbers in countries – such as the USA and Mexico – and are fully able to recognize color-coded plates, such as those used in the United Arab Emirates and Qatar. The advanced algorithms developed

| ENHANCED ALPR by Quercus are continuously reviewed and updated to obtain highly reliable ALPR data worldwide. The latest innovation from Quercus is high-reliability recognition (HRR). For this, two SmartLPR Access cameras are installed on the same lane to get a double reading of license plates. One camera is positioned to capture the front license plate on vehicles and a second is placed to read the rear plates.

Why obtain a double reading?

The front license plate is the one that is more difficult to capture, due to the weather or dirt (bugs or mud might be stuck on the license plate, for example). Double readings enable two license plates on a single vehicle to be read, thereby achieving a reliability of more than 99% in the majority of cases. In instances where the front license plate is damaged, the image of it can be compared with the rear license plate image in order to obtain a reliable result.

Above: SmartLPR Access recognizes licence plates worldwide, thanks to its built-in intelligence

In parking applications, HRR makes it possible for drivers to enter and exit parking areas without necessarily needing a ticket. It offers a more efficient parking experience without the hassle of paper tickets – which is good for the environment – as well as reducing administrative expenses and maintenance costs. In addition, it can increase revenue and staff efficiency. The option for drivers not using Wa ticket means they can enter and exit the parking area more quickly. This help operators to reduce congestion at entrances and exits. The customer parking experience can be enhanced – and made less stressful – if the driver has minimal interaction with the car lot management system. HRR can help drivers and operators make reservations. It enables pre-booking for use of the parking lot, and it allows secure automatic entry and exiting for subscribers. All this is made possible thanks to highly reliable vehicle identification using ALPR technology. n

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MARKET PREDICTIONS |

The road ahead The future of parking will not be defined simply by technological innovation – cost and privacy concerns are big factors Words | Luca Zanzon, El-tra Srl, Ital

n recent years, the parking industry has made big steps forward with new technologies including RFID and 2D barcodes, an increase in new features and the development of complex automatic pay stations. Today, in many countries, we see a slow but constant move to deautomation – the complete opposite of how we expected things to progress only a few years ago. In some cases, the emphasis has been on software instead of mechanics, and in most cases simply the costs. Focusing only on the ‘essential’ became the new mantra, and final cost the only criteria – leading to the progressive ‘manualization’ of parking systems. We are seeing more installations where some operations depend on interaction with the final users – for example, the use of fixed barcode scanners at pay stations and exit terminals, even though motorized equipment could do the

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job more easily, quickly and with greater control.

Two big trends

In this scenario we see two main trends. The first is the de-materialization of parking systems. This occurs mainly in China and some other Asian countries, where, in a few years, installations based on RFID PVC cards moved quickly toward RFID long-distance technology, then to CCTV

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| MARKET PREDICTIONS

only. Following this path, entry, exit and payment terminals will soon become obsolete. Drivers will be detected getting closer to a defined facility and charged automatically when leaving it. The second trend is the manualization of parking systems. This occurs in Latin America and other countries where labor costs are still low and the potential benefits of innovations are not always considered. In this case, the belief is that innovation just incurs additional costs, and the potential to optimize operative control and increase revenue is disregarded.

Privacy law

We’ve seen a more balanced situation in Europe. The most widespread technology is barcode based, with increased demand for 2D barcodes. Paper ISO tickets remain the most commonly used in parking projects, together with RFID cards for VIP users. Regulation defends consumers (drivers), protecting their personal data.

Neither de-materialization nor manualization seem in line with existing law in Europe. De-materialization enables an extreme reduction in the cost of building up new automatic systems, but results in a total loss of privacy, because all personal data is given to achieve the system’s simplicity. Meanwhile, manualization does not seem like a very viable solution or scenario unless labor costs decrease to much lower levels.

parts – and therefore their suppliers – redundant represent a risk for the entire industry? El-tra strongly believes in innovation, which must be associated with quality and reliability. The estimated global Sophisticated solutions worth of the parking can make standard tasks industry in 2018 easier, reducing cost in the long term and enabling maximum control of operations. El-tra produces a full range of motorized equipment to manage PVC cards and/or paper tickets of any kind (ISO, Edmonson in roll, fanfold), incorporating RFID, Left: The ELG9000magnetic and barcode technologies. RC2-TP dispenser The company’s equipment is Vital questions for disposable RFID designed to be integrated in every Will privacy issues alone help to paper tickets (chip type of parking system with the maintain parking as we know it for on paper). El-tra says this model is ultimate goal of achieving full some more years? Is total control of already in demand interoperability with city data worth sacrificing the potential for parking facilities, transportation systems and therefore for cost reduction and simplicity? especially those contributing to reduce pollution and Are we ready for all the offering park and traffic – common and serious consequences derived from this type ride service, thanks to its reduced cost problems everywhere. n of innovation? Would making certain

US$7.43bn

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PARKING GUIDANCE SYSTEMS |

Advanced parking A customer’s parking journey starts when they enter the lot and ends when they leave it – so it’s vital for businesses to ensure drivers have an excellent parking experience Words | Vanessa Amat, ParkHelp, Spain

ny parking facility – whether at an airport, shopping mall, hospital, university or apartment block – needs to deliver an effective end-to-end customer experience. Parking can determine where people shop, for example, as they want a stress-free trip. There are many elements to offering better parking: reducing queues and the time spent looking for a space, enabling customers to locate available spots quickly, and helping them to find their vehicle when they want to leave. Offering an exceptional service is an investment – a happy customer will spend more and is more likely to return.

Above: Ultrasound sensors can be seamlessly integrated into garage roof structures

Mapping the journey

It’s helpful to map out the customer journey through the parking experience, to discover how to increase satisfaction. The first step is arriving at the entrance. Sometimes

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objects can prevent drivers seeing the entrance. Another potential problem arises when there is more than one entrance. The solution is to install adequate outdoor signage showing available spaces and guiding customers on the right path. The second step is entering the lot. Long queues are the worst scenario, as no one likes to waste time. Proper outdoor signage and a highly reliable automatic license plate recognition (ALPR) system are the answers to optimizing traffic flow. Moreover, installing ALPR devices prevents ticket exchange fraud and problems with lost tickets. The operator can also check movements and obtain usage statistics that can be helpful in loyalty campaigns. Other possibilities include enabling automatic, ticketless entry and exit for subscribers and those who have pre-booked. The third step for customers is to find a parking space. This can be the

most stressful part of the process, especially if there is a jam inside. The most efficient way to avoid internal traffic is to deploy good indoor signage: displays showing available spaces to the right and the left, available spaces on other floors, and which areas are already full, for example. It can be difficult to identify available spaces, and even more so if you are looking for a space designated for a disabled person, family, electric car or VIP. An indoor parking guidance system can locate and distinguish available and special spaces quickly. Moreover, a dynamic pricing system – with different price rates depending on the parking spot location, time of day or demand – can be used.

Peace of mind

The fourth step for customers is to leave their vehicle and go about their intended activity. Knowing their

| PARKING GUIDANCE SYSTEMS vehicle is safe enables them to do so without worry. Security is a crucial factor in preventing theft, assault, vandalism and fraud. To ensure the comfort and well-being of drivers and their cars, going beyond the standard overall video recording with ALPR and video recording of each space adds great value: the car is under surveillance at all times. It allows the operator to check movement and avoid vehicle damage. The fifth step is to find the car upon return. It is very common for people to forget where they have parked, but the ALPR system makes it possible to find cars easily. The last step is to find the exit and to leave. Again, proper indoor signage is the key to making this easy for customers. ParkHelp offers a global parking solution incorporating ALPR, indoor parking guidance systems (PGS) in the form of ultrasound sensors and camera-based PGS with license plate recognition and video recording, outdoor PGS in the form of magnetic sensors, indoor and outdoor signage, and management software.

Above: Its robust design means that the camera-based PGS from ParkHelp needs little maintenance

The solution increases rotation, occupancy and security. Greater efficiency and control, together with strengthened customer loyalty, leads to a reduction in costs and an increase in revenue. Operators can also optimize their prices and parking policy. High-tech devices create a smoother parking experience for customers, providing differentiation from other car lots. n

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PARKING SENSORS |

Perfect sense IoT sensors can drive smart parking policies that help to manage urban mobility Words | Lionel Lafargue, Parkisseo, France

riving in an urban environment can be difficult, both in terms of navigating traffic and finding somewhere to park. While it’s easy to demand more roads and parking, smart mobility services can optimize the existing infrastructure. Parking sensors connected through Internet of Things (IoT) radio networks can provide data on available parking spaces. This communication technology can be implemented easily without big infrastructure changes. Parkisseo provides smart parking solutions based on magnetic sensors, used for on-street and indoor parking. Each sensor is independent and gives realtime information on whether there’s a car parked, and for how long.

Above: Parking sensors can remotely inform drivers whether a space is occupied or not

for a place to park if they drive into the city center. Politics are defining new parking rules in cities – for example, making cheap, possibly long-term, parking available on the outskirts, asking an average price for a medium stay near the city center, and an expensive fee for a short stay near the local shops. However, some cities are making city center parking cheaper or even free for a limited time, as an incentive to draw people to the shops.

Enforcing the rules

These rules should ensure there is enough parking for citizens, but they aren’t followed often enough by drivers. An immediate way to change this is to give real-time information to law enforcement teams regarding parking usage. Parkisseo’s ControlPark helps law enforcement teams to detect overstaying cars. A new regulation does not change behavior if its

Shopping trends

In medium-sized cities throughout France, attracting people to use shops in the city center is a major issue. People are choosing to use shopping malls instead, because they know they will lose half an hour looking

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The goal is to attract people, but have at least one space available – to achieve an occupancy rate as close as possible to, but rarely, 100%

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application is not controlled strictly. Ensuring that maximum parking times are respected yields a clear improvement in car turnover. IoT parking sensors also make it possible for citizens driving to the city center to know if parking is available. The data can be integrated with the ParkiCity smartphone application, which guides drivers to available parking spaces. Knowing they risk a fine if they don’t use the public space properly, drivers will choose the area that best fits their needs: coming to the city center if staying for a short time only, and parking a bit further out if they need to stay a bit longer in town.

Adapting services

Armed with data on how different parking areas are used, leaders can take informed decisions on what to offer citizens. The ParkiData statistical platform enables them to compare situations and criteria including overall and hour-by-hour occupancy rate, turnover by place or area, length of availability and occupancy of parking spaces, and violation rate. The goal is to attract people but have at least one space available – to achieve an occupancy rate as close

| PARKING SENSORS

as possible to, but rarely, 100%. Analyzing the effects of changing parameters helps cities to optimize their offering. To determine the real impact, regulation has to be strictly controlled.

10-30%

of vehicles on the road in an average city center are simply driving around looking for a parking space

Quality of life

What is the impact of optimizing parking rules? Drivers looking for a parking space now know where available spaces are, and which area

Above: Looking for a parking space can add half an hour to a city center trip

would meet their needs, resulting in a 40% fall in search time. This saves gasoline, and results in up to 30% fewer greenhouse gas emissions in the search for a parking space. For other drivers, this means less congestion and an improvement in air quality. Thus, parking optimization has a major impact on the quality of life in the cities â&#x20AC;&#x201C; resulting in fresher air, more relaxed drivers and reduced drive times. n

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PARKING PAYMENT |

On the cards The reusable contactless plastic parking card is the future of parking systems and its use is spreading rapidly across the globe

Words | Boštjan Cerar, Janez, Slovenia

ver recent years, there have been many attempts to improve basic magnetic strip or barcode paper ticket solutions. The shortcomings of these systems are well known to every parking lot operator – including repeated rain, sunlight, wear and tear damage, the sensitivity of thermal paper, and the high price of coated paper tickets. There are also unwanted operating costs because of the constant need to refill the entry machine’s paper supply, not to mention all the revenue loss from reading errors and damaged or lost tickets.

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Above: Plastic parking cards are durable, dustproof and waterproof, and can be inserted in the reader either way round

Some thought the way forward was a system that uses automatic license plate recognition (ALPR). This is almost perfect in theory, but in practice it lacks the reliability of traditional ticket solutions. The truth is that it is very difficult to obtain reliability of over 98% with ALPR, even in perfect conditions.

Reusable plastic parking cards can be used tens of thousands of times, in online or off-line parking systems

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When the situation involves rain, snow, dust, dirt, damaged plates or even vehicles that for some reason don’t have license plates, parking entry becomes impossible. Some people don’t know their license plate number by heart, so they struggle at the automatic pay station. It is also not appropriate to use your license plate for access control, making personal access points problematic. Furthermore, it is not hard to cheat the system into thinking you have a different license plate number. These are all big disadvantages of the ALPR option.

Cell phone drawbacks

With this in mind, some producers turned to cell phone solutions, only to find that a certain number of people just don’t have a cell phone, leave it at home, or run out of battery. Other problems include it taking too long to call the entry or exit number, people not knowing their number by

| PARKING PAYMENT heart to input it at the pay station, and the fact that in most countries it is illegal to use a cell phone while operating a vehicle. The perfect parking system solution would have the low cost per entry of ALPR and cell phone systems, and the reliability and familiarity of paper ticket solutions – without all the costs and troubles that come with them. Reducing the cost of operations and covering more parking lots or garages with fewer staff is the number-one priority for most parking operators.

The solution

The parking solution that fuses the best qualities of these other systems is a self-reloading entry and exit machine that uses reusable contactless plastic cards that are very hard to bend or break and are UV-resistant, dustproof and waterproof. Reusable plastic parking cards – for example, the Mifare card – can be used tens of thousands of times, in online or offline parking system. Users simply insert the parking card into the exit part of the pay station and the card is

automatically reloaded into the entry part of the pay station by the selfreloading mechanism. Cards are issued and collected in under two seconds and are perfect for garages and open parking lots because of their robustness, reliability and versatility.

Right: The auto pay station uses smart hopper technology

Lower costs

Even if it is not possible to install the self-reloading entry and exit machine line mode, the Mifare card can carry due to the parking lot configuration, all the information and can be used the cost per entry is still lower than with Mifare contactless readers for the cheapest paper tickets with personal access control points none of the drawbacks. The with no need for additional operator simply reloads cards ticket readers. Parking from the exit station validation for these parking collector to the entry cards can also work in offstation dispenser. line mode and can be When using Mifare The number of times performed with validators plastic parking cards, the entry station has to that don’t need any there is the added benefit be loaded with new parking network connection. of being able to issue That is why some parking new permanent parking cards per one million operators even decide cards – for example, for customers to change their parking monthly parking users – systems to contactless parking directly from the automatic card solutions before the end of pay station, reducing the previous system’s lifetime. n operational costs even more. In off-

Janez d.o.o. www.janez.si Auto pay station

info@janez.si

Self-reloading entry and exit _.. station drastically' reduces operating costs.

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System uses MIFARE ,· ' v plastic parking cards reusal:5le more1than 10.000 times. Auto pay station can • also issue monthly • or lost MIFARE parking cards.

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plastika d. o. o. www.valplastika.si T +386 1 422 85 88 F +386 1 256 43 51 e info@valplastika.si Val plastika d.o.o. Cesta v Mestni log 71 1000 Ljubljana Slovenia

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| TAILORED PARKING

A one-stop solution The entire parking experience can be streamlined with time-saving technological solutions Words | Patrik Burša, Cross Zlín, Czech Republic

ost drivers are looking for a pleasant, efficient parking experience with minimal search time. Czech firm Cross Zlín is a manufacturer and supplier of parking and payment systems, with innovations in operation all over the world. Among its products is CrossPark, an adjustable and universal parking system that provides complex parking solutions

in cities, to meet the varying requirements of customers. CrossPark is fully modular and can be tailored to meet installation requirements. The implementation of CrossPark in a new project begins with consultations, followed by analyses, preparation of documentation, solution designs, production, and finally complete installation on-site.

A key feature of CrossPark is the capability for customers to reserve a parking space using a QR code. The Cross APTM is a universal payment terminal from Cross Zlín that can be used to sell parking tickets, public transportation tickets, etc. Cross Zlín innovations offer: efficient parking with added value, compatibility with third-party applications and efficient monitoring of parking spaces. n

Above: CrossPark, pictured here in Greece, is a complete solution for on- and off-street parking

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Leading End-to-End Solutions for Smart Infrastructures Intelligent Transportion Systems Electronic Vehicle Registration Kathrein’s all-new RAIN RFID UHF readers with integrated connectivity into IT infrastructures and back-end systems are optimised for global IoT solutions, such as parking, smart city and intelligent ITS and EVR infrastructures. Different options of wireless interfaces, such as PoE+, Wi-Fi, BLE, 2G/3G reduce infrastructure costs.

▪ ▪ ▪ ▪ ▪ ▪ ▪ ▪

High-power 4W EIRP RFID reader 800 MHz dual-core Linux PC ©KRAI interface Wi-Fi – Bluetooth – 2G/3G PoE+ interface Ethernet switch Integrated CrossTalk Agent Simple and effective access to parking infrastructure

KATHREIN Solutions GmbH Find out more about us at www.kathrein-solutions.com

CrossTalk, Kathrein’s leading integration software layer, is a modular IoT suite for different identification applications. Passive UHF RFID, barcode, GPS, RTLS, LP-WAN, NB-LTE and other sensors can be seamlessly integrated. Kathrein provides a cloud-based integration – from device management, data analytics and event capturing to customised back-end integration.

| FAST FACTS

80%

15%

The energy directly transferred from the battery to an electric vehicle, compared with 14-26% of energy from a combustion engines

The number of US adults who have used ride-hailing apps – one-third have never heard of such services

Smart mobility

US$54bn The estimated value of the global driverless car industry by the end of 2019

If we want to travel quickly and efficiently around the cities of the future, we’re going to have to get smarter

6,300ha (15,600 acres)

The area of land that could be reclaimed in London, if predictions that the use of driverless taxi services could lead to an 80% reduction in the need for parking are correct

The current need for smarter mobility: • Annual traffic delays in the USA total 6.9 billion hours • Urban congestion in the USA costs US$160bn annually, and wastes 14 billion liters (3.1 billion gallons) of fuel, creating 27 million metric tons of CO2

10 per second

The upper limit on the number of messages that can be broadcast using current V2X communication tech

9.6%

The potential reduction in fuel consumption from in-car ‘green wave’ connected traffic-signal systems

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CYBERSECURITY |

Cybersecurity for transportation Protecting critical connected infrastructure from cyberattacks is an important part of deploying intelligent transportation systems Words | Ray Deer, Peek Traffic Corporation, USA

available or open-source software. n 2003 the Hollywood movie The Field equipment running the very Italian Job was released to the popular Linux operating system is an public. In this remake of the example. Much of the equipment in classic 1969 British heist flick, the the past was protected mostly protagonists hack the Los Angeles through obscurity. It had minimal or intersection control system to no connection to the outside world manipulate it for their own dishonest and the risk of discovery by those purposes. Traffic professionals of who wished harm was low. the time will remember the Today the features wanted onslaught of questions from by operators increasingly friends and family, all require connections to the wanting to know the same outside world, and thus thing: Is that possible? Of The year the executive order comes the risk. course it was mostly farFurthermore, the fetched and impossible at was issued in the USA to motivation of many the time, but fast forward create the Cybersecurity hackers has changed. to today, and the threat to Framework to protect There used to be no infrastructure has moved discernible motive for from fantasy to reality, and critical infrastructure someone to hack into the industry as a whole must uninteresting infrastructure. come together to confront it. There was no profit to be had. The exposure of critical But with the emergence of infrastructure has increased as the ‘hacktivism’ (hacking carried out for Internet of Things era has begun. geopolitical purposes) the attraction The connectivity of previously is the potential economic and isolated/unconnected equipment psychological disruption. has increased, but so has the risk that it can be compromised. Equipment that was previously Building protected systems locked down in embedded customIn the USA the threat of foreign and written microsystems now runs domestic hacking has been front page common operating systems and relies news in recent years. In February more heavily on commercially 2013 a presidential executive order

2013

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was issued to create a Cybersecurity Framework to protect critical infrastructure. That task was given to the National Institute of Standards and Technology (NIST). The executive order also directed government agencies with threat information to share unclassified information with the private sector companies affected. In May 2017 another presidential order was issued focusing on federal networks and again critical infrastructure. It reiterated the role of the United States’ Department of Homeland Security (DHS) in the shared national interest of cybersecurity and reinforced using the NIST Cybersecurity Framework as a resource. The USA is not alone in the realization that cybercrime poses a real threat to a country’s security, and even sovereignty. The European Union Agency for Network and Information Security (ENISA) is at the forefront of transportation security for its member states. One of the biggest challenges that researchers in this space point to as a hinderance to enacting cybersecurity best practices is the industry and operator’s lack of understanding of

| CYBERSECURITY

The exposure of critical infrastructure has increased as the Internet of Things era has begun

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CYBERSECURITY | cyber risks, and the lack of focus and importance given to the topic. With this lack of focus comes a lack of funding priority in already stressed budgets. In addition to the lack of understanding of importance, there are technological challenges. One is that much transportation technology is old and upgrading is either not economically feasible or simply not possible given the original technology chosen and the era of the design. Finally, there is the human factor of operators and vendors not wanting to share information. To some, the disclosure of attempted or successful attacks on organizations and equipment could create embarrassment, loss of reputation and even reveal legal liability. This can stifle collaboration in the battle to protect this important sector.

Collaborative effort

One of the organizations in the USA that is working to increase collaboration between equipment and systems manufacturers is the National Electrical Manufacturers Association. NEMA is a privatesector, member-driven organization formed and organized into market Above: A New York to be accurate, but also unaltered by sectors to increase collaboration City intersection outside threats. between competitors for the benefit of standardization, safety and outreach. Earlier this year it Protecting New York released NEMA Standards As an example of these efforts, the Publication TS-8 â&#x20AC;&#x201C; Cyber and US Department of Transportation Physical Security for is currently running a Intelligent Transportation Connected Vehicle Pilot Systems. It is a best Deployment Program. One practices standard of the largest of these pilots focusing on physical is in New York City and is The number of traffic-signal local access, deploying connected communications and vehicle technology to a few controlled intersections in central system security. hundred intersections New York City Now that the communicating with a few intersections are being thousand vehicles. Peek connected to roadside Traffic Corporation is working equipment for the purpose as part of the project, supplying of connected and autonomous the City of New York with field vehicles, the stakes are being raised traffic controllers for its 12,460 and the challenges discussed earlier communications enabled are amplified. Communication intersections, and is a vital partner between all components of a in the cybersecurity effort. As part connected vehicle system must of the pilot deployment, the cityâ&#x20AC;&#x2122;s be secure as there would be major safety concerns if this system were compromised. The geometry and Speed, location and direction of signal timing of the intersection moving vehicles and pedestrians and the speed, location and must be trusted not only to be accurate, direction of moving vehicles and pedestrians must be trusted not only but also unaltered by outside threats

12,460

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central traffic management system sends configuration information to the Peek Traffic Controller through encrypted communication channels. The controller, in turn, generates SPaT (signal phase and timing) data to the RSU (roadside unit), again through encrypted means. The RSU then communicates bilaterally with the vehicles across an encrypted wireless DSRC (dedicated short-range communication) link, as well as back to the central network. This project is now a leading example of end-to-end security and it is hoped that it will serve as a model for future deployments. As the 21st century progresses, and is defined by technological gains, we are confronted with rapid change in this era of connectivity. This rapid change is not only evident by its effect on societies, business, government and social norms, but also by the risks that were not even thought of a few decades ago. Technology, properly managed, has huge potential for the future of mankind. Addressing cybersecurity in our infrastructure is just one more hurdle to overcome. n

accurately

CAV SIMULATION |

Simulating a mobility revolution Testing connected and autonomous vehicles doesnâ&#x20AC;&#x2122;t begin on the road â&#x20AC;&#x201C; the latest modeling software can create accurate virtual worlds that enable vehicle manufacturers and traffic managers to explore the limits of the technology in order to enable safer real-world deployment Words | Gavin Jackman, Aimsun, Spain

he prospect of the widespread use of connected and autonomous vehicles (CAVs) is drawing closer, and the role of simulation in transportation planning, design and engineering has never been more vital. In an arena with so many unknowns, simulation is perfectly suited to testing: it provides a safe, risk-free environment that is extensible and flexible enough to cope with changing parameters and a multitude of variables, but that also

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has the power to analyze many scenarios in a matter of minutes. There are two main perspectives on this: vehicle manufacturers want to use simulation as a debugging environment, to run virtual tests with software- and hardware-in-

Aimsun Next software provides a set of tools for investigation into the use of vehicle-to-everything connectivity

Intertraffic World | Annual Showcase 2019

the-loop, to see how their products are going to perform in the network; public administrators want to test the impact of that technology and forecast the consequent changes and investments in mobility management. Both want to test these connected vehicle developments under different road traffic conditions, where there might be incidents of different proportions of CAVs in the national fleet, and establish what might happen if transmission becomes less reliable. All of these are hard to test

| CAV SIMULATION

CAV pilot projects Innovate UK is funding three major CAV pilots using Aimsun software

£5.5m

Aimsun’s new V2X SDK modeling software was developed within the Innovate UK Flourish project. This is a three-year, £5.5m (US$7.7m) project launched in June 2016 that is very much focused on CAVs in an urban environment, seeking to develop products and services that maximize the benefits of CAVs for users and transportation authorities. A second CAV project, led by Aecom in the UK, is called Connected & Autonomous Pod on-Road Implementation (CAPRI). CAPRI aims to design, develop and test a connected and autonomous pod for moving people around airports, hospitals, business parks, and shopping centers, but will also test how the network can harness data to enable location, positioning and

on-demand services. It is anticipated that evidence collected through the pilot will provide sufficient detail to enable and support a new vehicle classification for the pods. In addition to impact assessment and assisting in the design of management strategies for the use of pods at the Olympic Park in London, Aimsun will also be playing a role in the verification and validation of the pod control systems, enabling safety evaluations in a controlled, risk-free virtual environment. A third UK CAV project is HumanDrive, within which Aimsun is simulating the effects of autonomous vehicles in mixed traffic (that is, cars with and without drivers) on the strategic road network. This 30-month autonomous vehicle

project is led by Nissan’s Technical Centre Europe, as a part of Renault-Nissan Alliance research activities, and will culminate in the most complex journey yet attempted across the UK without driver input. The HumanDrive vehicle will deal with a variety of UK driving scenarios, including country roads, high-speed roundabouts, A roads, and highways in live traffic and in different environmental conditions. The Aimsun Next simulation environment will be used to evaluate the performance of different types of CAVs along with strategies for their use and management; this will not only help with understanding of their impact on capacity, but also on emissions and safety.

The current budget (US$7.7m) for the UK’s Flourish CAV pilot project, focused on deployments in urban environments

on the road at present, but can be tested in simulation.

Software solutions

Aimsun Next software provides a set of tools for investigation into the use of vehicle-to-everything (V2X) connectivity. The new, extensible V2X Software Development Kit (V2X SDK) can help researchers design innovative systems based around connected vehicles and enable them to test future urban traffic management systems, in-car information tools and autonomous vehicle controls. The V2X SDK features the most common V2X message types defined in EU or North America (protocols such as CAM – Cooperative Awareness Message; DENM – Decentralized Environmental Annual Showcase 2019 | Intertraffic World

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CAV SIMULATION |

Above: Aimsun Next Notification; and SPaT â&#x20AC;&#x201C; Signal defines certain Phase and Timing) and allows the vehicles (in orange) adjustment of transmission range as equipped and probability of successful Right: Individual transmission that simulates the vehicle speed can physical and network layers of a be monitored (both Vehicle Ad-hoc Network (VANet). images are from the This makes it possible to test Flourish project) virtually any connected vehicle application, implementing the resulting actions at the level of a single vehicle, the immediate vicinity, or even network-wide. The V2X SDK is designed to be readily extended to add new technologies and messages as they emerge; (Vehicle Ad-hoc Network) an environment with the The term given to a wireless to test pollution levels using data phase; for a TMC, flexibility to work with aggregation across a large network. provide a route to an vehicle behavior that network created for the Modeling at an appropriate scale, emergency vehicle). ranges from detailed purpose of data exchange from a single junction to a city-wide The simulation collaboration between between vehicles and road network, is an important part also needs to operate connected and autonomous of what Aimsun Next is able to at different scales. In infrastructure vehicles, to showing a driver do with integrated macro-, mesoone scenario, a modeler information in the hope of and micro-models. The design of may want close-up detail eliciting a reaction. You only have the V2X SDK in Aimsun Next, with for a single intersection, to test to write some code for the onboard its inherent extensibility and how fast driverless vehicles can units (OBU), for the roadside units flexibility, is just a part of the pass through. Then, in another (RSU) and/or for the traffic same philosophy. n scenario, the modeler may want management center (TMC) that, at every time step in the simulation, Modeling at an appropriate scale, from a single processes the list of messages received by each device, and defines junction to a city-wide road network, is an the action to take (e.g. for an OBU, set important part of what Aimsun Next is able to do with the speed of the vehicle; for an RSU, integrated macro-, meso- and micro-models change the duration of the current

VANet

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Move Brilliantly. Aimsun software helps thousands of international users model tomorrowâ&#x20AC;&#x2122;s smart mobility networks, today. Join the movement at aimsun.com

IN-VEHICLE COMPUTING |

Standardizing future car cockpits By empowering OEMs to take control of the software design and how it is integrated, automotive companies can create unique and intuitive user experiences for car cockpits Words | Martin Danzer, Congatec, Germany, and Mikael Sรถderberg, Luxoft, Germany

he electronic components of the past were tailored to specific automotive platforms to reduce costs in series production. But in the vehicles of tomorrow, the future lies in clustering individual mobility functions by using universally applicable computing cores. In this new context, standardization based on computeron-modules makes perfect sense. Software-based functions, features, services and the use of big data in cars are becoming increasingly critical core competences

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Above: Automotive displays can today be powered by multifunctional processor chips

Intertraffic World | Annual Showcase 2019

for success in the automotive sector. New IT-oriented players such as Tesla and Uber already offer new business models that are essentially defined by software. But established car manufacturers are also planning to generate a considerable proportion of their future sales via softwaredefined functions and services. Digital cockpit designs in nextgeneration vehicles are the decisive factor. For cost reasons, most future designs will cluster functions that were previously managed separately. For example, instrument displays,

occupant monitoring and advanced driver assistance systems (ADAS) can be integrated, as well as infotainment solutions that are separated from more critical functions by virtualization. As vehicles gradually become more autonomous, this also gives rise to new possibilities for intuitive and immersive in-car experiences and services.

Clustering of functions

This clustering means that chip designs that were customized to individual applications in the past, and consequently cost-optimized only for that individual function, are being replaced by ARM or x86-based general-purpose processor technologies. With their rugged design and support for extended temperature ranges, they are the ideal basis for multifunctionality

| IN-VEHICLE COMPUTING

in new cockpit designs. These powerful chips can easily combine ADAS with video processing based on deep learning algorithms and artificial intelligence with passenger safety systems such as driver attention monitors, while integrating solutions for navigation, infotainment and rear-seat entertainment.

Open source increases flexibility

Global IT service provider Luxoft has created the Linux-based Pelux/Qt Automotive Suite Digital Cockpit for such multifunctional designs. It enables new and established mobility OEMs and their suppliers to develop digital cockpit systems. The software is ISO26262 ASIL B-compliant for safety-critical applications, as well as open source, so third-party applications can be integrated very flexibly, minimizing effort and costs

it offers a powerful Intel Cyclon V SoC automotive FPGA with integrated ARM cores and Max 10 FPGAs. Four independent displays are supported on board with others supported via expansion slots. Two high-speed mezzanine connectors (HMSCs) provide extensive highspeed I/O expansion options. A wide range of expansion boards for all relevant current and emerging automotive standards based on wired and wireless communication is already available through the partner ecosystem. One example is the dedicated expansion slot for the vehicle interface processor (VIP), which supports multiple architectures. A high-quality analog and digital car radio and an onboard DSP solution round off the design options of the modular platform. SMARC 2.0 modules standardize Above: Standardized the computing core. Based on the for manufacturers implementing SMARC 2.0 modules central computing core of the Linux-based digital cockpit systems. are designed to SMARC 2.0 computer-on-module By empowering OEMs to take enable scalability standard, the Luxoft development control of the software design and platform offers developers the how it is integrated, car makers can greatest possible flexibility in terms create unique user experiences, as of performance scaling. For instance, recently demonstrated by Daimler’s if individual applications are added MBUX platform, a next-generation or omitted, the performance and infotainment system that was price of the computing core can be co-created by Luxoft and transforms balanced as required – something how drivers and passengers interact that is key for series production. with a Mercedes-Benz vehicle. At the same time, the ecosystem Luxoft’s Digital Cockpit platform surrounding the standard also offers off-the-shelf real-time ensures the long-term virtualization technologies availability of the computing that significantly facilitate the core, because SMARC 2.0 clustering of functions, since modules are developed on even hard real-time the basis of the embedded applications with roadmaps of the processor particularly high The number of independent manufacturers, which connected car and/or displays supported by already offer availabilities infotainment of seven, 10 and even requirements can Luxoft’s Pelux ARP, with more years. At the end continue to operate expansion slots to enable of this lifecycle there will reliably. It also controls more to be added also be newer-generation the processing of modules that can be video data, which is substituted with functional important for numerous identity. This is another key automotive applications. advantage of a computing core standard for vehicle cockpit IT. Cockpit evaluation platform To evaluate this software suite, Luxoft has developed an automotive Save costs reference platform (Pelux ARP) in By implementing standards-based cooperation with Intel. It offers SMARC 2.0 computer-on-modules, comprehensive functions for all developers also benefit from high conceivable cockpit applications. design efficiency with the lowest For the preprocessing of camera data, NRE (non-recurring engineering)

Four

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IN-VEHICLE COMPUTING |

costs for the core and ultimate computer technology in 2012 and is Above and opposite page: SMARC 2.0 scalability – thereby providing headquartered in Germany. modules from premium performance at a low cost. SMARC 2.0 modules are not only Congatec support This is because they get a fully used in cockpit applications, but also Luxoft’s Pelux ARP developed computing core that in professional gaming platforms. already integrates all the necessary As they are also sold in large BSPs (bulk synchronous parallels) quantities worldwide, they and drivers as a super contribute to economies of component, so the parts don’t scale in the automotive sector, have to be laboriously put which is a further advantage together individually. They of using module standards can also base their for cockpit IT. platforms on open reference hardware such Extensive features The number of USB ports as Luxoft’s Pelux ARP To be able to realize all platform to leverage the conceivable functions that are included on designs that have already that are implemented into SMARC 2.0 modules been proved. Via the automotive platforms via standard’s ecosystem, specific carrier boards, documentation, training and SMARC 2.0 modules have best practice design examples a 314-pin connector that is also as well as comprehensive support used in the MXM 3.0 graphics card are available not just from one, standard for notebooks and laptops. but from many companies – which This provides numerous interfaces, means manufacturer independence such as up to four video outputs, so is guaranteed. that SMARC 2.0 can support several independent cockpit displays. Specifically, two 24 Bit LVDS/eDP/ Global standardization MIPI DSI plus HDMI/DP++ and DP++ The SMARC standard is the have been defined. In addition there brainchild of the SGET eV. The are two audio interfaces via HDA and vendor-independent consortium I2S as well as two MIPI interfaces, was founded by the leading which can be used directly for cameramanufacturers of embedded

Six

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supported applications. Six USB ports including two USB 3.0, as well as two Ethernet ports, four PCI Express lanes and one eSPI are provided on the carrier boards for specific cockpit interface designs as offered, for example, by Luxoft’s Pelux ARP.

Wireless functions

SMARC modules also offer a miniature RF connector for high-frequency signals (short U.FL connector). In all SMARC 2.0 modules featuring these antenna connectors for wireless interfaces, the connectors are located in the same position to ensure consistent interchangeability. In addition, many SMARC 2.0 modules can also be equipped with the appropriate logic for, for example, WLAN and Bluetooth, via an M.2 1216 interface, making the choice of suitable radio protocols and customization highly flexible.

Freedom in design

On the hardware side, this breadth of functions certainly doesn’t make for the slimmest design, because dedicated SoC (system on chip) designs are leaner if they only integrate the specified functions on the dies. In that case, a lot of discrete

| IN-VEHICLE COMPUTING

Position: Caption

converter logic can be omitted. However, the development of such chips is significantly more expensive and only makes sense for very high quantities and where a comparatively small number of applications need to be integrated. In view of the high functionality required today and in future, itâ&#x20AC;&#x2122;s fair to say that SMARC is by no means overkill. Rather, open module standards, which are readily available as off-the-shelf platforms, offer virtually everything developers need to meet new mobility challenges, including Mobility as a Service and connected car applications. So why not use module standards such as SMARC 2.0 for new cockpit designs? Especially as these standards are also platform-independent and offer all the freedom that mobility OEMs and their suppliers need.

Below: How the Congatec modules work with the Luxoft platform

will be able to scale performance independently of processor socket, processor manufacturer or processor architecture. For example, Congatec will also support the NXP i.MPX 8 on SMARC 2.0 modules. n

Current cockpit modules

The first SMARC 2.0 module to support the new Luxoft platform is the conga-SA5 module from Congatec, which is equipped with Intel Atom processors of the E39xx series. However, since the SMARC 2.0 standard also supports additional x86 and ARM processors, customers Annual Showcase 2019 | Intertraffic World

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SOFTWARE SOLUTIONS |

Sustainable 21 century mobility st

Advanced solutions are being created to improve transportation networks on a global scale Words | Antonio Marques, director of technology, Grupo Etra, Spain

ustainable urban mobility (SUM) is arguably one of the most important challenges that has faced Europe in the first half of the 21st century. It has direct consequences on climate change and on the transition toward a low-carbon Europe. Furthermore, it is a decisive cornerstone of the EU’s economic growth, and of EU citizens’ health and quality of life. According to the International Association of Public Transport (UITP), removing four out of every five cars would have a major positive impact for cities, environment, traffic efficiency and parking, while also freeing up a lot of urban space. To achieve this, a smart, integrated approach to urban mobility is required. Proper public transportation and other mobility infrastructure must be in place, as well as proper technological solutions in order to balance and coordinate the combined operation of different transportation modes. This smart approach can be seen in Etra’s suite of smart mobility solutions. For instance, Mistral is based on open-source tools that have a variety of features. The tools gather and monitor real-time data from all of the mobility-related systems in the city – from traffic management to public transportation, and from electric vehicles to city public bikes. All the information collected is then analyzed on the basis of configurable criteria, and all the real-time mobility data is visualized graphically and intuitively through dashboards to facilitate decision making. This enables the implementation of global, integrated management actions through all the vertical mobility systems being monitored. City mobility information is then

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| SOFTWARE SOLUTIONS published following an open-data approach to facilitate use by external third parties. An ideal SUM platform and its associated tools should be focused on monitoring the movement of people as well as vehicles. Furthermore, it needs to support city strategies for using urban spaces efficiently. This means that multiple mobility management systems should be integrated â&#x20AC;&#x201C; from traffic management to public transportation operations (including bus priority at intersections), and from parking management to accessibility for citizens with reduced mobility. In addition, open data, interoperability and full transparency of and data are key for platform users.

Real-world applications

In order to complement real-time operations and to facilitate strategic planning of urban mobility, a powerful big data business intelligence tool is essential. One of the leading solutions currently available in this domain is Garbi, from Etra. This tool is a good example of

Effective SUM platforms must be: Interoperable: It facilitates the interaction and integration of external systems; Scalable: Capable of increasing its performance without needing to change its architecture; Robust: Able to operate uninterrupted, even when problems arise; Secure: Cyber-protected and compliant with existing regulations on data privacy; Modular: Different elements of the platform can be deployed gradually as new functionalities are required;

how mobility managers and urban planners can evolve from static analysis tools to dynamic reports and online analytical processing (OLAP) visual tools that allow for an instantaneous interaction with the data, thereby enabling all the complexities of urban mobility to be grasped. In order for the sustainable mobility challenges faced by cities in the first half of the 21st century to be tackled successfully, qualitative

Open: Based on standard and open protocols; Flexible: There must be the ability to evolve, so that it can tackle future needs; Real-time: Able to support real-time operation, so that it can be used to manage the mobility of the city; Reactive: By automatically offering third parties, the information it gathers in real time; Accessible via a web interface, so that multiple operators can simultaneously interact with it in a user-friendly manner.

Opposite: A stateof-the-art smart mobility platform

change is necessary in technological solutions; and openness, integration, reactiveness and interoperability are mandatory for the real-time management of urban mobility. Big data and business intelligence tools will need to be used to enable strategic planning. After these tools and technologies have been applied, the ultimate goal of more sustainable and efficient cities will become a reality. n

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CONNECTED FUTURE |

Smart city and highways solutions The future of smart cities depends upon infrastructure with connective capabilities Words | Annika Wawersig, Bremicker Verkehrstechnik, Germany

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| CONNECTED FUTURE

ho isn’t familiar with exasperating searches for parking spaces in urban areas? However, it is not just cities that are short on parking spaces; in smaller towns too, the hunt for a space can often turn into a real struggle. Emissions released during searches for parking spaces contribute to smog. In the city of the future, however, this connection between emissions and parking searches could become a thing of the past. Indeed, some parking lots already use smart parking space management systems, which navigate drivers to spaces, thereby helping to maintain a better flow of traffic. A system that manages parking spaces can also be helpful in managing other aspects of urban and off-road traffic. Smart cities are no longer a distant dream; they are beginning to take shape in some places. One element of a smart city is that traffic flow is made efficient, thanks to better use of available infrastructure – without necessarily having to expand or build upon it, even when the traffic volume flow has increased. Intelligent transportation systems (ITS) require considerably fewer materials and have fewer costs associated with them than building additional traffic lanes. As a consequence, there is a need to take action in terms of new ways that infrastructure can be used to accommodate increased traffic in a safe and environmentally responsible manner. Some ITS are able to analyze traffic flows and generate plans to improve them. The systems are able

to do this using data collected from real traffic, as well as reports on the weather and the environment. Following data collection and analyses, city planners must be prepared to adopt a flexible approach toward improving traffic flow.

80 years

such as: early traffic jam recognition; the identification of suitable The length of time that alternative travel routes; Bremicker Verkehrstechnik and location planning has operated in the traffic for retail. When Veris is integrated technology field into a vehicle-toinfrastructure (V2I) networked strategy, it is able to intelligently manage the overall traffic flow of a city. A real-time solution ITS can be used to make highways German traffic engineering smarter. For example, automatic technology company Bremicker license plate recognition (ALPR) Verkehrstechnik has produced technology on gantries is used a traffic solution called Veris. It to analyze traffic density. The is a digital traffic data and information gathered can then be information system that gathers transmitted to prismatic or LED and processes traffic and road data signs, such as those produced by with various sensors. For example, it Bremicker Verkehrstechnik, to notify can measure the temperatures using drivers of information including an integrated thermometer and if the speed limits or the opening up recorded temperature is lower than of a hard shoulder. a previously set minimum, it will In order to make effective use of automatically activate a slippery the vast traffic data available, new road warning to notify drivers – possibilities for its collection must be via an LED display – of the developed. Bremicker Verkehrstechnik has hazardous situation, ultimately specialized knowledge of digital helping to prevent accidents. networks, and its innovative Up-to-date information about concepts, accompanied by continuous temporary disturbances such as product advancement, have made the road works can be made available to company a pioneer in smart city and drivers in real time. Travel duration smart highway development. times during peak hours can be Bremicker Verkehrstechnik calculated using data acquired from designs and manufactures LED traffic at busy intersections. This data and prism signs for highways and also enables Veris to offer alternative parking management that are travel routes in advance. tailored to the needs of each The company is also able to customer. In addition to signs, analyze data collected from sensors the organization continues to help that measure particulate and optimize traffic flow in cities and noise pollution. The more data that communities using its traffic Veris has on traffic conditions in Left: Parking systems that operate with secure the area that it is covering, the and traffic data data processing and offer real-time more efficiently the traffic can be combine to create traffic simulations. n organized by methods smart cities Annual Showcase 2019 | Intertraffic World

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TS_Elektronik_22_16_print.indd 1

17.10.2016 09:28:00

smart traffic management: intelligently connected infrastructure parking situation

database

traffic situation pollution scan

speed regulation

Bremicker Verkehrstechnik GmbH (Bavaria) • www.bremicker-vt.de • +49 881 642-0 | info@bremicker-vt.de

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ADVERTISER DIRECTORY | autonomous vehicles, training artificial intelligence and machine learning, to forecast and manage traffic, or offering insights into smarter multimodal transportation choices.

3C Payment (page 210) 3C Payment secures EMV payments anyway, anywhere. Its hosted platform unifies multiple payment channels, allowing merchants to trade in over 40 countries worldwide. The services the company offers cover the full transaction journey, from Point-to-Point Encryption (P2PE) hardware, to payment gateway services, which include online and in-app payment acceptance.

Contact details:

Tel: +352 27 753 309 Email: Communication@3CPayment.com Web: www.3CPayment.com

3M Traffic Safety and Security Division (page 3) 3M Connected Roads – enabling intelligent infrastructure. 3M harnesses the power of science to make transportation safer and more efficient. The company’s goal is to help improve roadway safety and efficiency through enhanced infrastructure for both human drivers and connected automated vehicles.

Contact details:

Tel: +34 933 171 693 Email: info@aimsun.com Web: www.aimsun.com

Contact details:

Tel: +32 89 323920 Email: info@amano.eu Web: www.amano.eu

Airsynergy (page 147) Airsynergy invents, designs and commercializes groundbreaking, patented clean-tech products, with a focus on renewable wind and solar technology. It is a solutions provider in the area of smart off-grid power provision for critical applications, such as traffic management and information, surveillance, communications and environmental monitoring. Its leading product, the Independent Smart Pole, is award-winning technology and is deployed at some of the world’s leading technology companies. Certified to UL and CE, it can power critical applications 24/7. Airsynergy has a distribution network across the USA, Asia and Europe.

Applied Turbine Technologies (page 41) Applied Turbine Technologies (ATT) is the manufacturer of Zirocco – a world leading equipment for surface and road drying and surface cleaning. Zirocco is utilized for airports, road and bridge construction, with efficient surface drying related to crack repair, road marking, line marking, safety road taping, and asphalt paving.

Contact details:

Tel: +45 74 88 58 01 Email: info@zirocco.dk Web: www.appliedturbinetechnologies.com

Contact details:

Tel: +353 43 666 0855 Email: info@airsynergy.ie Web: www.airsynergy.ie

Contact details: Web: www.3M.Com/ConnectedRoads

ADEC Technologies AG (page 191)

introduced its SMART-line, focusing on cloud solutions and mobile services. Ease of integration, low cost of ownership, fast time to market, and quality assurance are the company’s four cornerstones to drive success.

Alcohol Countermeasure Systems (page 35)

ARH (page 79) ARH has developed products and solutions for systems integrators in areas as diverse as electronic toll collection, traffic monitoring, traffic and speed enforcement, parking management, vehicle access control, automated border crossing and ITS. The company has 10,000+ satisfied partners in 220+ countries, relying on 80,000+ traffic systems with 27+ years of field-tested expertise in ALPR.

Contact details:

ADEC Technologies AG is one of Switzerland’s leading manufacturers of innovative traffic and parking detectors. Engineers, installers and integrators worldwide turn to ADEC when looking for reliable and proven technology for their traffic and parking management solutions.

Alcohol Countermeasure Systems (ACS) is an international group of companies with over 40 years of experience developing innovative technology to prevent impaired driving. A leading designer/manufacturer of alcohol interlocks and breath alcohol testers, ACS provides products and services to law enforcement, automotive, industrial, public and personal safety markets.

Contact details:

Avery Dennison (NYSE:AVY) is a global leader in labeling and packaging materials and solutions. The company’s applications and technologies are an integral part of products used in every major market and industry. With operations in more than 50 countries and more than 25,000 employees worldwide, Avery Dennison serves customers with insights and innovations that help make brands more inspiring and the world more intelligent. Headquartered in Glendale, California, the company reported sales of US$6bn in 2015.

Tel: +41 55 214 2400 Email: info@adec-technologies.ch Web: https://adec-technologies.ch

Aimsun (page 221) Aimsun is an international team of technologists, scientists and transportation engineers with a singular focus on solving the world’s most complex mobility problems. Successful modeling projects range from testing the impact of connected and

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Tel: +1 87 72 27 71 12 | +1 41 66 19 35 00 Email: sales@acs-corp.com Web: www.acs-corp.com

Amano Europe (page 57) Amano Europe NV is positioning itself in the global mobility market as a solution and service provider for parking, and has been successfully installed in 36 countries worldwide in a variety of business segments such as airports, hotels, hospitals, retail, leisure and municipalities. Recently, Amano

Tel: +36 12 01 96 50 Email: requestinfo@arh.hu Web: www.arh.hu

Avery Dennison (page 168)

Contact details:

Tel: +1 877 214 0909 Email: reflective.orders@averydennison.com Web: www.reflectives.averydennison.com

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Bremicker Verkehrstechnik (page 230) Bremicker Verkehrstechnik was founded in 1932 as a family business and has impressed customers with its high-quality customized solutions since then. The German market leader in the area of traffic engineering produces everything from modern traffic signs using the latest technology to entire highway projects. Innovative solutions for special customer projects are produced in the company’s own development and construction department. These include parking and speedwarning systems.

extended BIOS features, as well as comprehensive driver and board support packages. Following the design-in phase, customers are given support via extensive product lifetime management. The company’s products are manufactured by specialist service providers in accordance with modern quality standards. Headquartered in Deggendorf, Germany, congatec currently has entities in USA, Taiwan, China, Japan and Australia, as well as the United Kingdom, France and the Czech Republic.

Contact details:

Tel: +49 991 2700 0 Email: info@congatec.com Web: www.congatec.com

Delta Light & Optics (page 23) Delta, a part of Force Technology, is a leading global supplier of retroreflectometers for roads and airports. It offers robust mobile and handheld instruments that are easy to calibrate and operate. Delta’s instrument brands are well known – the current models are LTL-XL, LTL-X Mark II, LTL-M and RetroSign GRX.

Contact details:

Tel: +45 72 19 40 00 Email: kaa@delta.dk Web: www.roadsensors.com

Contact details:

Tel: +49 881 642 0 Email: info@bremicker-vt.de Web: www.bremicker-vt.de

Cross Zlín (page 108) Carrida Technologies (page 117) Carrida Technologies is based in Germany, with an office in the USA, and the company serves international markets. The computer vision manufacturer specializes in automatic license/ number plate recognition (ALPR/ANPR). The hardware-independent Carrida software engine runs on Windows, Linux or Android, on PC or ARM architectures. The manufacturer also offers dedicated solutions for parking management and vehicle make and model recognition, as well as a network-compatible standalone ALPR camera with guaranteed availability. The company has implemented solutions providing >96% recognition accuracies for 51 countries on all continents, with more to follow.

Contact details:

Cross Zlín is a Czech Republic-based company with almost 25 years of experience in development, delivery, installation and maintenance of road traffic technology worldwide. It covers a wide range of traffic product areas with several unique products for traffic control, weigh-in-motion, traffic detection, traffic violation systems, road weather systems, and parking. Invipo, the flagship product of Cross Zlín’s subsidiary company, Incinity, is a lightweight integration and monitoring platform for smart cities. Invipo won the Intertraffic Innovation Award in 2016. CROSS OptiWIM won the Infrastructure category at the 2018 Intertraffic Innovation Awards.

Contact details:

Tel: +420 577 110 211 Email: info@cross.cz Web: www.cross.cz

Tel: +49 176 6331 8508 | +1 603 598 2588 Email: info@carrida-technologies.com Web: www.carrida-technologies.com

congatec is a leading supplier of industrial computer modules using the standard form factors COM Express, Qseven and SMARC, as well as single-board computers and customizing services. congatec’s products can be used in a variety of industries and applications, such as industrial automation, medical, entertainment, transportation, telecommunication, test and measurement, and point-of-sale. Core knowledge and technical know-how includes unique

DKT develops innovative systems for registration, as well as traffic routing and monitoring, to ensure maximum customer benefit. Under the DKT umbrella, Kroschke Group and Bremicker Verkehrstechnik have a combined wealth of experience and expertise gleaned from a tradition spanning 147 years of family-run business activity. By uniting the two German market leaders, it has become possible to offer an integrated digital security strategy.

Contact details:

Tel: +49 4102 8043400 Email: info@dkt-international.com Web: www.dkt-international.com

Easylux Reflectometers (page 155)

CUR Systemtechnik (page 199)

congatec (page 230)

DKT Deutsche Kennzeichen Technik (page 107)

CUR Systemtechnik has been successfully developing and producing electronic equipment and devices for more than 20 years. In the traffic sector, the company has a complete parking guidance solution, including visualization and control software, single-space detection, counting, LED signs, and many more components to fit every parking garage. CUR Systemtechnik is working on projects in more than 20 countries and has many partnerships with companies worldwide.

Easylux develops innovative, small and lightweight retroreflectometers powered by AA batteries, designed for people that do not want to carry heavy devices on the road.

Contact details:

Tel: +55 11 3438 3448 | +55 11 2564-4868 Email: vendas@easylux.com.br Web: www.easylux.com.br

Contact details:

Tel: +49 6834 4097 0 Email: info@cur-systemtechnik.de Web: www.cur-systemtechnik.de

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Gardasoft (page 114)

EFKON (page 87) EFKON is one of the worldwide leading providers of intelligent transportation systems, electronic toll collection, and enforcement and traffic telematic solutions. The company has know-how on all the major electronic tolling technologies and provides customized turnkey solutions. EFKON’s mission is to deliver high-quality solutions for customers by fulfilling their individual needs and requirements.

Gardasoft is a leading manufacturer of illumination and lighting control systems for intelligent transportation systems and machine vision. The Gardasoft VTR and VTS LED strobes are an innovative solution for ALPR applications. The Triniti intelligent lighting platform provides a seamless, easy-to-use connection between OEM traffic cameras, hardware, software and lighting.

Contact details:

Tel: +44 1954 234970 Email: vision@gardasoft.com Web: www.gardasoft.com

Contact details:

Tel: +43 316 69 900 Email: office@efkon.com Web: www.efkon.com

El-tra srl (page 203) El-tra is an Italian manufacturer of motorized modular equipment (dispensers, validators and readers) for tickets and cards suitable for several applications including parking, highways, public transportation, kiosks and access controls. Typical partners are international and local integrators from over 75 countries worldwide. The company’s main technologies are: magnetic, barcode, chip and RFID.

Haenni Instruments (page 123) Haenni Instruments is a leading supplier of mobile wheel load scales, with more than 45,000 units sold worldwide. Its mission is to provide the best solution for mobile weight enforcement. Haenni’s scales are thin, light, robust and reliable. The variety of types, sizes and ranges enables their use in different applications.

Contact details:

Tel: + 41 31 506 5400 Email: info@haenni-scales.com Web: www.haenni-scales.com

Geveko Markings (page 144)

Hog Technologies (page 136)

Geveko Markings is a supplier of marking materials. Its product portfolio consists of all types of marking products, from paint, cold plastic and thermoplastic, to pre-formed thermoplastic. The company’s well-trained staff guide customers to the right product for their marking projects. Geveko has local sales people in 20 countries around the world, and sells to more than 70 countries globally.

Hog Technologies is the innovator and manufacturer of the award-winning Stripe Hog Waterblasting System for road-marking removal and airport runway rubber removal. Hog Technologies also manufactures the Thermo Hog for the application of thermoplastic markings, the Paint Hog for the application of pavement markings, and the Rumble Hog, which is equally effective at grinding, grooving and rumbling!

Contact details:

Tel: +45 635 17171 Email: sales@gevekomarkings.com Web: www.geveko-markings.com

Tel: +1 772 214 1714 Email: marketing@hogtechnologies.com Web: www.waterblastingtechnologies.com

Contact details:

Tel: +39 011 2202545 Email: info@eltrasistemi.com Web: www.eltrasistemi.com

Grupo Etra (page 227)

Future Labs (page 114) Future Labs provides independent laboratory certification and technical verification of highway safety products and raw materials. It specializes in the testing of highway safety products, including: thermoplastic payment marking materials, performed thermoplastics, glass beads, epoxies, acrylics, ureas, reflective tape and foil, delineators, high friction overlays, and raised pavement markers.

Contact details:

Tel: +1 601 855 7407 Email: David@FutureLabsLLC.com Web: www.futurelabsllc.com

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Etra is an international industrial group providing turnkey solutions and services in the fields of traffic, transportation, smart lighting, energy efficiency, security, water management and communications. The company covers the whole value chain, from technological research and innovation, to development, manufacturing, installation, commissioning and operation. Etra combines innovative technologies with a pragmatic approach, providing advanced, environmentally friendly solutions and services for both smart cities and technological infrastructures.

Contact details:

Tel: +34 9631 34082 Email: grupoetra@grupoetra.com Web: www.grupoetra.com

HUB Parking (page 182) HUB Parking Technology is the FAAC Group (pedestrian and vehicle access control system automation) business unit that develops smart software and mobile solutions for the parking industry, manufactures and installs parking revenue control systems and provides pre-sales and after-sales services. As it deploys its offerings, Hub Parking Technology remains keenly focused on enhancing its technology differentiation and expanding its digital expertise.

Contact details:

Tel: +39 051 61 724 Email: info@hubparking.com Web: www.hubparking.com

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Kamber (page 144) Intercomp (page 125) Intercomp is the world’s largest manufacturer of portable vehicle weighing solutions and has been serving the industry for more than 35 years. It manufactures weigh-in-motion, wheel load, axle load scales and complete systems for weighing and classifying vehicles.

Contact details:

Tel: +1 763 476 2531 | +1 800 328 3336 Email: info@intercompcompany.com Web: www.intercompcompany.com

Kamber is a leader in spraying systems for road marking machines. It offers a large range of products for spraying cold paint, hot thermoplastic, two-component and glass beads. Kamber listens to its customers and offers its services with innovations in more than 60 countries via an international network of distributors, including the major road marking machine manufacturers.

Contact details:

Tel: +41 21 691 69 51 Email: info@kambersa.ch Web: www.kambersa.ch

Kistler (page 65) Kistler’s Weigh In Motion and Speed Enforcement business segments are supporting road owners and operators to manage infrastructure and increase traffic safety. Its WIM solutions include a comprehensive range of certified measurement systems from sensors to software. With some 2,100 employees worldwide, the Kistler Group posted revenue of US$473m in 2018.

Contact details:

Tel: +41 52 224 11 11 Email: info@kistler.com Web: www.kistler.com

Kathrein Solutions (page 212) Janez (page 209) Established in 1987 Janez d.o.o. is a parking system manufacturer from Slovenia that makes groundbreaking parking systems with reusable RFID parking cards, self-reloading entry/exit machines and auto-pay stations, with high reliability and low operational costs. The company’s mission is to bring new products and innovative solutions to make the parking sector a better place.

Contact details:

Tel: +386 1 5190-003 Email: info@janez.si Web: www.janez.si

The Kathrein IoT business unit provides AutoID turnkey solutions, including hardware, software, services and support. The ability to offer all the necessary components and tools from one source enables it to offer its customers the most powerful solutions. It provides radio frequency (RF) simulation, application support, software integration and implementation, as well as operation and maintenance – all from a single source.

Contact details:

Tel: +49 89 286 7436 07 Email: iot-info@kathrein-solutions.com Web: www.kathrein-solutions.com

Tönnjes EAST offers its customers vehicle identification solutions for a wide variety of requirements. These products are used to protect cars from manipulation, fraud and theft. Equipped with state-of-the-art technologies, the company makes modular systems that meet individual specifications in security, organization and logistics.

Contact details:

Tel: +49 4221 795 251 Email: pr@toennjes.com Web: www.toennjes.com

Langmatz is an innovative plastics and metal processing firm. Its customers include companies in power engineering, telecommunications and traffic engineering sectors throughout Europe. Langmatz’s core competencies are the design, development, production and marketing of cutting-edge products. A high degree of in-house manufacturing ensures flexible and cost-efficient production of its systems.

Contact details:

Tel: +49 8821 9200 Email: info@langmatz.de Web: www.langmatz.de

Kelly Bros International (page 167) J.H. Tönnjes EAST (page 72)

Langmatz (page 126)

Kelly Bros International has been working in the road marking industry since the early 1950s. It has more than 60 years of experience manufacturing and applying quality-assured thermoplastic and MMA Cold Plastic road markings and anti-skid products that are innovative, sustainable and, most importantly, safe. The company’s commitment to safety has seen it push the boundaries of regulation and quality, setting new standards in road safety innovation and environmental performance.

Laura Metaal Holding (page 179)

Contact details:

Tel: +353 49 8547173 Email: info@kellybros.ie Web: www.kelly-bros.com

Laura Metaal is a Dutch road safety, steel trading, service and fabrication company with over 80 years of experience. Laura Metaal Holding consists of four business units: Road Safety, Fabrications, Sheet Pile and Steel Service. All Laura Metaal products are developed, engineered and produced in-house. With our continuous focus on innovation, we strive to continuously improving upon our existing product lines and services with new, better and more cost-effective solutions. Tel: +3145 5468 820 | +1 800 758 3050 Email: sales.roadsafety@laurametaal.com Web: www.laurametaal.nl

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Lector Vision (page 119) Lector Vision designs, develops and manufactures ALPR systems and other applications based on computer vision. Its systems are used in different environments related to traffic management and car parking, providing the ability to monitor and control vehicles, improving management and increasing road safety and infrastructure efficiency.

Contact details:

Tel: +34 91 651 06 44 Email: info@lectorvision.com Web: www.lectorvision.com

Lumenera Corporation (page 13) Lumenera Corporation develops and manufactures high-performance digital cameras. Specializing in custom and OEM imaging solutions, Lumenera’s cameras are used worldwide for industrial and scientific applications. The company provides an extensive range of high-quality digital cameras with custom combinations of speed, resolution and sensitivity to satisfy the demands of today’s imaging applications.

Contact details:

Mitsubishi Electric (inside front cover) Mitsubishi Electric is a world-leader in control room display solutions, offering the latest technologies for maximum efficiency and total reliability. Products include DLP video wall, ultra-narrow bezel LCD and direct-view LED, all of which are designed and built in Japan specifically for demanding 24/7 applications such as traffic management.

Tel: +1 613 736 4077 Email: info@lumenera.com Web: www.lumenera.com

Contact details:

Macq (page 43)

Parifex (page 153)

Macq, a Belgian company founded in 1923, is an uncontested authority in the development and manufacturing of fully automated ALPR camera solutions for traffic management. Its innovative hardware and smart software systems are successfully used by the most demanding clients worldwide (governments, over 70 different police forces and the nuclear industry). They offer extremely high reliability and low maintenance.

Parifex is a specialist in the design of speed control systems (lidar or Doppler in mobile, or fixed traffic radar equipment) for road safety purposes. It has developed a range of innovative and highly efficient speed control systems, from the captor to the supervision.

Tel: +31 297 28 24 61 | +1 888 307 0349 Email: info@mitsubishielectric.nl Web: www.mitsubishielectric-displaysolutions.com

Lindsay Transportation Solutions (page 176) Lindsay’s Infrastructure division is composed of different businesses serving customers across the globe. The moveable barrier systems business supplies moveable road barriers and barrier transfer machines, marketed under the Barrier Systems brand, to help safely reduce traffic congestion. The road safety products business is a global supplier of road safety products meeting NCHRP 350 and EN1317 standards and marketed under the Barrier Systems and Snoline brands. The temporary road markings business is a global supplier of temporary road markings made in Italy under the Snoline brand.

Contact details:

Tel: +39 0290996212 Email: rossella.galli@lindsay.com Web: www.snoline.com

Contact details:

Tel: +33 1 39 20 80 60 Email: ndeguen@parifex.com Web: www.parifex.com

Tel: +32 491 71 03 50 Email: sales@macq.eu Web: www.macq.eu

ParkHelp (page 205)

Lödige Industries (page 60) Headquartered in Germany, Lödige Industries was founded in 1948 and has offices in Europe, Asia, Australia, the Middle East and the USA. As a family-owned enterprise, Lödige employs more than 1,000 people worldwide. The company supplies material handling solutions for a broad range of industries.

Contact details:

Tel: +49 5642 702 317 Email: p.ernst-gutierrez@lodige.com Web: www.lodige.com

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MAV Systems (page 15) MAV Systems is a specialist ALPR camera provider to users worldwide. Over the past few years, the company has grown its range of products and it is now recognized as a key provider of intelligent ALPR cameras for ITS applications. MAV Systems’ in-house design and manufacturing capability ensures full control over quality and delivery times, enabling it to respond to its customers’ specific needs.

Contact details:

Tel: +44 333 800 3050 Email: anpr@anprcameras.com Web: www.anprcameras.com

ParkHelp offers a global parking solution, which is focused on every aspect of management and control in car lots: license plate recognition, indoor and outdoor parking guidance systems (PGS) and signage. ParkHelp offers the smartest parking experience, guiding customers efficiently to free parking spots. The company brings smart technology to parking, increasing profitability and cutting down operating costs.

Contact details:

Tel: +34 977 300 377 Email: info@parkhelp.com Web: www.parkhelp.com

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Quercus (page 201)

Parkisseo (page 207) Parkisseo provides smart parking solutions based on magnetic sensors for on-street and indoor parking. ParkiCity is a smartphone application that guides drivers toward available parking spaces. ParkiData gives statistics for the administrator of the parking. ControlPark helps law enforcement teams to detect overstaying cars.

Contact details: Tel: +33 5 64 88 06 Email: contact@parkisseo.com Web: www.parkisseo.com

Sernis (page 49)

Quercus Technologies manufactures advanced detection solutions for parking facilities and is known worldwide for its automatic license plate recognition (ALPR) technology. The companyâ&#x20AC;&#x2122;s solutions include ALPR, parking guidance and ALPR-based spot monitoring, video recording, and the BirdWatch software suite, which relies on all these smart technologies and provides total control of car lots.

Sernis is a Portuguese company that manufactures and supplies a wide range of high-quality road safety solutions. Its efforts in continuous research and development have been recognized and awarded several times worldwide. It is one of the worldâ&#x20AC;&#x2122;s leading road-stud specialist and develops and manufactures flexible bollards, ITS, LED signs, controllers and variable message signs.

Contact details:

Tel: +34 977 300 377 Email: info@quercus.biz Web: www.quercus.biz

Tel: +351 253 300 440 Email: sernis@sernis.com Web: www.sernis.com

Pexco (page 5) Pexcoâ&#x20AC;&#x2122;s Davidson Traffic Control products division is a world leader in the design and manufacture of high-quality traffic safety solutions, including: the new sleek, ultra-high-impact City Post; FG 300 channelizer posts and lane separator curb systems; roadside delineator posts; guardrail and concrete Jersey barrier reflectors; and temporary pavement markers.

Reflective Measurement Systems (page 141)

Signal Group (page 217)

RetroTekâ&#x20AC;&#x2122;s technology offers the next generation of dynamic vehicle mounted retroreflectometers. It collects road marking/striping data across full lane widths in one pass. Efficient and safe, it identifies essential maintenance areas with interactive mapping and video for analysis. It is evaluated to CEN EN1436 and ASTM E1710.

Signal Group is one of the largest intelligent traffic solutions manufacturers in North America, with operating companies providing industry-leading technologies in intelligent transportation systems, traffic signaling, traffic control and management, data collection and classification, access control and detection. The Signal Group family of companies includes Peek Traffic and Rayolite in the USA and SEMEX in Mexico.

Contact details:

Tel: +353 1 254 9261 Email: info@reflective-systems.com Web: www.reflective-systems.com

Contact details:

Tel: +1 281 453 0200 | +1 800 245 7660 Email: sales@peektraffic.com Web: www.peektraffic.com

Tel: +1 253 284 8000 Email: peter.speer@pexco.com Web: www.pexco.com/traffic

Schick Electronic (page 197)

PUMATRONIX Pumatronix (page 60) Pumatronix is a leading supplier of cameras and flashes for speed enforcement in Brazil. Acting in markets such as parking, urban mobility and security, it has a complete portfolio of solutions with software, hardware and libraries for vehicle image analysis. Pumatronix is constantly growing its presence in the Latin American market, supplying solutions and generating results.

Contact details:

Tel: +55 41 3016 3173 Email: marketing@pumatronix.com Web: www.pumatronix.com

With over 40 years of experience, Schick Electronic is a long-standing world leader in parking guidance systems. Its Signal-Park product is a revolutionary parking guidance system that detects, counts and advertises parking space occupancy in real time, for both indoor and outdoor car lots. Signal-Park is a powerful, efficient and versatile solution capable of guiding vehicles in all kinds of parking lots, be it in airports, stadia, malls, public or private. Designed, manufactured and assembled in Switzerland by the companyâ&#x20AC;&#x2122;s collaborators, Schick Electronicâ&#x20AC;&#x2122;s products offer Swiss know-how and quality, ensuring compatibility, longevity and full control over the technology.

Contact details:

Tel: +4121 635 06 12 Email: info@schick-sa.com Web: www.schick-sa.com

SMETS Technology (page 163) Smets manufactures professional and multipurpose vehicles for a wide range of cleaning applications required by airports, municipalities and road authorities. The company is a professional service provider for rubber removal on runways, de-marking on roads and airports, retexturing of surfaces, cleaning of large areas, and oil spillage removal. Its newest road surface retexturing unit, ARC 3400, is unique in that it has the largest working width available worldwide.

Contact details:

Tel: +49 3342 50895 40 Email: info@smets-technology.com Web: www.smets-technology.com

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Utal (page 103)

Sprinx Technologies (page 46) Italian software development and engineering company Sprinx Technologies, Spirit of Research and Innovation, is focused on designing and providing intelligent video surveillance systems for the traffic and transportation industry. Sprinx is one of the few market players able to provide total solutions for video monitoring of roads, highways, tunnels and smart cities. The company has supplied intelligent video solutions to monitor and detect events in more than 200 tunnels and more than 1,500km (932 miles) of roads and highways.

Contact details:

Tel: +39 0362 341040 Email: info@sprinxtech.com Web: www.sprinxtech.com

Telegra (outside back cover) For more than 20 years, Telegra has been operating as a leading supplier of advanced traffic management systems (ATMS) for highways and tunnels worldwide. The company offers design, supply and maintenance of complete ITS solutions for inter-urban and urban traffic and tolling requirements, with its all-in-one, completely customized integrated system solutions.

Contact details:

Technology company SuzoHapp provides software and hardware for cash handling automation and self-service solutions to more than 25,000 customers across the world. The companyâ&#x20AC;&#x2122;s solutions include cash deposit, recycling, processing and payment systems, as well as a broad range of self-service component technologies. The brands of Scan Coin, Comestero and CashComplete all operate under the SuzoHapp umbrella.

Swarco (page 29) Swarco improves quality of life by making the travel experience safer, quicker, more convenient and environmentally sound. The Austrian traffic technology corporation provides a large range of products, systems, services and turnkey solutions in road marking, urban and inter-urban traffic control, parking, public transportation, streetlighting, infrastructure-to-vehicle communication, electromobility, and integrated software solutions for more liveable cities.

Contact details:

Tel: +43 5224 58770 Email: office.ag@swarco.com Web: www.swarco.com

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Tel: +48 61 818 75 82 Email: export@utal.pl Web: www.utal.pl

Val Plastika (page 210)

With more than 16 years implementing projects for governments, TrafficLight is committed to increasing peopleâ&#x20AC;&#x2122;s quality of living in Latin American cities through the design, implementation and management of efficient and financed solutions in energy, lighting and mobility.

Val Plastika manufactures road safety products, including delineators, snow poles, beacons and other accessories for optimal visibility and functionality.

Contact details:

Tel: +386 1 422 85 88 Email: info@valplastika.si Web: www.valplastika.si

Contact details:

Tel: +52 222 271 6169 Email: marketing@trafficlight.mx Web: www.trafficlight.mx

Contact details:

Tel: +33 1 39 04 05 50 Email: vincent.saubaber@scancoin.com Web: www.suzohapp.com

Contact details:

Tel: +385 1 33 88 500 Email: info@telegra-europe.com Web: www.telegra-europe.com

TrafficLight (page 85) SuzoHapp (page 187)

Utal is a global leader in the production of highsecurity vehicle license plates, as well as machinery for their production. It is a supplier of comprehensive systemic solutions related to production and distribution. UTAL offers its customers not only the products, but also its knowledge by jointly developing tailor-made solutions.

TripleSign (page 108) TripleSign VMS can be installed in projects for tunnels, highways, toll stations, bridges, traffic management vehicles and portable traffic signs for road work. The company has active partners in Poland, New Zealand, Australia, the UK, Italy, Scandinavia and the Middle East. The most important benefit is that the natural security of the message compared with LED VMS can save lives. Other benefits are the extreme reliability and the long lifetime of the system, lower investment, a flexible PLC-based internet control system, lowest power consumption of all VMS on the market, and excellent prerequisites for solar.

Contact details:

Tel: +46 8 6267350 Email: info@triplesign.com Web: www.triplesign.com

Zehntner (page 159) Swiss company Zehntner makes measuring instruments for the quality control of surfaces, including retroreflectometers for road markings and signs. Since January 1, 2018, it has been part of Proceq, a Swiss company founded in 1954, which specializes in portable material testing solutions, utilizing the latest technologies such as the Internet of Things, cloud computing and artificial intelligence with ultra-user-friendly interfaces. Zehntner has a global network of subsidiaries and partners to support its customers. Its also holds active memberships in various standards committees, ensuring that it contributes to userfocused conventions and effective workflows.

Contact details:

Tel: +41 61 953 05 50 Email: zehntner@zehntner.com Web: www.zehntner.com

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2019 SHOWCASE • TRAFFIC MANAGEMENT • INFRASTRUCTURE • SAFETY • PARKING • SMART MOBILITY

How to build a

smart city

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INTERTRAFFIC WORLD

2019 SHOWCASE

LAST WORD | is possible for the government to create good public transportation. With 230km [143 miles] of dedicated lane network and more than 150 routes in operation, TransJakarta has been able to serve more than 55% of the area that falls within Jakarta’s boundaries, and has become the backbone of mass transit in Jakarta.

Is there more that can be achieved with BRT, or are other systems now needed?

TransJakarta has actually much larger potential than many people think, especially when it comes to capacity. However, not many people believe in investing for larger capacity BRT in Jakarta, and believe that rail-based transit systems are the only solution, which is not true. But, with many rail projects in development for Jakarta, the challenge for the BRT system now is how to integrate it with all other modes – feeder routes are currently served by paratransit in the form of minibuses. The effort to integrate these services is already underway, and this should be the main priority for the government for the next five years, at least. The other goal for the BRT is to create the integrated payment and fare system, so that a single fare structure can be applied for different modes, reducing cost for commuters.

What might an ideal transportation system in Jakarta look like in 20 years’ time?

Yoga Adiwinarto, country director for Indonesia’s Institute for Transportation and Development Policy (ITDP), looks forward to Intertraffic’s new event in his nation’s capital, Jakarta, and highlights the region’s key mobility challenges Words | Tom Stone

What are the biggest transportation challenges facing Jakarta today?

The high rate of private, motorized vehicle use causes many problems, such as acute congestion, poor air quality, accidents and many others. The high levels of private ownership of cars and motorcycles is a result of decades of bad city planning, with caroriented design, poor public transportation provision, and unsuitable conditions for walking and cycling. Motorcycle use is particularly alarming in many major Indonesian cities, including Jakarta, because fatalities are very high.

How can these challenges be addressed?

Improving the quality of public transportation, creating good walking and cycling facilities, as well as putting restrictions on private vehicle use, should be top priority for the government in Jakarta. Ultimately, without strong political commitment and a paradigm shift from key decision makers, it will be difficult to make these changes happen.

How does BRT (bus rapid transit) fit into transportation solutions for Jakarta?

TransJakarta BRT has been able to fill the gap on good public transportation in Jakarta for more than 14 years. It has been essentially creating a new mindset for government and residents of Jakarta – that good public transportation is necessary, and it

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Intertraffic World | Annual Showcase 2019

It should have more walking and cycling. Many European and even American cities, which in the past have relied heavily on private vehicles, are shifting to cycling. This should be the direction for cities in Asia, including Jakarta.

What are you looking forward to at Intertraffic Indonesia?

With global cities facing similar challenges, knowledge exchange and learning forums such as Intertraffic have become more important. Lessons learned and best practices from different cities and countries need to be shared in one of the fastest-growing economies in Southeast Asia.

What can private enterprise do to improve transportation in Indonesia?

Innovation in mobility should be encouraged, and this is a role private companies can play. Government should create the environment and supporting regulations where innovations are appreciated. Collaboration between public and private sectors is critical to ensure good mobility systems are provided.

How did you get involved with the ITDP?

I joined the organization back in 2009, as I was motivated by its values and mission to promote sustainable and equitable transportation worldwide.

What do you like most about your job?

This! Being able to promote the importance of sustainable transportation and sharing my thoughts and visions with others on how we can make our cities better places to live. And also being able to see that real improvements toward sustainable transportation that we recommend to government are being implemented. n

Connecting global suppliers with traffic professionals across the region INFRASTRUCTURE • TRAFFIC MANAGEMENT • SMART MOBILITY • SAFETY • PARKING

Intertraffic Indonesia is the yearly event for traffic and mobility experts in the ASEAN region. Professionals gather to exchange knowledge, do business and discuss solutions to enhance mobility and traffic management.

31 OCT - 2 NOV 2018

6 - 8 NOV 2019 Major traffic opportunities in the region Large investments in infrastructure Improvements in urban traffic management Edition 2018: Professionals from 30 countries Matchmaking and networking programme Free visitor registration now open! In co-location with Indonesia Infrastructure Week (IIW)

JIEXPO

JAKARTA - ID MORE INFORMATION: WWW.INTERTRAFFIC.COM INTERTRAFFIC@RAI.NL

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