1 / 21

Traffic Monitoring

Traffic Monitoring. Jan Breeman. Lecture presented at the International GMES-Workshop “The Future of Remote Sensing” Mol, Belgium 17-18 March 2003. Contents. Introduction to NLR Traffic monitoring Traffic monitoring in the Netherlands Current requirements

edwind
Download Presentation

Traffic Monitoring

An Image/Link below is provided (as is) to download presentation Download Policy: Content on the Website is provided to you AS IS for your information and personal use and may not be sold / licensed / shared on other websites without getting consent from its author. Content is provided to you AS IS for your information and personal use only. Download presentation by click this link. While downloading, if for some reason you are not able to download a presentation, the publisher may have deleted the file from their server. During download, if you can't get a presentation, the file might be deleted by the publisher.

E N D

Presentation Transcript


  1. Traffic Monitoring Jan Breeman Lecture presented at the International GMES-Workshop “The Future of Remote Sensing” Mol, Belgium 17-18 March 2003

  2. Contents • Introduction to NLR • Traffic monitoring • Traffic monitoring in the Netherlands • Current requirements • Application of Synthetic Aperture Radar • Road pricing • Description • Checking and enforcement • Application of airborne platform • Conclusions

  3. Introduction to NLR • Central institute for aerospace in the Netherlands • Involved in many international research projects • Staff of ~900 (of which ~700 scientists and engineers) • Technical assets • large windtunnels • research simulators • research aircraft • supercomputers • test facilities • calibration facilities

  4. Information and Communication Technology Division activities • information systems for physics simulation, dynamics of multi-body systems, control engineering • command, control, communication and intelligence systems • information (sub)systems for air traffic management • knowledge engineering and computer-based training • computer networking and co-operative environments • end-to-end data processing systems • software for spacecraft development and operations

  5. Why Traffic Monitoring? • Less traffic accidents (2001, all roads) • 993 deaths • 11,029 injured • Less time lost in traffic (2002) • number of traffic jams: 32.897 • length of traffic jams: 104,000 km • Less environmental pollution • Better travel information promises 40% improvement in total trip time based on choice of route, modality, time of departure

  6. evolution Goals • Collision warning • Incident detection and object control • Information gathering for policy decisions • Traffic information for drivers • Route planning and multimodal traffic advisory • Dynamic traffic management

  7. Current organisation • Roadside equipment and sensors along all main roads (~ 1100 km) • Regional traffic centres • Central traffic information centre • Information providers (private enterprise)

  8. Organisation in the Netherlands

  9. Current requirements Note: requirements are strongly dependent on specific application! • Speed  1% accuracy • Vehicle flow  1% accuracy • Sample rate  once per minute, every 500m • Vehicle type  3 length categories • Information per lane • Timeliness  maximum three minutes • Availability  ~ 99.9%  all-weather operation!

  10. Traffic monitoring using Synthetic Aperture Radar Example: PHARUS SAR • co-operation between FEL-TNO, NLR, TUD • 5.3 GHz coherent pulse radar • 48 dual polarised patches • 3m x 3m resolution • full polarimetric Reference: van Rossum, van Halsema, Otten, Visser, Pouwels, “The PHARUS familiarisation program”, 4th international airborne remote sensing conference, Ottawa, 1999.

  11. Zoetermeer A12 west • Moving Target processing: • doppler processing based on nominal traffic speed to focus moving vehicles • deviation from known track yields velocity component lateral to flight vector • transformation to road axes gives vehicle speed • Accuracy speed ~ 1% • Accuracy vehicle detection seemed reasonable, but was not verified

  12. Evaluation • Accuracy vehicle speed is sufficient • Accuracy vehicle detection is promising motorcycles? • All-weather operation is possible • Per lane information is a problem incidents! • Timeliness is a problem depending on flight pattern (only lateral velocity component) • Availability could be a problem

  13. Research into driving behaviour from a helicopter • TU Delft Civil Engineering sponsored by Adviesdienst Verkeer en Vervoer • 95% detection and tracking rate • UAV is considered for follow-up

  14. evolution Road pricing • Toll plazas • Electronic toll collection • fixed lane • multi-lane • Kilometre charging • charge per kilometre driven • tariff differentiation based on time and place • issues: privacy and fraud

  15. Kilometre charging

  16. Checking and enforcement • Checking • set-up communication with vehicle On-Board Unit via secure DSRC link • check correct operation based on: • OBU status history • comparison of reported position with known position • check of speed • in case of discrepancy notify back-office • Enforcement • register license plate of offending vehicle

  17. Issues • Checking at fixed locations can be avoided by driver • by using alternate routes • by sending faked information during check • Checking at varying locations can be detected and the location can be broadcast via Internet or GSM/GPRS • Checking from moving vehicles in traffic is inefficient Needed  the element of surprise Solution a low-flying airborne platform ! (manned/unmanned) Reference: Prof. Wiebren de Jonge (Vrije Universiteit Amsterdam)

  18. Example: FlyCAM • Small unmanned helicopter with gimballed camera • Co-operation between RDM-NLR-TUD • Specifications: • Endurance ~3-4 hours • Gyro Stabilised Sphere • Length: 1.80 m • Height: 0.75 m • Engine: 60 cc • Rotor diameter: 2.14 m • Weight: 9.0 kg • Payload+fuel: 10 kg

  19. Problem areas • Power needed for DSRC transmitter • infrared communication needs less power • Short range of DSRC radio communication (~30 m) • range of infrared communication is larger (~300 m) • Short range is also required for license plate readout • lighting could be a problem • Environmental concerns  noise! • Collision risk at low altitude • Protection of privacy  real and perceived!

  20. Conclusions • Traffic Monitoring • High/medium altitude UAV/SAR for traffic monitoring is technically feasible • It does not add significantly to existing infrastructure on main roads, but could be a viable solution for secondary roads • Road Pricing • Low altitude UAV with DSRC and camera could be a good solution for checking and enforcement for Road Pricing • Several problems remain to be solved

  21. Further reading

More Related