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Abstract – Actually the urban traffic is the main the “classic” of transportation types. As a result of this
pollution generator in most of the crowded cities. Thus, evolution, the energy used in road transportation is by
the traffic management and the enhancements of the far the biggest if compared with other transportation
transportation efficiency should be the target for any types – aerial, train or by water (there are a few
municipality. The intelligent management systems for European cities which has been tried to replace this –
transports bring along with the evaluation from the eco- such as Paris or Amsterdam). The actual forecasts
efficiency perspective, a walk-through the two most used suppose that the transportation will continue to grow
methods of improving the road traffic with direct for both passengers and goods using road
impact in fuel savings and consequently to the road
infrastructure. This increase characteristic is not lead
network efficiency.
directly to an expected increase of general fuel
The authors has deeply studied the road traffic consumption, because the general performance
management technologies and realised into this article evolution of vehicles (in terms of fuel consumption)
an analysis of the two main methods, applied separately, because of the increase level of usage of non-
looking test the improvements and the impact of fuel conventional fuels, alternative power solutions (as
consumption and CO2 emissions reduce. The first Hydrogen fuel cells)and electrical engines.
analysed method – the static electronic management
The intelligent traffic management systems
system - analyses the road classic electronically
signalization systems. The second method, a dynamic
represent one of the best solution for increase the road
optimisation model, analyses a intelligent traffic traffic parameters.
management system which uses real time adaptive As case study, Bucharest City (Romania) can be
technologies. As case study, the authors has researched considered perfect analysis model, registering high
by results of an already implemented system – road traffic but also using a modern electronic
Bucharest Traffic Management System or BTMS, in management system (Bucharest Traffic Management
Bucharest, Romania, by comparing data before and
System - BTMS) which had been installed as the world
after the system was implemented, considering similar
first integrated system with traffic and public fleet
general conditions (road geometry and traffic load).
management combined with video surveillance (2007-
Keywords: electronic traffic management systems, 2009). Note that in Bucharest there are registered all
intelligent transport systems, eco-efficiency, intelligent traffic records from before implementation.
road traffic management, road traffic pollution, fuel
consume
II. TECHNOLOGYES AND SOLUTIONS
Improvements of technology for engines for
I. INTRODUCTION vehicles and especially the developments in efficiency
One of the biggest problems registered by the field are already promising fuel reductions of up to
cities is the toxic pollution generated by the crowded 20% on classic internal combustion engines. The
road traffic, which is continuously made by the high developments lead directly to a cost-efficiency
volume of vehicles and the increased public mobility improvement and pollution reducing. The
needs. performances of hybrid vehicles based on electrical
In most of the European cities, the personal vehicle power is increasing continuously year over year, the
has become the main transportation tool for developers following two significant trends: Li-X
passengers. Thus, the infrastructure is dominating by battery (regular onboard energy storage) and
hydrogen fuel-cell base – this kind of vehicles penetration of these solutions into the vehicle market
equipped with electric engine is contributing to the and drivers style will take a while before having them
road-transportation efficiency. introduced as mass production - generally, the term
On the other part, actual improvement solutions for large scale implementation of a new technology
offer many other technologies, some of them already take to transport industry around 10 years – the
under mass-production stage – all these technologies vehicles fleet renewing take some time from 5 years
are easy to be implemented for vehicle manufacturers in some courtiers to 10-12 years in other, because of
and it is expected to involve a significant impact in the cost impact. For short term, road infrastructure
the transport efficiency, such as: systems seem to be easier, cheaper and faster
implementation capability. Thus, ITS technologies
• Extensive communication systems: V2V (Intelligent Transportation Systems) have immediate
(Vehicle-to-Vehicle) or V2I (Vehicle-to- applicability for road traffic enhancements.
Infrastructure) platforms will contribute to Implementation of ITS does not depend of the type or
the enhancements of the vehicle use behavior technology of vehicle; it is easy to be implemented on
as a function of road conditions, weather data, existing infrastructure. Before all above technologies
traffic restrictions and prioritizations, inter- adopted in a large proportion, the ITS solutions
modal optimizations, leading ultimately again represents now a fast solution in order to improve the
to fuel savings; traffic conditions and consequently to improve the
efficiency of people and goods transportation.
• Start/Stop technologies applied on
classic engines, which significantly reduce The implementation of intelligent management
total pollution in the hard traffic in cities; traffic solution imply the use of computerised traffic
controllers (PLCs), dotted with sensors in each
• Cruise Control system ensures less consume junction (before and/or after the junction) and
and pollution on long way travel, especially on interconnected in order to exchange real-time traffic
highways; data parameters. Generally, there are two general
types of interconnection technologies:
• Usage of special low-weight materials
(aluminum, composite materials, etc.) both for • PLC direct interconnection between
vehicle chassis but also for engine mobile parts successive equipment, realizing a “Mesh” city
construction; level infrastructure. This approach has been
proffered by the first technical solutions,
• Reducing the engine cylinder capacity
because it was accepted simple communication
(Danny Harvey, 2010), combined with
protocols;
increase engine torque and optimization of
transmission solutions, generates fuel savings • WAN infrastructure connection capable to
up ti 60% if compare to classical engines; interconnect each PLC to the central
coordination computer – known as NG-PLSc
• General vehicle CX factor
(New Generation) this solution is the most
improvements(Aerodynamic characteristic)
versatile and reliable known.
by improved shapes –this technologies can
reduce their friction coefficient and thus results Also, for V2I connection the system can use the
up to 15%1 fuel savings; direct connection between vehicle and PLC, by using
local small-power transponders (which generally are
• Total transport load increase by using extra- active in line-of-site mode). On the other hand, if a
long trucks - e.g. EuroCombis trucks, with data communication extensive network is available
lengths up to 25 m, is evaluated to a total result (e.g. GSM, UMTS or TETRA) the communication is
of 15%2 CO2 savings; ensured by this facility, which is more reliable and it
can send data directly to the command centre.
• Drivers education improvement in order to
adopt a ”elaborated” driving style with The adaptive traffic management is based on the
constant speed, less dynamic variations, information provided by the traffic sensors, which are
breaking usage reduce, use of on-board capable to determine the number of vehicle on each
computers for displaying instant and average lane of the junction (to and from the junction). The
fuel consumption. This strategy can ensure a new generation of sensors are also capable to
reduced fuel consumption of up to 10% 3 on determine the average vehicle speed and size
long-distance travels. (dimensions). Transmission of data form sensors to the
systems are generally realised local, using direct
These technologies will improve the transport connections to the closest PLC.
efficiency on average and only on the long-run. The
1
University of Delft, 2008.
2
Transport Engineer Magazine, November 2006.
http://www.transportengineer.org.uk/transport-engineer-
magazine/.
3
International Energy Agency, aprilie 2013.
A method to calculaate the benefits of urban traffic management system im
mplementation 75
government has set5 a target of reduction with 19% of junction’s geometry was applied by following specific
pollution up to 2020, which means 10.000 ktoe6. The road traffic methodology; “red vs. green” times were
2008-2011statistics demonstrated a light evolution7 of modified, iteratively. The results of analysis were
fuel consumption for transport, between 5400 ktoe in compared:
2008 and 5313 ktoe in 2011 – but this trend can be
considered also because of the general production TABLE 1. COMPARATIVE PERFORMANCE DATA
capacity reducing level consequently the general Parameter unit Initial Result -∆%
economic performance. Similarly, the contribution of Junction no 34 34 0,00
energy consumption in transport has varied between Delays h 14.094 12.810 9,10
21.5% in 2008 and 23.3% in 2011, explainable rather
Stops no 94.892 92.739 2,3
through the economic crisis effects. The 2020 target
involve real and significant measures of increasing all
Used fuel l 48.991 45.387 7,4
transports modes efficiency – thus the reason for the
analysis is to estimate the real impact of the static and CO2 kg 911 844 7,4
dynamic electronically road traffic management NOx kg 176 163 7,4
systems in the fuel consumption and thus general
pollution generated by vehicles – the estimations will IV. ITS IMPROVEMENT
coverage the total fuel consumption (measured in
liters), CO2 and NOx general emissions (measured in Actually, the ITS Systems 9 , although they have
kg). passed the sun-rise period, are still missing
The mathematic simulations for the case of static recognized definitions (Bob Williams, 2008). US
model generates the results which shows that the fuel Department of Transport describe ITS systems as an
and implicitly CO2 and NOx reduces with 7.4% application of IT&C technologies on the land
parallel with reducing the fuel consumption, obtain transportation meant to increase the mobility and
explainable by the 9.1% reduction in the delays safety while reducing the impact on the environment.
(waiting time) in studied junctions. Also, the model On the other hand, ISO TC204 generates another
generates a reduction of the number of stops with definition: “IT&C, command and control systems
2.3%. For a big city level, major effects are expected - applied to urban and rural land transportation,
“the strategic combination of CO2 reduction and including inter and multi-modal aspects, passenger
maximizing the profit (author note - in transportation) information, management of road traffic, public and
sis expected to bring synergetic effects, (…) the commercial transportation and emergency services,
strategy being effective for large cities” (Kenji Doi, are called generic “ITS” “.
Masanobu Kii, 2012), by applying a simplistic The modern ITS solutions consists of four
translation. Applied on Bucharest traffic structure, the categories of elements: (i) the transport infrastructure,
model process generates a result of 1.33 ktoe/year well known as “network”, (ii) implementation
saving for the 34 junctions or 575.3 ktoe for the 433 technologies, (iii) traffic management systems, (iv)
junctions, representing 6% from the general target human resources, both for install but also for
established by Romania for up to 2020.Note that the maintenance systems.
model stats from the best way EE model, assuming The infrastructure, as the first ITS element, is the
that all cars are diesel-engine equipped. base of traffic analysis, but generally is also
In order to determine previews parameters, there considered as “done” and generally impossible to be
was analyzed Bucharest 34 junctions of a quarter changed or eventually changes are less than 5%
were isolated and traffic data were collected – most (considering the difficulties of geometry or structure
important being the number of vehicles passing a changes). The other elements are quite simpler to be
junction (volume/h, all directions): between 1.318 and modified or improved – thus, the ITS systems has to
10.606 vehicles, all collected data were modeled be developed and implemented according to
using Synchro 8 Software for traffic simulation infrastructure design and opportunities.
considering also the geometry of each junction. The Considering the technological effort, the first
model and also the most used – it is based on the road
traffic analysis as a function of streets10 geometry –
5
Report concerning ENERGY EFFICIENCY drawn up considering the number of lanes, dedicated lanes for
pursuant to Directive 2012/27/EU, buses, bicycles or turning lanes, one-way streets,
http://ec.europa.eu/energy/efficiency/eed/reporting_en.htm traffic volumes, etc. with direct results in the fuel
6
Toe, tonne of oil equivalent (toe), energy dagaged by consumption and its translations in CO2 and NOx
burning 1 tone of crude oil, aprox. 42 GJ. Usually used as
levels. This model, named in this paper “static” work
ktoe (1,000 toe) or Mtoe (1 mil toe). 1 tone of oil = 1.05 toe.
1 tone of diesel = 1.01 toe. based on pre-defined scenarios applicable as a
7
Report from the Anexa XIV, Part 1 of 2012/27/EU function of the traffic volume of a given junction or
Directive. Data fron National Institute of Statitics of
9
Romania. US Department of Transportation.
8
„Synchro”is a software ofthe German company http://www.its.dot.gov/standards_strategic_plan/#sthash.wv
TrafficWare developed to model the urban road traffic rCbVXT.dpuf.
10
based the information coming from road traffic volumes, For relevant results, a number of grouped streets is
public transporation and pedestraian traffic. ussualy modelled, gooing up to a city well defined sector or
even a whole city.
A method to calculate the benefits of urban traffic management system implementation 77
group of junctions. As a result, the “red vs. green used are inductive loops installed in the asphalt
time” of the traffic light will be variable during the but as secondary has been chosen external
peak and off-peak hours, during the night, in case of sensors (video analysis or microwave barrier),
emergency, in case of traffic stress events (e.g. sports generally named “virtual detectors”;
events), etc. The model implies a fixed signalization • Intelligent Automatic Traffic Controllers
times based on traffic flow studies made for each (ADCs) which are able to coordinate the traffic
junction in part. The result is a system which lights of one or more junctions collect data from
generally improves the traffic and EE characteristics sensors and communicate to the central
for major traffic lines, but limited to maximal coordination center. It is also able to record local
predefined values. information, coordinate with the centralized
The second model, named “dynamic”, is designed software and ensure the public transportation
based on the concept of a system that collects real- prioritization;
time traffic data using advanced sensors placed in • A central IT system which run a specialized
traffic (before and after traffic junctions) and apply software suite for data analyzing and adapt the
mathematical algorithms for corrections on the traffic red-green timing in real time separately for each
model according to the real vehicles flow, measured junction and each way, in order to increase the
on the network, in order to improve it the traffic flow traffic volume for vehicles passing the network.
and thus reducing the fuel consume and general
pollution. The result is the dynamic adapt of “red vs. The analysis realized by the authors for this
green time”, because this time based on the traffic paper, BTMS data of 2009 (before implementation)
data collected from the network and not from pre- and 2014 (with system fully operational) were
defined scenarios. collected from a section of the network where no
The results generated by the “dynamic” system (a geometry changes has occurred: a street of 1.57 km in
IT&C complex integrated solution), is a network that length, with 6 junctions, down-town Bucharest. As
performing at the maximum efficiency (Kaparias I et results, for the same day in the week of February
al., 2012; Zhenlin WEI, Peng ZHAO, Shulin AI, 2009 and February 2014, registered similar weather
2012; Vincent Marchau, Warren Walker, Ron van conditions, demonstrates (i) average speed has
Duin, 2008). More than this, the system supply also increased with 19%, (ii) the travel time has been
relevant information which are sent to the elements reduces with around 31% for the same length way and
that are controlling the traffic and also to the traffic (iii) similar traffic pattern for peak and off-peak hours
participants – equipment, drivers and pedestrians. The indicating a relevant data sample and results.
“environment parameters”, CO2 and NOx are in the
end estimated and/or measured and then the system Practically, BTMS uses UTOPIA technology 11 ,
efficiency is demonstrated. which is a dynamic system. In order to compare it
By parameters well defined and accepted as the with the static model (results in previous chapter) the
relevant treaties, sequent transformed into standards, same parameters (fuel, CO2 and NOx) were
the different ITS solutions can be compared. determined by using the same algorithm for fuel
Generally, considering that the parameters are real- consumption:
time improved according to network characteristics,
the dynamic model expects to assume better F = TF × k1 +D × k 2 +NS × k 3
performances both in term of traffic (number of
vehicles, average speed, reduces number of stops and
where12:
the total travel time) but also in environmental terms
(reducing the general fuel consume and CO2 and NOx • F = fuel used for the traveled distance
emissions). • TD = traveled distance for the vehicles for
which fuel consumption is used
• D = total delay per vehicle × number of vehicle in
V. CASE STUDY – BUCHAREST BTMS SYSTEM
the network (in 1 hour)
Bucharest Traffic Management System – BTMS, • NS = number of stops
has been implemented starting with 2009. The chosen
• S = average speed of the vehicles traveling in the
concept is an adaptive traffic management system, the
first in Europe which integrates traffic management, network
public fleet management and prioritization, video
surveillance and other subsequent facilities (incident 11
UTOPIA by Swarco, is an adaptive traffic control system
detectors, command and control center and extended designed to optimise flows and give selective priority to
communication network). When introduced, the public transport without sacrificing travel times for private
system had just 96 junctions (the network), 1100 traffic.http://www.swarco.com/en/Products-
sensors and 300 public transportation vehicles. The Services/Traffic-Management/Public-Transport/Public-
Transport-Priority/UTOPIA
system architecture was consists as follow: 12
The values from the relevant US TRANSYT-7F algorithm
• Detectors for vehicle presence, sensors for were expressed in miles, miles/hour, gallons/mile. In this
traffic counting at each lane level, when entering paper the values were translated in km, km.h, l/km.
and existing the junction. Generally, the most TRANSYT-7F can be found at
http://mctrans.ce.ufl.edu/featured/TRANSYT-7F/.
78 FLOREA R. Adrian, COSTEA Ilona Madalina
• k1= 0.075283-0.0015892× S + 0.000015066 × S2 demonstrating that the electronically ITS solutions are
• k2 = 0.7329 sustainable and mature technologies.
• k3 = 0.0000061411 × S2