ABSTRACT

Today`s world is the age of cutting edge technology and innovations that have transformed every
sphere of lifestyle and economy. With the development of new technologies, sophisticated and
improved products and services have been created. The impact of modern technology in the
transportation sector has been enormous. With the rise of smartphones, GPS technology, high-
speed internet connectivity, and sophisticated electronics; transportation has been transformed in
a very advanced manner. Moreover, with the rise of services like Uber, Ola, Lyft and Zimride,
the idea of commuting from one place to another has been revolutionized.

Researcher have attributed that the with the revolution in the transportation technology, higher
productivity and environment-friendly ecosystems have become a reality. Furthermore, it has
resulted in decreasing the number of accidents and mishaps on the road.
In order to explore the acceptance and adoption of Intelligent Transportation Systems (ITS), this
paper inspected the aspects prompting the commuters` acceptance of ITS. Moreover, the paper
established a theoretical model of ITS and an ITS workable simulator, corroborating a research
survey tool and survey research approach followed by data collection and analysis to confirm the
outcomes of the paper.

The findings of the paper proposed that with the introduction of ITS empowered vehicles,
mishaps and number of accidents can be reduced as well as assuring a risk-free transportation
and achieving fuel efficiency and promoting a healthy environment.

Finally, the paper showed statistically substantial results in explanation the acceptance of
Intelligent Transportation Systems. Consequently, this paper subsidy the emerging
considerations and research growing of Intelligent Transportation Systems and can be considered
beneficial for academic research as well as in terms of adopting Intelligent Transportation
Systems.
 ACKNOWLEDGMENT
I would like to thank my tutor Dr. Mohammed Al-Hazizi, for all the help, assistance and
supervision with my Masters Dissertation Project.

Additionally, I would like to take this opportunity to acknowledge the help and support extended
to me by all of the academic as well as my colleagues and my managers how helped me while
doing the validity test.

I am also highly grateful to all the people who have given up their precious time to complete the
questionnaire.

Finally but not at least, my sincere gratitude to my family who without their constant support and
patience this research would not have achieved its milestones.

Table of Contents
Table of contents Page
Abstract. …………………………………………………………………………….…I

Acknowledgment . ………………………………………………………..………...…II

Declaration. ……………………………………………….……..…………..……...…III

Certificate of Approval ……………………………………………………………...…IV

Table of Contents. …………………………………………………………...…………V

List of Tables …………………………….……………………………………………..VI

List of figures ……………………….…………………………………………………..VII

Key words …………………………………………………………………………..…..VIII

Chapter One: Overview of the Project

1.1 Introduction .…………………………………………………………......................… xx
1.2 Research Background….…………………………………………………………........ xx
1.3 Intelligent Transportation Systems (ITS)……………………………………………… xx
1.3.1 Wireless Communication …………………………………………………… xx
1.3.2 Computational Technologies ………………………………………………... xx
1.3.3 Floating Cellular Data/ Floating Car Data …………………………………... xx
1.3.4 Sensing Technologies …..…………………………………………………… xx
1.3.4.1 Bluetooth Detection ………………………………………………………… xx
1.3.4.2 Video Detection ………..…………………………………………………… xx
1.3.4.3 Audio Detection ………..…………………………………………………… xx
1.3.4.4 Video Detection ………..…………………………………………………… xx
1.3.4.5 Inductive Loop Detection ………………….……..………………………… xx
1.3.4.6 Information Fusion Detection ……………….……………………………… xx
1.4 Intelligent Transportation Applications ………………………………………………. xx
1.4.1 Emergency Vehicle Notification Systems…..………………………………. xx
1.4.2 Variable Speed Limit ……………………………………………………….. xx
1.4.3 Dynamic Traffic Light Sequence …………………………………………… xx
1.4.4 Automatic Road Enforcement ……………………………………………… xx
1.4.5 Collision Avoidance Systems ……………………………………………… xx
1.5 Benefited Background ………………………………………………………………... xx
1.5.1 Royal Oman Police …………………………………………………………. xx
1.5.2 Oman Ambulance Services ………...………………………………………. xx
 1.5.3 Muscat Muncipality .………………………………………………............... xx
1.5.4 Ministry of Transport and Communications ……………………………….. xx
1.5.5 Oman Mwasalat Company …………………………………………………. xx
1.5.6 Omani Integrated Lgistics Services Company ……………………………… xx
1.5.7 Omantel …………………………………………………………………….. xx
1.6 Research Motivations …………………………………………………..…................... xx
1.7 Research Objectives …………...…………………………………….……................... xx
1.8 Research Questions ...……….…………………………………………..................….. xx
1.9 Research Structure ....…………………………………………………..................….. xx
1.10 Research Discussion ……………………………………………………..................... xx
1.11 Research Proposals …………………………………………………………………... xx
1.12 Research Limitation ………………………………………………………………….. xx
1.12.1 Routing Protocols……………………………………………………………. xx
1.12.2 Mobility……………………………………………………………………… xx
1.12.3 Validation …………………………………………………………………… xx
1.12.4 Connectivity ………………………………………………………………… xx
1.12.5 Privacy and Security ………………………………………………………… xx
1.12.6 Standards ……………………………………………………………………. xx
1.12.7 Cooprative Communication …………………………………………………. xx
1.12.8 Fundamental Opportunities and Limits ………………………………….….. xx
1.12.9 Cross-Layer ………………………………………………………………….. xx
1.13 Research Terminology Definition …………………………………………………..….xx

1.13.1 Theoretical Definition ……………………………………………………………xx

1.13.2 Operational Definition ……………………………………………………………xx

Chapter Two: Literature Review

2.1 Introduction ……...……………………………………………………….................. xx
2.2 Smart Mobility ………………………………………………………...................…. xx

2.3 Mobile Computing ………………………………………..……………................... xx

2.3.1 Location Instability (Mobility) …………………………….…………...… xx

2.3.2 Mobile Networking …………………………………………………….… xx

2.3.3 Energy-aware Systems …………………………………………………… xx

2.3.4 Mobile Connectivity (Information Access)……..………………………… xx

2.4 Mobile Tracking Application ………….…………………………….................…… xx

2.4.1 Global Positioning Systems (GPS) ………………………………………… xx
 2.4.2 Google Maps API ………………...………………………………………… xx

2.5 Traffic Risk Parameters ……….…….…………………………….................…… xx

2.6 Driving Behavior …………………….…………………………….................…… xx
2.7 Sustainable and Green Transportation…….……………………….................……. xx
2.8 Definition of Diffusion ……………….…………………………….................…... xx
2.9 Overview of Related Theories…..……………………………….………………...…xx

2.9.1……………….……………………………………………………………...xx

2.9.2…..…………………………………………………………………………...xx

2.9.3…………………………………………….………………………………...xx

Chapter Three: Research Methodology and Data Collection

3.1 Theorical Design of Intelligent Transportation Systems …………………………. xx
3.1.1 Introduction of VANETs ………………………………………………... xx
3.1.2 VANETs Architecture ………………………………………………..….. xx
3.1.2.1 VANETs Main Components…………………………………………..….. xx
3.1.2.2 VANETs Communication Architecture.…………………………..…..….. xx
3.1.2.3 VANETs Layered Architecture……..….……………………………..….. xx
3.1.3 VANETs Research Issues…….……..….……………………………..….. xx
3.1.3.1 Routing Issues………………..……..….……………………………..….. xx
3.1.3.2 Privacy and Security Issues…………….……………………………..….. xx
3.1.3.3 Application (Safety-related and Non-Safety-related application)…….….. xx
3.1.4 VANETs Research Methodolgies……….……………………………..…. xx
3.1.4.1 VANETs Models………………….…….……………………………..….. xx
3.1.4.2 VANETs Simulation Models……...…….……………………………..….. xx
3.1.4.3 VANETs Field Operational Testing (FOT) .…………………………..….. xx
3.2 Practical Design of Intelligent Transportation Systems ..………………………….. xx
3.3 Research Design ……………………………………………………..............…..... xx
3.4 Research Population and Sample Size ………………………………….…................. xx
3.4.1 Research Population ………………………………………………....xx

3.4.2 Research Sample Size ………………………………………….…….xx

3.5 Research Validity and Reliability …………………………………………...….xx

3.5.1 Research Validity ………………………………………………….…....xx

3.5.2 Pilot Study and Research Reliability …………………………….……...xx

3.6 Methodology Limitation …...…………………………………………...................... xx

3.7 Research procedure ……….…………………………………………..................….. xx
3.8 Research Instrument and Data Collection ..………………………….….................. xx
Chapter Four: Road Safety Procedure Review ……………………………………… xx
Chapter Five: Data Analysis & Findings….………….………………………………..xx

5.1 Introduction….…………………………………………………………………….....xx

5.2 Demographic Classification of Respondents……………………………………..….xx

5.2.1 Gender of the Respondents…………………………………………………xx

5.2.2 Age of the Respondents……………………………….……………………xx

5.2.3 Education Level of the Respondents……………………………….…….…xx

5.2.4 Driving License Validity of the Respondents…………….………………..……xx

5.2.5 Respondents Own or Lease Vehicles ………………………..……………………xx

5.2.6 Respondents having Automated features or not …………..……………………xx

5.2.7 Driving Hours per day of the Respondents ……………………………………xx

5.2.8 Respondents Knowledge of Intelligent Transportation Systems ……………xx

5.2.9 Privacy Concern of the Respondents …………………..……………………xx

5.3 The Closed Ended Questions Results and Discussionxx

5.3.1 Likert Scale Questions: xx

5.3.2 Statement One Analysis and Discussion xx

5.3.3 Statement Two Analysis and Discussion xx

5.3.4 Statement Three Analysis and Discussion xx

5.3.5 Statement Four Analysis and Discussion xx

5.3.6 Statement Five Analysis and Discussion xx

5.3.7 Statement Six Analysis and Discussion xx

5.3.8 Statement Seven Analysis and Discussion xx

5.3.9 Statement Eight Analysis and Discussion xx

5.3.10 Statement Nine Analysis and Discussion xx

5.3.11 Statement Ten Analysis and Discussion xx

 5.3.12 Statement Eleven Analysis and Discussion xx

5.3.13 Statement Twelve Analysis and Discussion xx

5.3.14 Statement Thirteen Analysis and Discussion xx

5.3.15 Statement Fourteen Analysis and Discussion xx

5.3.16 Statement Fifteen Analysis and Discussion xx

5.3.17 Statement Sixteen Analysis and Discussion xx

5.3.18 Statement Seventeen Analysis and Discussion xx

5.3.19 Statement Eighteen Analysis and Discussion xx

5.3.20 Statement Nineteen Analysis and Discussion xx

5.3.21 Statement Twenty Analysis and Discussion xx

5.3.22 Statement Twenty-One Analysis and Discussion xx

5.3.23 Statement Twenty-Two Analysis and Discussion xx

5.3.24 Statement Twenty-Three Analysis and Discussion xx

5.3.25 Statement Twenty-Four Analysis and Discussion xx

5.3.26 Statement Twenty-Five Analysis and Discussion xx

5.3.27 Statement Twenty-Six Analysis and Discussion xx

5.3.28 Statement Twenty-Seven Analysis and Discussion xx

5.3.29 Statement Twenty-Eight Analysis and Discussion xx

5.3.30 Statement Twenty-Nine Analysis and Discussion xx

5.3.31 Statement Thirty Analysis and Discussion xx

5.4 Objectives Results and Discussion:xx

5.4.1 Objectives One Results and Discussion xx

5.4.2 Objectives Two Results and Discussion xx

5.4.3 Objectives Three Results and Discussion xx

5.4.4 Objectives Four Results and Discussion xx

5.4.5 Objectives Five Results and Discussion xx

5.5 Results and Discussion of All Objectivesxx

5.6 The Open Ended Questions Results and Discussion…………….…………………………..xx

5.6.1 Question One Result and Discussion……………………………………………...xx

5.6.2 Question Two Result and Discussion……………………………………………...xx

5.6.3 Question Three Result and Discussion……………………………..……………...xx

5.4 Conclusion……………………..………………………………………………..…...............xx

Chapter Six: Conclusion, Recommendations and Future Research Work

6.1 Conclusion ……………………………………………………………...................… xx
6.2 Recommendations and Action Plan……………………………………..................… xx
6.3 Future Research Work ……………………………………………………………….. xx
6.3.1 Application …………………………………….…………………………..….. xx
6.3.2 Architecture .…………………………………….…………………..……..….. xx
6.3.3 Algorithm ..…………………………………….…………………………..….. xx
Bibliography and References ……………….....…………………………………......... xx
Appendices……………………………………………………………………..…….…...xx

Appendix A: Action Plan ………….……………………………xx

Appendix B: Questionnaire Cover Letter ………………………..……….……xx

Appendix C: Survey Questionnaire …….………..………………..……….……xx

Appendix D: ……..…………………………………………………….…………xx

Appendix E: Project Plagiarism Report (Originality Report) ……………..…xx

List of Tables

Table 1: OSI Reference Architecture....…………………………………………....…………xx

Table 2: DSRC Layered Architecture….…………………………………………….….…….xx

Table 3: VANETs Unicast Algorithms and Protocols...……………..……………………….xx

Table 4: The outcomes of the 10 research papers of data dissemination……….…………..xx

Table 5: Variable at Selvin’s Formula xx

Table 6: The Reliability Statistics xx

Table 7: Mean and Standard Deviation of Demographic Variable xx

Table 8: Frequency and Parentage of Gender Variable .xx

Table 9: Frequency and Parentage of Age Variable xx

Table 10: Frequency and Parentage of Education Level Variable xx

Table 11: Frequency and Parentage of Management Level Variable xx

Table 12: Frequency and Parentage for Each Statement at Questionnaire xx

Table 13: Description of Mean xx

Table 14: Description of Standard Deviation xx

Table 15: Description of Mean and Standard Deviation of all statementsxx

Table 16: The Frequency and percentage of Statement One xx

Table 17: The Frequency and percentage of Statement Two .xx

Table 18: The Frequency and percentage of Statement Three xx

Table 19: The Frequency and percentage of Statement Four xx

Table 20: The Frequency and percentage of Statement Five xx

Table 21: The Frequency and percentage of Statement Six xx

Table 22: The Frequency and percentage of Statement Seven .xx

Table 23: The Frequency and percentage of Statement Eight xx

Table 24: The Frequency and percentage of Statement Nine xx

Table 25: The Frequency and percentage of Statement Ten xx

Table 26: The Frequency and percentage of Statement Eleven xx

Table 27: The Frequency and Percentage of Statement Twelve .xx

Table 28: The Frequency and Percentage of Statement Thirteen xx

Table 29: The Frequency and Percentage of Statement Fourteen xx

Table 30: The Frequency and Percentage of Statement Fifteen xx

Table 31: The Frequency and Percentage of Statement Sixteenxx

Table 32: The Frequency and Percentage of Statement Seventeen .xx

Table 33: The Frequency and Percentage of Statement Eighteen xx

Table 34: The Frequency and Percentage of Statement Nineteen xx

Table 35: The Frequency and Percentage of Statement Twenty xx

Table 36: The Frequency and Percentage of Statement Twenty-One xx

Table 37: The Frequency and Percentage of Statement Twenty-Two xx

Table 38: The Frequency and Percentage of Statement Twenty-Three .xx

Table 39: The Frequency and Percentage of Statement Twenty-Four xx

Table 40: The Frequency and Percentage of Statement Twenty-Five xx

Table 41: The Frequency and Percentage of Statement Twenty-Six xx

Table 42: The Frequency and Percentage of Statement Twenty-Seven xx

Table 43: The Frequency and Percentage of Statement Twenty-Eight xx

Table 44: The Frequency and Percentage of Statement Twenty-Nine xx

Table 45: The Frequency and Percentage of Statement Thirty xx

Table 46: The Mean, Std Deviation, Rank and level of all statements of Objective One xx

Table 47: The Mean, Std deviation, Rank and level of Objective Two Part A .xx

Table 48: The Mean, Std deviation, Rank and level of Objective Two Part B xx

Table 49: The Mean, Std deviation, Rank and level of all statement of Objective Two xx

Table 50: The Mean, Std Deviation, Rank and level of all statements of Objective Three xx

Table 51: The Mean, Std Deviation, Rank and level of all statements of Objective Four xx
Table 52: The Mean, Std Deviation, Rank and level of all statements of Objective Five .xx

Table 53: The Mean, Std deviation, Rank and level of all Objectives of Research xx

List of Figures

Figure 01: Research Structure ……………………………………………………………….xx

Figure 02: The approaches on Mobility Planning…..……………………..……………...….xx

Figure 03: Components of Narrowband Access Network……………..….…………..….….xx

Figure 04: Present and Coming Wireless Communication Systems...……………………....xx

Figure 05: Cellphone connectivity requirements…...………………………………….….….xx

Figure 06: GPS Satellite Constellation………………..………………………………………xx

Figure 07: VANETs System Domains…………………………………………………………xx

Figure 08: C2C-CC Reference Architecture…….……………………………………………xx

Figure 09: Key Functions of each communication type………...……………………………xx

Figure 10: V2V Scenario in OPNET…………………………………………………………..xx

Figure 11: Simulated Applications for V2V Scenario in OPNET…………………………..xx

Figure 12, 13, 14: Few Results of V2V Scenario……………………………………………..xx

Figure 15: V2I Scenario in OPNET…………………………………………………………..xx

Figure 16: Simulated Applications for V2I Scenario in OPNET….……………………….xx

Figure 17, 18, 19: Few Results of V2I Scenario…….………………………………………..xx

Figure 20: V2BB Scenario in OPNET………………………………………………………..xx

Figure 21: Simulated Applications for V2BB Scenario in OPNET………………………..xx

Figure 22, 23, 24: Few Results of V2BB Scenario…..………………………………………..xx

Figure 25: Project Management Schedule Plan.……………………………………………..xx

Figure 26: Survey Participation Gender……………………………………………………..xx

Figure 27: Participation Group of Age…...…………………………………………………..xx

Figure 28: Participation Level of Education………...………………………………………..xx

Figure 29: Participation Valid Driving License …………………………………….………..xx

Figure 30: Participation who do/don’t own or lease a vehicle…………………………….....xx

Figure 31: Participation who do/don’t have an automated vehicle………..……….………..xx

Figure 32: Driving Hours per day……………………………………………………………..xx

Figure 33: Intelligent Transportation Systems Knowledge…...……………………………..xx

Figure 34: Internet Privacy Concern……………...…………………………………………..xx

Figure 35: Respondents of Statement Onexx

Figure 36: Respondents of Statement Two xx

Figure 37: Respondents of Statement Three xx

Figure 38: Respondents of Statement Four xx

Figure 39: Respondents of Statement Five xx

Figure 40: Respondents of Statement Six xx

Figure 41: Respondents of Statement Seven xx

Figure 42: Respondents of Statement Eight xx

Figure 43: Respondents of Statement Nine xx

Figure 44: Respondents of Statement Ten xx

Figure 45: Respondents of Statement Eleven xx

Figure 46: Respondents of Statement Twelve xx

Figure 47: Respondents of Statement Thirteen xx

Figure 48: Respondents of Statement Fourteen xx

Figure 49: Respondents of Statement Fifteen xx

Figure 50: Respondents of Statement Sixteen xx

Figure 51: Respondents of Statement Seventeen xx

Figure 52: Respondents of Statement Eighteen xx

Figure 53: Respondents of Statement Nineteen xx

Figure 54: Respondents of Statement Twenty xx

Figure 55: Respondents of Statement Twenty-One xx

Figure 56: Respondents of Statement Twenty-Two xx

Figure 57: Respondents of Statement Twenty-Three xx

Figure 58: Respondents of Statement Twenty-Four xx

Figure 59: Respondents of Statement Twenty-Five xx

Figure 60: Respondents of Statement Twenty-Six xx

Figure 61: Respondents of Statement Twenty-Seven xx

Figure 62: Respondents of Statement Twenty-Eight xx

Figure 63: Respondents of Statement Twenty-Nine xx

Figure 64: Respondents of Statement Thirty…………………………………………………xx

 Chapter One: Overview of the Project
1.1 Introduction

As the technological revolution take place in every corner of the city and the Smart City
initiative are being welcomed by the citizens, the implementation of smart services in the
transportation sector is also on the right. The smart cities aim to make the life of the citizens
easier, efficient and comfortable. To make sure the smart city is implemented effectively and
their results are being shown as desired, several economic sectors including the energy, e
industries, and Markets has been assessed as it contributes to the modern revolution. In simple
words, a modern city can be made of different parts starting from schools to transportation.
Undeniably transportation is one of the major sectors that cannot be overlooked. Smart City
transportation specifically used to improve and connect the various transportation systems. Smart
City transportation will have both positive and negative impacts on the citizens. While the
positive impacts of the earth wearing the citizens will be able to efficiently use the solar vehicle
and other methodologies to prevent accidents and travel to places with lesser time. The spaces
previously used for the parking purposes will now be used for constructive things including
indoor agriculture by making use of LED Technology. Also, there is a benefit of reduced cost of
energy which will be highly beneficial for the citizens. The air pollution will also reduce along
with gas emissions. Apart from this, there is also a negative impact including the adoption of
Smart City transport systems costing higher. The common citizens who have a budgeted life may
or may not be able to afford these vehicles that make use of sophisticated Technologies. The
system may sound complicated for an average citizen to understand and use. The training would
be required for these people.

This chapter is providing an introduction to the proposed research. Section 1.1 is highlighting the
Research Background. Section 1.2 is outlining the Intelligent Transportation System (ITS).
Section 1.3 is presenting the Intelligent Transportation Applications. Followed by section 1.4
which talks about Research Motivation. Section 1.5 handles the Research Aim and Objectives.
Then Section 1.6 is focusing on the Research Questions. Finally, Section 1.7 displays the
Research Structure.

1.2 Research Background:

The advanced application which are known as Intelligent Transportation System (ITS), which
aims to provide different users to become aware, and to progress towards a safer and smarter
utilization of transport networks. Besides, it is aimed to develop new features and functionality
relating to various modes of traffic management and transport. According to the Directive of the
European Union newsletter (2010/40/EU), which defines ITS as sort of systems where
communications technologies and information are applied together in the field of transport and
traffic management, and it includes as well for other transport modes interfaces.

This research paper is kind of theoretical for various community services organizations in Oman
which can be benefit out of this paper such as Royal Oman Police, Oman Ambulance Services,
Muscat Municipality, Ministry of Regional Municipalities and Water Resources, Electricity and
Water Emergencies, Oman Mwasalat Company, Ministry of Transport and Communications,
Omantel, Ooredoo, Omani Integrated Logistics Services Company, Rent a Car Services, Desert
King Co. LLC, Al-Sumri Transportation Co, etc.

This paper is intending to propose a smart mobility service as eventually, it will possess Wireless
Communications, Sensing Technologies, Emerging Notification System as Oman is lacking for
such solutions and basically need to start having a proper infrastructure which will help in
encouraging higher productivity and reducing road congestions, improving traffic flow and road
safety, changing the driving behavior and providing both traffic awareness and prediction.

1.3 Beyond the Smart Mobility Paradigm:

Different approaches to mobility systems and mobility planning have been developed and
described within the transport and land use literature. The first one is defined “conventional
mobility” planning and it focuses on the physical dimensions and on traffic (and in particular on
the car) rather than on people: it is large in scale, rather than local, it is forecasting traffic and it
is based on economic evaluation. In synthesis, the conventional approach “is based on the
premise that travel is a cost, and that travel times should be as short as possible” (Banister,
2008). In other words, traditional transport planning aims at improving mobility, especially for
vehicles, and may fail to adequately consider wider impacts.

In opposition to this, the sustainable mobility paradigm arose (Banister, 2008) which
strengthens the links between land use and transport. The sustainable mobility refers to the
broad subject of transport that is sustainable in the senses of social, environmental and climate
impacts and the ability to, in the global scope, supply the source energy indefinitely. It is aimed
at the ultimate goal of mobility, which is accessibility (Litman, 1998). In this sense it aims at
improving access while simultaneously at reducing environmental and social impacts, and at
managing traffic congestion, to reduce the need to travel (less trips), to encourage modal shift,
to reduce trip lengths and to encourage greater efficiency in the transport system. The shift
from conventional mobility to sustainable mobility involves moving from an idea of transport
system performance, primarily evaluated based on speed, convenience, and affordability of
motor vehicle travel (thus favoring automobile-oriented improvements) to a more
comprehensive, multimodal system of evaluation that considers a range of modes, objectives,
impacts and improvement options (Litman, 2013).

Another approach to overcome the conventional mobility planning has been proposed and
applied. It can be defined as the “city as a place” paradigm, and has been proposed within the
urban design literature and practice. According to it, the city and the transport system have to
be embedded first at the small scale, looking at the quality of the urban places in small
contexts. The attention here has been directed to the people and the places of the city (Gehl,
2013). The paradigm that follows the principle of New Urbanism is a set of development
practices to create more attractive, efficient, and liveable communities. Accordingly, the
community has to have a marked activity centre. Special attention is paid then to protecting the
public realm and creating quality public spaces, including sidewalks and paths, parks,
streetscapes and public buildings. This helps create more community identity and cohesion,
leading to stronger and healthier communities. In synthesis, emphasis is on the creation of
quality of life and urban sense of spatial definition.

Finally, a third approach has been proposed as an opposition the “conventional” mobility
planning: the smart mobility approach. With this term, academic research and industrial
applications refer to the potential of optimizing existing city infrastructure, services, and urban
behavior through the deployment and utilization of digital networks. The smart mobility
approach, and its evolution, as described in the following section, is in fact mostly based on the
application of new information technology for the innovation of transportation systems and it
has been quite fashionable in urban and transport planning domains and in the policy arena in
the last decade. According to some studies, the smart city and the consequent smart mobility
concepts are no just limited to the diffusion of ICT, but it looks at people and community needs
(Batty et al., 2012). Nevertheless, as explained in the following paragraphs, some important
links with other aspects of mobility planning are still missing. (CORB, 2015).

1.4 Intelligent Transportation Systems (ITS):

Intelligent Transportation Systems differ with the basic management systems in the applied
technologies, such as traffic signal control system, car navigation, security CCTV systems, plate
number recognition, container management systems, and with more sophisticated apps which
integrate live data, parking guidance feedback, weather information and information systems. In
addition to that, to allow advanced modeling and comparison, predictive techniques are being
developed with historical baseline data. Samples of this technique are represented as described
below:

1.4.1 Wireless Communication:

Different types of wireless communication technologies have been suggested for intelligent
transportation systems.
 - Radio Modem Communication.
- Short-term Communication.
- Long-term Communication.

Radio Modem Communication which works on the Ultra High Frequency (UHF) and Very High
Frequency (VHF) are openly used within Intelligence Transportation Systems with both short
and long range of communication.

Short-range communication (within 350 m) can be achieved using the IEEE 802.11 protocols,
more specifically the consecrated short-range standard (WAVE) corroborative by the American
Association of Intelligent Transportation Society and the Transportation Department of the
United States. These protocols can be expanded using a custom mesh networking or a mobile ad
hoc networking theoretically.

Long-range communications can be achieved using the infrastructure networks like Global
System for Mobile Communications (GSM), the IEEE 802.16 (WiMAX), or 4G/LTE. Unlike the
short-range communications, the long-range communications are well established when using
the mentioned methods. These methods need a deployment of a very expensive and extensive
infrastructure.

1.4.2 Computational Technologies:

Vehicle electronics recent advances have come up with fewer computer processors on a vehicle
and more capable at the same time. In the early 2000s, any typical vehicle would have a range of
20 to 100 of non-real time operating systems individual networked microcontroller modules.
Nowadays trends are focusing on real-time operating systems and with hardware memory
management microprocessor modules. Including model based ubiquitous computing, artificial
intelligence and process control, implementing these more sophisticated software applications is
allowed with the new embedded system platforms. The artificial intelligence is the most
important system among these intelligent transportation systems perhaps.

1.4.3 Floating Cellular Data/ Floating Car Data:

To obtain the raw data of the floating are collected data, four methods have been used from other
transport routes:

⮚ GPS- based method: With having a two-way communication with the provider of traffic
data, a growing number of vehicles are supplied with a built-in Satellite Navigation/GPS
system. To numerate these vehicles speeds, some position readings are used. Telematics
2.0 approaches are dedicated smartphone-based solutions, but modern methods may not
use dedicated hardware solutions. Telematics 2.0 is used for the automotive industry and
it is the name for IoT-based telematics technology. Usually, it utilizes the smartphone-
based sensors to some extent from the traditional PAYD insurance industry black-box
devices (Wikipedia, 2018).
 ⮚ Vehicle Re-Identification Methods: A set of mounted detectors along the road are
required for the vehicle re-identification methods. A device in the vehicle with a unique
serial number is detected at a location and then detected again/re-identified further during
the journey. By using pairs of sensors at which a specific device is detecting and
comparing the time, this way is used to calculate travel times and speeds. This process is
allowed through using RFID serial numbers from the transponders of the Toll
Tags/Electronic Toll Collection (ETC), or by using the MAC addresses from the nearby
Bluetooth or other wireless equipment.
⮚ Smartphone-based Rich Monitoring Methods: To track traffic speed and density, smart
phones having numerous sensors which can help for this purpose. Car drivers can
monitor and find out the traffic speed and the quality of the road using the accelerometer
data from jam’s possibilities simply through GPS tagging and audio data. As a part of the
Nericell, the experimental system research, this was implemented in Bangalore, India
(Wikipedia, 2018).
⮚ Triangulation Method: as anonymous traffic probes, attempts were made to use a mobile
phone in the mid of 2000s. Once any mobile phone signal which is in a vehicle start to
move as the car moves. This data was converted into traffic flow information by
identifying and evaluating network data using cell-sector statistics, pattern comparison or
triangulation. Triangulation is the approach of defining the location of a point by making
triangles to it from known points, in trigonometry and geometry (Wikipedia, 2018). Only
the mobile phone network is leveraged, this can be described as a benefit of triangulation
technique.
As a summary, floating car data technology offers advantages over other methods of measuring
traffic:
✔ Faster to setup and less to maintain.
✔ Less expensive comparing with sensors and cameras.
✔ Works in all weather conditions.
✔ More coverage (all locations and streets).

1.4.4 Sensing Technologies:

The enhancement of the technical capabilities of intelligent transportation system globally that
will facilitate motorist safety benefits with the technological advances in the information
technology and telecommunications coupled with an inexpensive intelligent beacon sensing
technologies, Radio Frequency Identification (RFID) and modern/ultramodern microchips.
Intelligent Transportation Systems are vehicles based and infrastructure based networked
systems, i.e. Intelligent Vehicle Technologies. Deployment of vehicle to infrastructure and
infrastructure-vehicle are parts of the Vehicle-sensing systems electronic beacons for
communications identification. To increase sustained monitoring in critical zones operating
vehicles, vehicle magnetic signature detection technologies or automatic plate number
recognition at desired intervals may also be employed. Road infrastructure sensors are durable
i.e. road reflectors; (devices that are embedded or installed in/surrounding the road e.g. sings, on
building, posts) may be manually expended during road construction/maintenance prevention, or
for rapid deployment by sensor injection machinery as required.
The following are some of the sensing technologies detections:

1.4.4.1 Bluetooth Detection:

In passing vehicles attached Bluetooth devices, Bluetooth is a wireless standard used to

communicate between their electron-addresses. It is an inexpensive and accurate way for
destination analysis, make origin and travel time measurements. Bluetooth devices are able to
calculate travelling time and providing destination matrices if these sensors are interconnected.
Bluetooth measurement has some differences compared to other traffic measurement
technologies:
- With little to no calibration needed, systems are generally quick to setup.
- The number of Bluetooth devices transmitted in a vehicle is limited to that counting and
other applications are limited.
- Absolute confirmation with accurate measurement points to provide to the second travel
times.
- Bluetooth is a non-intrusive device with lower installation costs for temporary and
permanent places.

The amount of the collected data over time becomes more valuable and accurate for estimation
purposes and travel time, since Bluetooth devices on board vehicles become more common and
with more portable electronics broadcasting.

1.4.4.2 Video Detection:

Another form of vehicle detection is using video cameras for automatic incident detection and
traffic flow measurement. Video detection systems are known as a non-intrusive traffic detection
method as those used in automatic plate number recognition. As vehicles pass the video image
changing characteristics get analyzed by processors from the fed video from road cameras. From
one to eight cameras, a single video detection processor can detect traffic simultaneously.
Vehicles counts, lane-by-lane vehicle speeds, headways, gaps, stopped vehicles detection, lane
occupancy readings and wrong way vehicles alarms; those are the typical outputs from a video
detection system.

1.4.4.3 Audio Detection:

Using the Audio Signal that depends on the accumulated sound from engine noise, honks, tire
noise, air turbulence noise and engine idling noise is also possible to measure road traffic
density. Estimating the traffic state can get through the audio signal processing techniques that
comprise the various vehicle noise pickup from a roadside installed microphones.
1.4.4.4 Inductive Loop Detection:

The deduct passing vehicles through the loop`s magnetic field, inductive loops can be placed in a
road. While more advanced sensors estimating the length, speed, vehicles` class and the
distances between them, the simplest detectors register the vehicles number that passes over the
loop during a unit of time. Loops work with stopped or very slow vehicles as well as high speed
moving vehicles and can be placed across multiple lanes or in a single lane.

1.4.4.5 Information Fusion Approach:

To determine the accuracy of the traffic state can be done by combining the data from the
various sensing technologies in intelligent ways. The roadside collected images, acoustics and
sensors data combines the benefits of the various methods by utilizing a Data Fusion based
Approach.

1.5 Intelligent Transportation Applications:

This part of the paper will be in five points. Firstly 1.3.1 will discuss the intelligent
transportation applications, followed by 1.3.2 which handles the variable speed limits. Then,
1.3.3 will cover the dynamic traffic light sequence, followed by 1.3.4 which talks about
automatic road enforcements. Finally, 1.3.5 is discussing the collision avoidance systems.

1.5.1 Emergency Vehicle Notification System:

The e-Call system in the automobile is generally activated in an automatic manner through the in
vehicle sensors during the time of a collision or accident. Besides, it can be done manually by the
vehicle occupant. Equipped with both the voice and data, the in vehicle e-Call device is able to
set up an emergency call whenever it is initiated. The vehicle occupant will be able to
communicate with a well trained e-Call operator through the voice call. The e-Call operator who
received the voice call will ask for a set of information from the vehicle destination, the location
of the accident, the identification of the vehicle and the time of accident.
The e-Call is a European initiative aimed at providing quick assistance to motorists involved in a
collision all over the European Union by deploying a fixed device in all vehicles that will
automatically request 112 in the event of a serious accident, sending the impact sensor
information and airbag information wirelessly, along with Galileo coordinates to local
emergency agencies. E-Call could speed emergency response by 50 percent in rural areas and by
40 percent in urban areas according to some estimates (Transport Research Library, UK, 2011).

The e-Call concept was introduced by the European Civil Servant Luc Tytgat, at the Galileo
project launching by European Commission (Euronews, 1999).

The e-Call comprehensive pan European program aims to be activated in all new certified
vehicles as a standard option by 2018. The system could be functionality a broader system like
navigation, or a tolling device, or a Telematics device, or an integrated e-Call device, or a mobile
phone based on Bluetooth connection to an in vehicle interface, depending on the manufacturer
of the e-Call system.

1.5.2 Variable Speed Limits:

Many of the leading jurisdictions around the world have been engaged in the experimentation, by
modifying speed limits that vary with road congestion and traffic accumulation. These speed
limits usually change only during the time of adverse conditions, the restore during the normal
conditions. The implementation of variable speed limits combined with automated enforcement
which was made on Britain`s M25 motorway in 1997 indicated with results in a fall in the
number of the accidents, savings in journey times and a smoother traffic flow.

1.5.3 Dynamic Traffic Light Sequence:

According to Dynamic Traffic Light Sequence, Science Publications paper, the use of RFID for
the sequence of dynamic traffic signals avoids or circumvents problems that usually arise with
systems that use beam interruption techniques or image processing techniques. The RFID
technology has been applied to the appropriate database and algorithm to provide an efficient
time management system on the multi way intersection, the multi lane, and the multi vehicle
area. A simulation for the passage of each column with a dynamic timeline has been set which
showed that even with some extreme situations the dynamic sequence can adjust itself. By
considering the number of each column and routing proprieties vehicles, the system could imitate
on duty traffic police officer judgment as paper said (Al-Khateeb, et al. 2008).

1.5.4 Automatic Road Enforcement:

The cameras traffic enforcement system is formed of a vehicle monitoring device and a camera
which is used to ticket speed offenders based on the license plate number, identify and detect
disobey a speed limit vehicles and or some other road legal requirement.

Automated Road Enforcement applications include:

- Red light cameras that detect cars that cross a stop line or a stop position while the red
light appears.
- Radar speed cameras that detect over the legal speed limit travelling vehicle.
- Bus lane cameras that detect vehicles using bus reserved lanes to travel. Bus lanes can
be used by carpooling engaged vehicles or by taxis in some jurisdictions.

1.5.5 Collision Avoidance Systems:

Some of the successful implementations of collision avoidance systems are the Japanese
experiment on installing sensors on Japan`s highways to notify motorists that a car is stalled
ahead.

1.6 Benefited Background:

1.6.1 Royal Oman Police:

Hardly 30 years ago, there was no internal security force existed in Oman. The security was the
responsibility of the local walis and the presence was so limited to the township of Muscat and
Muttrah. In 1974, His Majesty conferred the title Royal Oman Police (ROP) on the newly formed
force. The year 1980 marked another major milestone in the history of ROP when His Majesty
opened the Police Academy near Nizwa, recently renamed as the Sultan Qaboos Academy for
Police Sciences. In January 1988, His Majesty the Sultan presented the Academy with its special
colors. All this changed in 1970 when His Majesty Sultan Qaboos bin Said came to power. Very
soon, the country saw the establishment of a highly competent and trained police force, now
regarded as one of the best in the region (ROP, 2018).

1.6.2 Oman Ambulance Services:

The true emergence of the civil defense in the Sultanate was born at the dawn of the blessed
renaissance led by His Majesty Sultan Qaboos bin Said, the Supreme Commander, may God
preserve him and keep him.

In the early 1970's and until April 1, 1972, Muscat had one fire engine, a Land Rover, with two
municipal employees. The security sector was not immune to the recent changes and great
achievements witnessed by the blessed renaissance. The honorable government gave it its
attention and patronage, and the supreme orders were issued to instruct the then police chief
to speed up the task of carrying out the responsibilities and burdens of fire fighting in the
Sultanate.

In 1998, the Royal Oman Police was assigned the task of establishing modern ambulance
services in the Sultanate, in line with the best practices applied in the developed countries, in
order to provide quality medical emergency services to meet the needs of the Sultanate to be
an integrated and gradual national ambulance system.

In 2003, HE SIGIR's decision was issued to establish an ambulance unit to provide emergency
ambulance service to accident victims in a correct scientific manner. The General Authority is in
the process of harnessing all possibilities for the development of civil defense and ambulance
services in the Sultanate (Oman Ambulance Services, 2018).

1.6.3 Muscat Municipality:

Available sources indicate that the history of municipal order in Muscat goes back to the early
twenties of the last century when the first administrative organizations emerged to carry out
municipal tasks such as cleaning and the organization of markets and buildings. In 1939 the first
municipal council was appointed in Muscat and in the same year a branch of the municipality
was established in Muttrah. Such development works were crowned by issuing the first
municipal law in Oman, that is, the Municipal Law for the Sultanate of Muscat and Oman for
the year 69 AH (1949 AD).

With the advent of the glorious renaissance in 1970, Muscat Municipality entered a new age
just like all other state authorities and bodies. This was the first promise of His Majesty Sultan
Qaboos bin Said in his first speech. He promised the Omanis a more modern life. The story of
the municipality since then is really a saga of achievement and development that can be
physically seen all over the Governorate of Muscat. It was the opinion of the municipality at the
beginning that the first step would be the development of the municipal systems and legal and
executive bodies. Therefore, in June 1972 Mutrah Municipality and Muscat Municipality were
merged and the specialized departments were established. Change remained apace: the name
changed to Central Municipality and then to Muscat Municipality. The law of 1974 named it
Capital Municipality before it was renamed gain as Muscat Municipality in 1988.

In March 1984, the supervision of Muscat Municipality was transferred to the Diwan of Royal
Affairs. This was really a quantitative leap for the Municipality as it extended and developed.
The Capital became a Governorate that includes six wilayats and five public geographic
directorates. For the first time, Muscat Municipality became fully responsible for its
development projects after this had been divided among three ministries: Ministry of
Transportation for roads and bridges, Ministry of Electricity and Water as for street lighting and
Ministry of Housing as for housing projects. This is in addition to its other tasks regarding the
regulation of local markets, public stores, and health affairs and the other activities related to
human public health (cleanliness, eating, drinking, garbage management and disposal,
supervising building constructions, approving the plans and layouts of all types of buildings
inside the Governorate, and issuing construction permits. It also played a major role in
ornamenting and greening the city through the building of public gardens and parks, children's
playgrounds, and forestation. All this changes the face of the city altogether (Muscat
Municipality, 2018).

1.6.4 Ministry of Transport and Communication:

The ministry of transport and public services was established by a royal decree (15/1973) with
the first set of ministry in the Sultanate. The ministry held the task of implementing the
government’s plans in transport and communications fields. The administrative body of the
state law (No26/75) which indicated the ministry’s tasks as (Ministry of Transport).

In accordance to a royal decree (37/1978) the ministry specialization distributed to 2 ministries,

one of transportation, the other for post telegram and phone. The royal decree (17/1979)
indicated the tasks of the ministry of post telegram and phone as well its organizational charter
.the royal decree (24/1993) indicated the tasks of transport ministry and its organizational
charter in Roads, ports and airports.

The ministry later was changed to the ministry of transport and communication by a royal
decree (47/2001) 14/may/2001, which put together the specialization of transport and
communication .The housing tasks were assigned to the newly established, Ministry of Housing,
electricity and water by the same decree. The ministry tasks and its organizational charter by a
royal decree (19/2008) in (17/2/2008).

The transport and communication sector received a close attention and care by His Majesty
government, due to its role of holding the pillars of infrastructure for social and economic
development in the Sultanate. This attention is shown by constructing and paving roads
between the governorates. Another is establishing airports and airports as well maintaining
them. Drafting the general policy of communications sector as well its regulatory legislations.

The ministry is holding the task of implementing the plans which the government drafted as
well work on developing the level of services in the entire sector which the ministry oversees.
This sector is still getting the government attention and care by achieving the subsequent aims
which the country witness (Ministry of Transport and Communication, 2018).

1.6.5 Oman Mwasalat Company:

Mwsalat was founded in 1972 and a permanent member of the International Association of
Public Transport (UITP) in 1983, and is the leading public transport company in the Sultanate of
Oman.

In July 1984, the Mwasalat was awarded the concession for providing the public transport
services to all parts of the Sultanate of Oman by Royal Decree. Since then, Mwasalat has been
steadily advancing in accordance with the planned strategy to play a vital role and as an active
member of various Omani development sectors.

In November 2015, the Company launched its new identity "Mwasalat". It is taking great strides
in the development of public transport in the Sultanate, starting with the expansion of Muscat's
internal lines and external lines, as well as Synonyms provided by the company.
Mwasalat offers a number of services including: transportation city and intercity, transport of
schools, universities and transportation in special events and private transport contracts, as
well as shipping and taxi service, which will be launched by the company before the end of this
Year (Mwasalat, 2018).

1.6.6 Omantel:

Oman Telecommunications Company SAOG engages in the establishment, development,

operation, and maintenance of telecommunication services in the Sultanate of Oman. Its fixed
line services include fixed line voice, fixed broadband, dedicated internet, and enterprise data
services; and mobile services comprise postpaid, prepaid, and other value added services. The
company also offers Internet services comprising Internet dialup, fixed broadband, and Internet
dedicated services; and develops app and services for smart and M2M communication, as well
as provides wholesale services. The company was founded in 1980 and is based in Muscat, the
Sultanate of Oman (Omantel, 2018).

1.7 Research Motivations:

Intelligent Transportation Systems (ITS) term, according to the (IEEE Intelligent Transportation
Systems Society, 2012) and the (International Journal of Intelligent Transportation Systems
Research, 2012), refers to information and communication technology (applicable to vehicles
and transport infrastructure) that enhance the outcomes of the transportation such as, travel
reliability, transport safety, social equity, transport productivity, informal travel choices,
network operation flexibility and environmental performance (Cascetta, 2001 and Flammini,
2012). The so called X-by-wire, the Intelligent Transportation Systems Safety critical features
that may include systems where can be used in domains such as railways, aviation and
automotive, where “X” can be stand for steer, brake, fly, accelerate, etc. Intelligent
Transportation Systems are becoming increasingly important as new applications emerge
without pilot/driver.

This course, triggered by discussions within the European Consortium for Informatics and
Mathematics Working Group (ERCIM), on Formal Methods for Industrial Critical Systems
(FMICS), handles the application of formal methods for the modeling and analysis of
sophisticated systems in the context of the Intelligent Transportation Systems. As a matter of
fact, analysis and modeling activities are critical to improving the life cycle of the system at the
design, development, verification and operational stages, and are essential when international
standards require evaluation and certification.

1.8 Research Objectives:

Throughout the past few years, there has been a substantial growth in the curiosity of ITS
exploration. The main objective of the intelligent transportation system is to provide a solution
 to the current downside in transportation systems and provide a reliable transport service
network that will attract more people for the same, reducing air pollution by motivating people
to use public transportation system with modifications to existing infrastructure and systems.

The objectives of the project as listed as below:

a) To study the attitudes of the providers, users and the affected parties towards Smart
Transport Services in Oman.
b) To highlight the strength and weaknesses of Smart Transport Services in Oman.
c) To highlight the challenges of the Smart Transport Services in Oman.
d) To study the impact of Smart Transport Services on Road Safety as seen by the
providers, users and the affected parties.
e) To recommend how Smart Transport Services be improved in relation to Road Safety.

1.9 Research Questions:

This research attempts to answer the following questions:

Q1. To study the attitudes of the providers, users and the affected parties towards Smart Transport
Services in Oman?

Q2. To highlight the strength and weaknesses of Smart Transport Services in Oman?

Q3. To highlight the challenges of the Smart Transport Services in Oman?

Q4. To study the impact of Smart Transport Services on Road Safety as seen by the providers,
users and the affected parties?

Q5. To recommend how Smart Transport Services be improved in relation to Road Safety?

1.10 Research Structure:

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 1.11 Timetable of the study:

According to Wren (1996) defines the timetable in general as “allocation, subject to constraints,
of given resources to objects being placed in space-time, in such a way as to satisfy as nearly as
possible a set of desirable objectives” (Kumar, et al, 2013 p 686). Therefore, the timetable is a
plan of action for works that want to be accomplished in certain time. On the other word, it’s a
time guideline to reach desirable targets at a specific time that plan for it (Muhammad, et al,
2017)

The timetable of this study as show below will display how the researcher will be completing
the research project within 16 weeks. In addition, for each week has to submit some works until
final submission in week 16:

Weeks W W W W W W W W W W W W W W
Activities 1 2 3 4 5 6 7 8 9 10 1 12 13 1
1
Planning of Topic Research and
Finalizing Topic
Draft of Proposal
Design Questionnaires
Approving proposal
Literature Review
Date Collection
SPSS Evaluation
Findings
Conclusion and Recommendation
Reference Appendix
Submission
In fact, the timetable for a research will explain the plan or a list of the time for a certain event
that must the researcher achieve. Indeed, the importance of timetable for researchers is that
by organizing their works in order to submit the assignment required for each time. Having said
that, timetable will help researcher to structure the process of research into the period until it
is reaches to the final step which is the submission of the research project with all require
document. As Muhammad, et al (2017) argue that, researchers have to be aware carefully
about the time table of the research, because it plays important role in the quality filed of the
finding as well as it gives the researchers chance to evaluate their work at certain time
(Muhammad, et al, 2017).

Therefore, this project research will have 16 weeks and 6 chapters to be submitted, the
finding of a research project on the topic “The Impact of Smart Transport Services on Road
Safety”. For the first week, the researcher has been identified the research topic as the first
point to start the project with. Actually, it is difficult as well as it is important stage to select
what the researcher is interesting in. “The research topic is the keystone of the entire scientific
enterprise. It begins the project, drives the entire study and crucial for moving the project
forward” (Balakumar, et al, 2013 p.131).

After discussing with the supervisor and take his approval on the topic and take his
permission to collect more of literate review from the E-Liberty regarding the topic, the next
stage is between week two and week three which clarify the most significant aspect of the
research, research problem, objectives, and research question (Kothari, 2004). In fact, this
study will deal with the smart transportation services on road safety as well as their impact with
a problem statement that was stated in the proposal of research. Moreover, the researcher will
disuse the objective and question that will directly be formulated from the objectives with the
supervisor to take his recommendation in order to set an appropriate objective that will help
him to emphasize in his/her study and guideline for next aspect of research methodology
(Thomas & Hodges, 2010).

Moving to chapter two which will be about the literature of view, in this chapter the researcher
will set the brief information about the area of the research and will set the related study and
theoretical model if it available regarding to his/her topic. However, from week 8-10 the
researcher will be able to complete chapter three which is the research methodology that the
researcher will plan to use in his study. Finally, in week 12-16 they will analysis the data that
been collected in order to set the finding of the result and illustrated the suggestion and
recommendation.

1.12 Research Discussions:

The research is focused to achieve the main objective of the development of an open and
flexible applications platform for Connected Vehicles and Smart Transportation Systems that
leverages emerging and future sensor, wireless communications, and loud computing
technologies. The research also achieves the objective of knowing the commuters` perception
about the ITS technology. In addition, it is also established if the opinions of the commuters can
be different on the basis of their gender, age, and experience. Lastly, the research also filters
out the factors that influence the behavior of the commuters towards the ITS technology.

The research also elaborates the definition Intelligent Transportation Systems (ITS) technology.
This technology incorporates a different number of applied technologies and advancements to
streamline the task of driving. The number of technologies included in this includes:
sophisticated traffic control systems, and real-time integration of live vehicle data. With the
amalgamation of these features, the individual is provided with the state-of-the-art safety,
comfort and mobility.

The scope and application of this technology can be interpreted from the changing paradigms
of modern day transport. With the introduction of Uber, Lyft, Carma and other on-demand car
ride services, the entire scenario of public transport has changed in the urban areas. In addition
to that, with the development of smartphones, fast internet connectivity and GPS technology;
accurate navigation has become a fairly easy task. Moreover, with the induction of modern
technology, the common commuter has been empowered. Hiring a car or bike has become a
very task, as a person is able to hire a taxi with just a click of a button.

With the introduction of ITS enabled vehicles, the perception of people regarding driving can be
changed. With the availability of intelligent features in the cars, the number of car accidents
could be drastically decreased. This can result in safer and risk free transportation. Besides that,
intelligent transportation technologies will also contribute to fuel efficiency and lesser emission
of greenhouse gases, which would favor the environment.

In this research, it has been established that vehicle parking is considered as an ardent task for
many commuters. Due to increasing congestion and influx of traffic, car parking has become a
highly difficult task for the people living in metro cities all over the world. With respect to the
scenario in Oman, it is proposed that with the introduction of ITS enabled vehicles, people will
be able to park their cars in an efficient and easy manner.

1.13 Research Proposals:

The research proposes the use of self driving cars to eradicate the mishaps and accidents that
occur due to manual drivers. Moreover, with such a self driving ability, automated cars would
never create any congestion or traffic jam on the road. Unlike human drivers, automated
vehicles would also provide better fuel and engine efficiency. For this purpose, the cars will
have to be programmed as per the paradigms of the road. It will include the geographical
mapping of the terrain along with the precise information of incoming traffic from different
directions. The use of such an automated driving ability will be able to revolutionize the modern
transport system.

Another important proposal provided in this research is the use of semi automatic features. In
such a scenario, the driver can put some function of the car on the automatic function. For
example: A driver may have the control of the steering wheel of the vehicle, however, the
acceleration and barking can be automated in accordance with the incoming traffic
information.

1.14 Research Limitations:

Considering the past VANETs discourse, VANETs can be seen as a fabulous self-arranging system
for the upcoming Intelligent Transportation Systems (ITS). In spite, of the fact that scientists
have accomplished much excessive advance on VANETs research, a few difficulties are still
there and should be removed or minimized as well as a few matters that should be additionally
explored (e.g. applications, verification, communication, services, security, simulation, etc.)
(Faezipour, Nourani, Saeed, and Addepalli, 2012) and (Zeadally, Hunt, Chen, Irwin, and Hassan,
2012).

Associated with MANETs, the particular components of VANETs involve diverse wireless
communication systems, privacy and security methods, and communication standards
(Dressler, Kargl, Ott, Tonguz, and Wischhof, 2011).

Though a few particular VANETs challenges have been controlled, several significant
investigation challenges have just somewhat been explained (Dressler, Kargl, Ott, Tonguz, and
Wischhof, 2011).

Subsequently, specialists must do further effort to comprehend these challenges. In the

accompanying discourse, a summary of these significant limitations.

1.14.1 Routing Protocols:

In spite of the fact that analyses have been introducing numerous powerful algorithms and
routing protocols like Greedy Traffic-aware Routing (GyTAR) and Cognitive MAC for VANETs
(CMV), the serious difficulties are to make great VANETs communication routing protocols with
high dynamic topology and high vehicles mobility (Zeadally, Hunt, Chen, Irwin, and Hassan,
2012).

1.14.2 Mobility:

Mobility is the standard vehicular systems roll out the topology improvement rapidly. Also,
vehicles mobility forms on a similar street will display solid connections (Parno and Perrig,
2009). And according to (Raya and Hubaux, 2005), that mobility does have a part in the
modeling and design of the vehicular protocol.

1.14.3 Validation:

It is essential not exclusively to evaluate VANETs achievement in an actual situation yet,

additionally must to find the critical system and previously unknown properties. Furthermore,
validation has turned out to be increasingly problematic under the more extensive scope of
situations. The utilization of FOTs can be used to crack this issue; however accompanying sense,
FOTs is an encounter as a complex and an extensive framework with the innovation
mechanisms (Altintas, Dressler, Hartenstein, and Tonguz, 2014).

1.14.4 Connectivity:

Vehicles network connections control and management are the most VANETs correspondence
imperative issues between network infrastructure and vehicles. The essential encounter is
planning vehicular correspondence is to give great defer execution under the imperatives of
channel bandwidth, vehicular speeds and high dynamic topology (Gerla and Kleinrock, 2011).

1.14.5 Privacy and Security:

According to (Kargl, Buttyan, Eckho, and Schoch, 2011), extant numerous arrangements that
originated at note-worthy downsides and the standard arrangement still depends on
“signature/key match/testament.” For instance, a crucial dissemination is the main answer for
security protocols, yet crucial dissemination represents a few difficulties like violating driver
privacy and various assembling organizations. In addition, the exchange off of the privacy and
security is the greatest task under the prerequisite of productivity.

1.14.6 Standards:

The first IEEE 802.11 protocol was not able to stand up to the robust system network necessity
and the present IEEE 802.11p standard MAC constraints are not productively designed for
conceivably extensive quantity of vehicles (Faezipour, Nourani, Saeed, and Addepalli, 2012).

1.14.7 Cooperative Communication:

(Altintas, Dressler, Hartenstein, and Tonguz, 2014) considered VANETs as kind of cloud named
(MCC) Mobile Computing Cloud, as well they presented a broadband cloud in vehicular
correspondence. However, the participation in vehicular management apps context among the
internet cloud and vehicular cloud has turned into a serious task to analysts.

1.14.8 Fundamental Opportunities and Limits:

Unexpectedly, slight is thought about VANETs correspondence essential opportunities and
limitation from an academic point of view. Dodging mischance’s and limiting asset use are
together imperative academic examination encounters (Hartenstein, Heijenk, Mauve,
Scheuermann, and Wolf, 2010).

1.14.9 Cross-Layer:

With a specific goal to help constant and media applications, an accessible arrangement is to
configure cross-layer between main layers. Overall, cross-layer protocols that work in various
layers are utilized to give needs between various applications and flows (Gerla and Kleinrock,
2011). (Dressler, Kargl, Ott, Tonguz, and Wischhof, 2011) and (Parno and Perrig, 2009) have
addressed the significant of cross-layer VANETs outline afterward examining the execution
measurements.

1.13 Research Terminology Definition

Here are some key definitions to note.

Smart transportation: Smart transportation is a key application of internet of things

technologies; learn about key smart transportation use cases.

Vehicular Ad Hoc Networks (VANETs): Vehicular Ad Hoc Networks (VANETs) is a technology that
integrates the capabilities of new generation wireless networks to vehicles.

Accident Theories: The systems theory of accident causation views any situation in which an
accident might occur as a system with three components: person (host), machine (agency), and
environment. The combination theory of accident causation posits that no one model/theory
can explain all accidents.

Sustainable and Green Transportation: Sustainable Transport, sometimes known as Green

Transport, is any form of transport that has a low impact on the environment.

Diffusion: Diffusion is a passive process of transport. A single substance tends to move from an
area of high concentration to an area of low concentration until the concentration is equal
across space. You are familiar with the diffusion of substances through the air.

Mobile Computing: Mobile computing can be defined as a human-computer interaction that

enables transmission of voice, video, and data.

Mobile Networking: Mobile networking refers to technology that can support voice and/or data
network connectivity using wireless, via a radio transmission solution. The most familiar
application of mobile networking is the mobile phone.
Mobile Tracking Application: Mobile phone tracking is a process for identifying the location of a
mobile phone, whether stationary or moving. Localization may occur either via multilateration
of radio signals between (several) cell towers of the network and the phone or simply via GPS.

Global Positioning Systems (GPS): A system of satellites, computers, and receivers that is able to
determine the latitude and longitude of a receiver on Earth by calculating the time difference
for signals from different satellites to reach the receiver.

Google Maps API: Google APIs is a set of application programming interfaces (APIs) developed
by Google which allow communication with Google Services and their integration to other
services.

Variable Speed Limit: A variable speed limit is a flexible restriction the rate at which motorists
can drive on a given stretch of road.

Dynamic Traffic Light Sequence: An intelligent dynamic traffic light sequence uses radio
frequency identification (RFID) avoids problems that usually arise with standard traffic control
systems, especially those related to image processing and beam interruption techniques.

Automatic Road Enforcement: The latest automatic number plate recognition systems can be
used for the detection of average speeds and raise concerns over loss of privacy.

Collision Avoidance Systems: A collision avoidance system, also known as a precrash system,
forward collision warning system, or collision mitigating system, is an automobile safety system
designed to prevent or reduce the severity of a collision.

Routing Protocols: A generic term that refers to a formula, or protocol, used by a router to
determine the appropriate path over which data is transmitted.

Accuracy: a term used in survey research to refer to the match between the target population
and the sample.

Behaviorism: school of psychological thought concerned with the observable, tangible,

objective facts of behavior, rather than with subjective phenomena such as thoughts, emotions,
or impulses. Contemporary behaviorism also emphasizes the study of mental states such as
feelings and fantasies to the extent that they can be directly observed and measured.

Causality: the relationship between cause and effect.

Confidentiality: a research condition in which no one except the researcher(s) knows the
identities of the participants in a study. It refers to the treatment of information that a
participant has disclosed to the researcher in a relationship of trust and with the expectation
that it will not be revealed to others in ways that violate the original consent agreement unless
permission is granted by the participant.
Controlled Experiment: an experimental design with two or more randomly selected groups [an
experimental group and control group] in which the researcher controls or introduces the
independent variable and measures the dependent variable at least two times [pre- and post-
test measurements].

Credibility: a researcher's ability to demonstrate that the object of a study is accurately

identified and described based on the way in which the study was conducted.

Generalizability: the extent to which research findings and conclusions conducted on a specific
study to groups or situations can be applied to the population at large.

Individualism: a theory or policy having primary regard for the liberty, rights, or independent
actions of individuals.

Methodology: a theory or analysis of how research does and should proceed.

Methods: systematic approaches to the conduct of an operation or process. It includes steps of

procedure, application of techniques, systems of reasoning or analysis, and the modes of
inquiry employed by a discipline.

Mixed-Methods: a research approach that uses two or more methods from both the
quantitative and qualitative research categories. It is also referred to as blended methods,
combined methods, or methodological triangulation.

Modeling: the creation of a physical or computer analogy to understand a particular

phenomenon. Modeling helps in estimating the relative magnitude of various factors involved
in a phenomenon. A successful model can be shown to account for unexpected behavior that
has been observed, to predict certain behaviors, which can then be tested experimentally, and
to demonstrate that a given theory cannot account for certain phenomenon.

Models: representations of objects, principles, processes, or ideas often used for imitation or
emulation.

Participant: individuals whose physiological and/or behavioral characteristics and responses are
the object of study in a research project.

Subcultures: ethnic, regional, economic, or social groups exhibiting characteristic patterns of

behavior sufficient to distinguish them from the larger society to which they belong.

Testing: the act of gathering and processing information about individuals' ability, skill,
understanding, or knowledge under controlled conditions.
Theory: a general explanation about a specific behavior or set of events that is based on known
principles and serves to organize related events in a meaningful way. A theory is not as specific
as a hypothesis.

Treatment: the stimulus given to a dependent variable.

Validity: the degree to which a study accurately reflects or assesses the specific concept that
the researcher is attempting to measure. A method can be reliable, consistently measuring the
same thing, but not valid.

Variable: any characteristic or trait that can vary from one person to another [race, gender,
academic major] or for one person over time [age, political beliefs].

Weighted Scores: scores in which the components are modified by different multipliers to
reflect their relative importance.

1.13.1 Theoretical Definition

The Vehicular Ad Hoc Networks (VANETs) are more of a subclass of mobile and half men
network that has been evolving in recent times. This acts as a platform to support the smart
vehicles and similar interpretation in transportation. Apart from that, it improves safety and
enhances traffic management including the performance. It is important to understand the
characteristics that it is shown in the network and this helps the designer to come up with a
great design and a protocol that works on higher efficiency. On the other hand and also
influences the connectivity network. In this paper, an analysis of the characteristics of Vehicular
Ad Hoc Networks (VANETs) has been provided including its impact on the mobility models and
transportation as a whole.

1.13.2 Operational Definition

The demand for a safe and secure journey over the highway on the roads has been improving at
a great pace over the decades. With the number of automobiles been increased, the chances of
accidents are also increasing. Not following the road rules could be one reason for this accident
but there are several other reasons and the ultimate goal is to focus on how transportation can
be made a safe task to do rather than focusing on whose fault it is. At the same time, the
concept of Smart City s about improving the quality of life for the citizens by coming up with the
smart mobility concept. In this paper, I have proposed the concept of Vehicular Ad hoc
NETworks (VANETs) how to enable quality services in safety and infotainment. This network
might come up with their own set of challenges that may range from securing the data and the
privacy of the user to managing the mobility on a hidden node. The software-defined
networking paradigm is considered to be the more most feasible solution to deal with the
dynamic network space or the highest number of connected devices including the
heterogeneity of the applications. While there are certain preliminary investigation being
considered about how the software-defined networking can be applied to the Vehicular Ad hoc
NETworks (VANETs), the calculated benefits to manage the resources and mobility it's already
been considered. However,,,,, the impact of software-defined networking in the safety and
security of user data and other privacy is still unknown. Security is irrelevant issue when it
comes to Vehicular Ad hoc NETworks (VANETs)And it has to be faced and the countermeasures
must be discussed. it has to be conducted in the real case scenarios like the smart parking and
emergency services as these are some essential applications that will have the benefits if the
software-defined network is being introduced.

1.15 Research Recommendations:

The research recommends the use of ITS technology in the vehicle to streamline the problem of
transportation arising in the world today. Contrastingly, in Oman today, due to poor
infrastructure and road enforcements, the roads are unsafe for driving. Due to the impending
risk of accidents and mishaps, ITS system must be implemented in the country. Intrinsically, due
to the absence of a proper collision avoidance system in the majority of the vehicles in the
country, road accidents are common. Therefore, to avoid such situations ITS technology must
be adopted by the government and implemented into the vehicles to create a risk-free traveling
experience for the commuters.

1.16 Conclusion:
 Chapter Two: Literature Review/ Theoretical Background and Related Studies/
Road Safety Procedures Review
2.1 Introduction

This chapter provides the literature review on different aspects of the research. This includes:
smart mobility, mobile computing, mobile tracking applications, traffic risk parameters, driving
behavior, and definition of diffusion. The mobile computing section includes the following
subsections: location instability, mobile networking, energy aware systems and mobile
connectivity. The mobile tracking applications include the following subsections: Global
Positioning Systems and Google Maps API.

Part A: Literature Review/ Theoretical Background and Related Studies

2.2 Smart Mobility:

The perception of “Smart Mobility” has to turn out to be a buzzword in the delineation and
transportation domain in the past 10 years. After a crucial first stage in which information
technology and digital data were considered the answer to making mobility more efficient,
more attractive and increase the quality of travel, some disappointments grew about this
concept: the distance between the potential if vision provided by intelligence is far from the
reality of urban mobility in metropolises.

Diverse ways to deal with mobility planning and mobility systems have been and depicted
inside the land and transportation utilize literature. The first one is characterized “conventional
mobility” planning and it concentrates on the traffic and physical measurements as opposed to
individuals: it is huge in scale, instead of a neighborhood, it is gauging activity and it depends on
the monetary assessment. In particular, the conventional approach “is based on the premise
that travel is a cost, and that travel times should be as short as possible” (Banister, 2008). This
means, conventional transport planning goes for enhancing mobility, particularly for vehicles,
and may neglect to sufficiently consider more extensive effects.

Moreover, another way to beat the conventional mobility development can be characterized as
the “city as a place” pattern and has been proposed inside the urban plan practice and
literature. As claimed by it, the city and the transport framework have to be inserted first at the
small level, taking to the people of the quality of the urban places in small conditions. The
consideration at this point has remained coordinated to the general population and the places
of the city (Gehl, 2013).

Ultimately, the third method has been anticipated as a restriction the “conventional” mobility
arranging: the smart mobility method. By means of this expression, scholarly research and
mechanical applications allude to the capability of streamlining existing city foundation,
administrations, and urban conduct through the organization and use of advanced systems. The
method of smart mobility and its advancement are in truth for the most part in light of the use
of new data innovation for the development of transportation frameworks and it has been very
elegant in urban and transports arranging spaces and in the strategy field in the most recent
decades. As indicated by a few investigations, the smart city and the subsequent smart mobility
ideas are not recently restricted to the dispersion of ICT, but rather it takes at individuals and
group needs (Batty, 2012).

The phrase smart or intelligent mobility showed up towards the start of the 1990s keeping in
mind the end goal to bring up in a city with a mobility framework more subject to innovation
and development. Inside the “Smart City”, revisions about has characterized it in a wide range
of ways (Albino, 2015).

In spite of the trouble to represent the numerous implications credited to the idea and a wide
range of methodologies in current urban arranging literature, we concentrate on two
fundamental viewpoints. The first is a “techno-centric” approach in view of the use of data
innovation to transport set up, and the second one is a “consumer-centric” approach, in light of
giving new mobility items to transports clients, considered as consumers.

The techno-centric approach, greatly extended in the 2000s and mostly centered around the
technical characteristics, gives a visibility of smart mobility as fit for boosting its proficiency on
account of a substantial and across the utilization of ICT. Such a visibility, which has been to a
great extent managed by multinational organizations, pioneers in the area of ICT fabricating,
concentrates on infrastructural advancement. The techno-centric approach is still most
common, however, even the VP of CISCO has as of late brought up that something ought to be
changed. He expressed without a doubt: “we are crossing the threshold to put internet based
tools to work in cities; technological devices are merely tools that can make the most of them”
(Elfrink, 2012).

The consumer-centric part of smart mobility is portrayed by a solid accentuation on the human
side and it has been a great extend board in the second half of the 2000s; as indicated by such
as approach, the human segment speaks to the essential component for working up a smart
mobility framework: advances, increasingly generally accessible, are expected as “empowering
tools”, yet deficient in making “smart” an urban background, just by themselves. In fact, this
thought has been connected, by considering developments (vehicles, services, and
infrastructure) at observing people, seen as end consumer of a facility, mirroring their
individual needs. Besides, applications are gone for again upgrading consumers mobility
conduct through the ICTs (behavioral perspectives), yet without considering other more
complete focal objectives.

Figure. 02: The approaches on mobility planning and their missing links (Source: Papa, E. and
Lauwers, D, 2015).

2.3 Mobile Computing:

Mobile Computing can be portrayed as the procedure of calculation on a mobile gadget,

involving hardware, communication, and software especially connected with mobility. Which
means, it can be communicated a type of innovation that is mobile (Hameed, 2003). Moreover,
according to (Satyanarayanan, 2001), investigated mobile computing developed with the
“appearance of the laptop computers and WLANs (Wireless LANs) in the early 1990s”. Likewise,
Saha and Mukherjee, 2003, declared mobile computing come about because of the
combination of cell innovation with the internet. Furthermore, mobile gadgets associate and
convey a system or straightforwardly with each other utilizing remote innovation (Hammed,
2003).

Hence, organize correspondences are seen an essential piece of mobile computing, where
correspondence occurs between the gadget and outer assets, in this manner joining computing
with mobility. “This can be offered by providing decentralized and distributed resources on
diversified mobile devices, systems, and networks that are interconnected via mobile
computing gadgets incorporate PDAs, Palmtop PCs, and Tablets (Kamal, 2008).
As indicated by (Bagchi, 2010), the mobile gadgets equipment and remote systems are
developing rapidly in the business point of view of data innovation. Thusly, advanced cells are
one of these most recent improvements in mobile computing innovation; a developing wonder
for shoppers and commercial that gives information, voice, social networking and email
correspondences and applications through the web. Furthermore, expended computing force
and storage room empowered advanced cell phones to run applications that beforehand
desktop PC could just do (Hansen, 2012).

Satyanarayanan, 1996b, distinguished for requirements attributes for mobile computing

(advanced cell phones) that should be considered when the gadget is being produced:

1. Power consuming and chargeable network encasement are limitations identified with
cell phone application.
2. Mobility and confidentiality are different issues with the cell phone as the gadget is
progressing and being used at numerous areas. Confidentiality issue of an advanced
mobile phone (smart mobile) is that it documents information about the end user and
their location. Accordingly, it is basic that this delicate data is not to be gotten to by
anybody other than the proprietor of the device.
3. Availability is an issue as far as phone system execution and dependability.
Consequently, gadget desires the capacity to associate with a quick network, so as not
to interrupt user encounter.
4. Battery innovation stays one of the difficulties of power consuming, in this manner
gadget designers need to view gadget application as ready to adjust the substance and
setting of the gadget as indicated by the battery measure. For instance, presenting light
sensor could decrease power consuming of the gadget by sensor recording the volume
of light in the room and after that altering the brightness of the screen consequently.

Given above cell phone necessities, (Satyanarayanan, 2001) prescribed four methods to defeat
them to be specific: Location Instability, mobile networking, energy aware systems, and mobile
information access.

2.3.1 Location Instability (Mobility):

Context recognition or location recognition is an imperative issue the gadget is portable and
continues changing location while associated with the system. In this way, the framework
needs to exploit these locations changing situations and suite facilities to the client’s present
circumstances (Loke, 2006). Location-recognize can be given by utilizing sensors. Sensors
encourage cooperation between the cell phone and the surroundings. Because of progress in
portable innovation, it is presently conceivable to implant sensors in cell phones effortlessly
(Schmidth, 1998).
2.3.2 Mobile Networking:

Mobile Networking is a standout amongst the most essential innovations supporting portable
computing. According to Sun, 2001, there are two strategies for empowering wireless
portable/mobile unites to speak with each other as beneath:

⮚ Infrastructure: in light of the cell idea, in which cell phones speak with access points as
base stations associated toward a settled system infrastructure. Normal cases of this
sort of wireless systems are WLAN, GSM, UMTS, etc.
⮚ Infrastructure less: this is known as a mobile ad hoc network (MANET), which is an
accumulation of wireless hubs that can shape a system to trade data without utilizing
any settled system infrastructure; this is a vital innovation for unavoidable computing.

Besides mobile phones gauges came in the progression from simple (analog) to advanced
(digital); the (1G) first generation mobile framework was analog and appointed in the 1980s,
the (2G) second generation was a digital mobile framework named the Global Systems for
Mobile communication (GSM). The Universal Mobile Telecommunication Systems (UMTS) is the
standard of mobile correspondence alluded as the (3G) third generation. Most recent
generation like the 4G/LTE and 5G are likewise the offing (Chaudhry, 2011).

Figure. 03: Components of Narrowband Wireless Access Network (Source: Chaudhry, 2011).
Above Figure, 03 demonstrates wireless access network. In a mobile system, a facility coverage
zone is isolated into litter territories called cells. Every cell is attended by a base situation. A
base situation is associated with central office. Moreover, base situation goes more about as
the radio brokers for the mobile units.

Figure. 04: Current and Future Wireless Communication Systems (Source: Chaudhry, 2011).

Figure, 04 above alludes to the connection amongst present and coming of the different
“wireless communication standards” regarding their scope and limit. A portion of the standards
has a great scope, while, a few standards may have a restricted limit. For instance, “the cell size
of Wireless Personal Area Network (WPAN) covers a couple of meters; however, their
transmission rate may achieve a few several Mbps”. Conversely, 3G and 4G have a scope that
may reach out to a few kilometers, nevertheless have an information constrained to under
2Mbps (Chaudhry, 2011).

The figure additionally demonstrates distinctive remote systems built up by the IEEE standard
and protocol characterized inside the 802 families exists, though, underneath are two
standards identified with the point of research as takes after:

▪ IEEE802.11 Standard (Wi-Fi): “These wireless standards indicate the remote interface
between access points and remote clients”.
▪ IEEE802.15 Standards: “This a communication specification approved by IEEE Standard
Association (IEEE-SA) in early 2001 for a wireless personal area network (WPAN); it is
based on Bluetooth Technology” (Chaudhry, 2001).

2.3.3 Energy aware Systems:

Cell phones need to adjust developing an internet for computationally concentrated apps, for
example, “3D Graphics” and the gadgets naturally restricted battery life and power processor
(Cidon, 2011). In similar manner, (Fei, 2008), investigated the significance of creating systems
that accomplish high power proficiency. Furthermore, they characterized energy productivity as
“the amount of service work that the system can accomplish given battery capacity constraint”.

Moreover, (Flinn and Satyanarayanan, 2004), contended powerful outline of mobile

programming need suitable harmony application power and quality preservation, in help of this
contention, they directed an investigation in estimation of utilized energy by four apps, for
example, “speech recognizer, web browser, map viewer and video player”, contemplate
demonstrated that energy aware apps can generously decrease the power of portable PCs.

2.3.4 Mobile Connectivity (Information Access):

Figure. 05 Cellphone connectivity requirements (Source: Hansen, 2012)

The cellphone connectivity requirements to obtain remote information by the use of sensors,
PAN, and WLAN/4G/LTE as shown in the figure, 05 above.

Mobile data get to worries with issues identifying with how data is to be put away after gadget
detaches from the system and data synchronization when it rejoins. This is a basic part of cell
phone apps in the light of the fact that most apps are required to recover data from an outer
asset (Kenteris, 2009).
Supporting the above, (Chandrasekaran and Joshi, 2002), directed an exploration of portable
data access structure named “MobileQ” identifying with the challenges in disconnection
management and mobility management. Moreover, they affirmed that “MobileQ is a dispersed
framework and service infrastructure the offers customized portable data access in a remote
system domain”.

2.4 Mobile Tracking Application:

Different GPS based tracing frameworks have been effectively utilized and used in different
apps, for example, vehicle location identification and fleet, and in course direction. Lately,
frameworks that incorporate GSM and GPS innovations with Google Earth to give continuous
information additionally been proposed. Though for closed and indoor situations GPS
frameworks miss the mark and it ends up plainly hard obtaining the significant satellites for
exact position accuracy. A number of the other systems that are proposed for the indoor areas
following incorporate the combination of 3G networks with Bluetooth innovation. The
proposed arrangement recommends that Bluetooth terminals can trade data with each other
and afterward an access point of Bluetooth gives the interface to a portable system. The usage
of a portable indoor app that conveys maps and connected database data to indoor wireless
gadgets, for example, PDAs and cell phones (Radhika, et al. 2013).

2.4.1 Global Positioning System (GPS):

“Global Positioning System (GPS) is a Global Navigation Satellite System (GNSS) created by the
United States Department of Defense”. It is the main completely useful GNSS on the planet. It
utilizes a star grouping of the vicinity of 24 and 32 medium Earth Orbit satellites that transmit
exact microwave signals, which empower GPS beneficiaries to decide their speed, time and
area. Its official name is NAVSTARGPS. GPS is frequently utilized by regular people as a routing
framework. A GPS beneficiary figures its position by decisively timing the signs sent by the GPS
satellites high over the earth. Each satellite ceaselessly transmits messages containing the time
the message was sent, exact orbital data, and the main health of the system and harsh orbits of
all GPS satellites.
 Figure. 06 GPS Satellite Constellation (Source: Kinage, Kumari, Zalke, and Kulkarni, 2013).

GPS comprises of three components: (Space Segment, Control Segment, and User Segment).

✔ Space Segment: the user equipment gets the extended signs and route information
messages from the satellite constellations.
✔ Control Segment: by checking satellite signal integrity, safeguarding the satellite orbital
setup and health, ground control network which safeguards and tracks the satellite
constellation.
✔ User Segment: equipment user.

2.4.2 Google Maps API:

Java ME is a forming implement which empowers to create applications for various cell phones.
Google Maps API uses Java ME which is available on the net.

The directs of clients will be taken from the GPS and deciphered. By using the values of
longitude and latitude, the users’ location is signified by signs on the map. The client will have
the capacity to zoom all through the map. Likewise, they will have the capacity to check out
utilizing headings which possibly will be established diversely for various cell phones, for
example, utilizing fingers for smart cell phones and figure for different telephones.

Over the identified earthly location this app empowers the client to trace a cell phone and send
cautions on the off chance that it is out of range around an intriguing point, earlier
characterized by the app manager. The benefits of this innovation are by utilizing present kit
and free facilities as GPS and Google Maps, an exceptionally solid location tracking framework.
GPS is the premise of this program (Radhika, et al. 2013).

2.5 Traffic Risk Parameters:

Traffic blockage is a typical condition on road networks which occurs as a distinct circumstances
or increments. It is signified by a number of parameters, commonly: the delay in average
journey times decreased the speed of the vehicle and extended lining. In some situations, when
the volume of activity reaches a very high point, the cooperation between vehicles hampers
and decreases the traffic`s movement speed, this situation is known as traffic clogging. This
results in limiting of the streets and the crossing points at different locations. Furthermore,
when vehicle movement is completely at a halt, the situation is called as the traffic jam.

Distinctive perspectives were considered on congestion degeneration and generation. The

examination revealed that it is a far-fetched scenario when the road development and vehicle
mechanization techniques will lead to a large scale level decrease in the urban congestion due
to traffic jams for at least another 15 years. Activity congestion occurs when a size of traffic
leads to the requirements for more space than the accessible limit of the road. There are a
number of discrete conditions that cause or exasperate congestion; the vast majority of the
automobiles accumulating at one place diminish the power limit of a street at a given point.
Limit distribution considers uncovering that methodologies like street and stopping pricing,
slope metering, assignment by traveler stack, designation by trip reason, rationing, laissez faire
allocation, and blended techniques can be by utilized for lessening congestion (Robert, et al.
1995).

Evaluating the viability of intelligent Transportation Systems (ITS) advances in diminishing

accidents that influence looking into the improvement of models, for example, congestion
models and incident delay that can be precisely anticipate occurrence span alongside the
extent of the non recurring clog (Garib, et al. 1997).

Risk management is a crucial matter in project management. The initial phase of risk
management is chance distinguishing proof. It incorporates the acknowledgment of potential
hazard causative variables and the illumination of risk (Ming, 2006).

Intelligent Transportation Systems are experiencing a move from exhibition tasks to winding up
plainly part of the standard arrangement of choices available to the various organizations
engaged in the transportation business. Thus, assessment of it is a standout amongst the most
basic and imperative strides to be taken before any ITS system can be conveyed. Welfare has
been as of late, progressing as an area of increased concerns, consideration and mindfulness
inside transportation designing. Irrespective of the fact that the current investigations have
thrown some light on driving rate factors and in addition towards the impacts, learning is as yet
deficient to take into account particular evaluations (Zhang, 2007).

Traffic examination still can’t completely foresee under which conditions a congested road may
all of a sudden occur. In addition, a traffic clog is a generally consistent scenario. Many of the
urban communities have deduced the nation to decrease their dependencies on the
automobiles. Although, the majority are still dependent on their vehicles. The urban
development and transport authorities require systematic planning and organization to
distribute the traffic through a number of tertiary roads, in order to decrease the occurrence of
many traffic jams.

Due to a massive increase in the number of vehicles on the road, the urban areas have been
plagued with pollution, time waste and road accidents. The authorities engaged in
development of new cities must consider a systematic approach to distribute the traffic,
effectively. In addition, planning must be done by keeping in view the various advantages and
the cost effectiveness of each approach. Advisory groups must be setup by the government to
suggest important guidelines for effectiveness in the traffic management.

For the current day scenario, investigation solely depends on the hazard examination. It has
been propagated that accomplished procedures must be considered to minimize risk
generation and factors leading to traffic clogs.

2.6 Driving Behavior:

Most investigations that assess driving conduct concentrate on drivers self estimation,
observations, and dispositions. These investigations are regularly in light of reactions to self
reveling polls, in which drivers are made a request to assess their own driving conduct,
demeanors, and discernments towards driving, for example, chance taking and law
acquiescence, and also report their past security records (e.g. incidents, police references). This
strategy has a few essential favorable circumstances. Above all, it can be utilized to gather a lot
of information in a moderately brief time and ease. Subsequently, this approach has been
utilized broadly for an extensive variety of uses, including investigations of forceful driving
(Parker, 1998; Lajunen, 1998; Chliaoutakis, 2002; Ulleberg and Rundmo, 2002; Iversen, 2004;
Maxwell, 2005), relations amongst liquor and medications utilize and driving conduct (Shinar,
1995; Schechtman, 1999; Caetano and Clark, 2000; Begg and Langley, 2004), financial attributes
that influence driver conduct (Yagil, 1998; Lourens, 1999; Golias and Karlaftis, 2001; Boyce and
Geller, 2002).

2.7 Sustainable and Green Transportation:

According to (the World Commission on Environment and Development, 1987), sustainable

development is characterized as an advancement that addresses the existing requirements
without negotiating the capability of forthcoming generations to encounter theirs.

Numerous substances have just embraced the above definition as theirs, as demonstrated in
Black (2005), Transport Canada (2007), and Sustainable Development Commission (2011). In
the scholarly community, Eicher (1995), Benton (1996), and Rogers (2008) with their studies
tried to understand how sustainable development is established and the way of approaching it
by providing an audit of present exploration and endeavors, utilizing distinctive approaches to
arrange an expensive assemblage of materials the distinguished.

A few analyses of various meanings of sustainable transportation were partly constructed from
the research of sustainable development like, (Black, 2005; Hall, 2006; Litman and Burwell,
2006; Jeon, 2007; Oregon Department of Transportation, 2006, 2008; FHWA, 2011) where the
researchers could distinguish numerous meanings of “sustainable transportation”.

To understand what sustainable transportation, mean, it is important to some way or another

measure how “sustainable or unsustainable” current or arranged transportation frameworks
are. This likewise implies while seeking after sustainable transportation, there ought to be an
assignment about setting up an estimation or bookkeeping framework for transportation.
Sustainable transportation ought to similarly represent the transportation segments effect on
environment, society, and economy.

Sustainable Transportation is additionally about organized measurements structure, organized

change, administration, correlations among transportation segment and different divisions.

2.8 Definition of Diffusion:

For the aim of this study, the expression “Diffusion’ is characterized as “the process by which an
innovation is communicated through certain channels over time among the members of a social
system” (Rogers, 1995). And the expression “Innovation” alludes to “an idea, practice or object
that is perceived as new by an individual or other units of adaption” (Rogers, 1995). The
significance of “Novelty as thought” or “Innovation” may not be the same for buyers; it is
probably going to vary from the purchaser to purchaser. On the off chance that the thought
appears to be new to a person, it is an innovation (Rogers, 1995).

The investigation of diffusion includes three parts: the selection of another innovation, its
utilization and the resulting effect of its use (Rogers, 1995). Besides, (Chigona and Licker, 2008)
contended that innovation would be viewed as incapable in the event that it is not received,
paying little mind to how well it is outlined. Consequently, augmentation of its reception is vital
for those in charge of innovation. They additionally attested that approaches to upgrading
augmentation of innovation comprehend the components that affect its appropriation.

Part B: Road Safety Procedures Review

Road safety is a basic component in the transportation field. Road safety incorporates many
factors, for example, climate, street characteristics, vehicle conditions, and driver and driving
abilities.

According to the World Health Organization (WHO), more than one million individuals die on
the streets every year around the world. Moreover, and as per to the national statistical data of
the Sultanate of Oman of the total reported accidents was 4721 in 2016. The reports
demonstrated that 12% of these mishaps include run over people in foot. Besides, the statistics
presented that 12% of the total injuries and fatalities were between kids less than 15 years old.
The statistics inferred that over-speeding was the main reason of the total fatalities and injuries
with a rate of more than 53% of the total revealed accidents.

According to, Benjamin, 2013, in his news article “Visualization Major Causes of deaths in the
20th Century” estimated that car accident caused around 60 million deaths, which is about a
similar number of casualties of the Second World War.

Moreover, and as per to (The National Safety Council, 2017), records show a number of 40,000
lives lost on the American streets in 2016, by an increment of 6% over the earlier year. This is a
countless because of street mishaps the can be forestalled by focusing on road safety. The main
cause of most of these mishaps was expected to text messaging while driving and over
speeding.

Speed is at the forefront of an essential element of every single contributing accident factors. In
fact, speed is in 33% of all automobile death as per a few statistics.

Furthermore, road death and traffic collision causes can be controlled with awareness
campaigns, strict traffic enforcement, and safe driving classes and workshops, for example, seat
belt usage safe driving distance uptake, nerve control development, and etc.

Notwithstanding that, there are a few measures or enforcements which might be used to
minimize car crashes like, setting different speed limits on various roadways based on the road
classification whether if it is a highway, a sideway and rural way or based on a load of traffic.

The United States Department of Transport (US DOT) demonstrate that setting divers speed
limits on various roadways have nearly minimized half of the speeding deaths and more than
14% of all speed related mishaps.

In addition to that, enforcing the 85th percentile speed is another measure to minimize car
collisions. The 85th percentile can be clarified as 85% of the road users’ drive at a sensible speed
and the other 15% drive fast.

Another enforcement is changing the speed limits on the streets at some specific circumstances
like the traffic load during rush hours or the weather conditions.
Moreover, with the strict force of traffic law enforcement, alcohol enforcement, seat belts
enforcement, wearing helmets enforcement for motorcyclists, etc. will impact the drivers’
behavior and help in limiting car crashes.

Another accommodating technique which can be utilized is by instructing kids from their initial
stages of studying by including some essential road safety educations into their syllabus, and
teaching them about the “Green Cross Code” “(Stop, Look, Listen, Think, and the Cross)”
besides teaching them about the street signs and their meanings and use.

Finally, a road safety audit and review can be implemented. Road safety audit and review can
be explained as the activity of exploring and reviewing all current and new streets to support
forcing a safety in these networks. This exercise carries out some restorative activities which
can be executed to recognize dangers and insufficiencies that impact safety and may prompt
future mishaps, to guarantee an abnormal state of all road users, and lessen the hazard and
seriousness of street collisions (Ogden, 1996).

The first implementation of road safety audit and review started in the early 1980s in the
United Kingdom, after that followed in 1990s in Australia and New Zealand, and increasingly
spread to numerous different nations (Navin, 1999).

2.9 Overview of Related Theories

An accident can be defined as an unexpected event or occurrence that may result in an

undesirable outcome. On the same note, the accidents are not expected and for the fact that it
can cause negative outcomes including wounds, facilities for cracked nerves, the accident
causation models were formed. This model considers the fact that the end goal is to help the
individual not face such an incident. There must be a proactive sense when it comes to driving
so that the driver is able to differentiate between which move could cause an accident and so
on. Behavioral elements play an important role in most of the accidents. These elements can
help in finding out the chances of how the driver would act during driving and if it would end up
in accidents. Certain factors like the working condition of drivers, descriptive definition and
another behavior that include abiding by the road rules impact the driving condition and
therefore the possibility of an accident. In this section, an overview of Several theories that are
connected to the smart transport services and its impact on transportation has been discussed.

2.9.1 Accident proneness theory

Accident proneness theory is one of the widely perceived theories when it comes to smart
transport services. With a given set of workers, there can be of a subset of workers who are
liable to be involved in the accident. Regardless of the fact that this theory is widely discussed,
the researchers have not been able to prove this theory or come to a conclusive point given the
fact that their research work conducted so far has not been up to the par. There are certain
research pieces that show contradicting findings or inconclusiveness. Also, show this theory
accounts for only a lower portion of accidents. The researcher Drake proposed an interesting
theory to demonstrate the influence of accident proneness. According to him, the employee
can be deemed safe if the perception level and the motor level are equal orator perception
level is higher than that of the motor level. If the perception level is lower than the motor level
then the employee is more likely to face an accident and his accident proneness becomes
greater with this difference increase. He also demonstrated the feasibility of theory with a
study conducted on a group of factory workers. The workers were given three motors on
manipulative death including a couple of visual inspection and sorting tests. The scores
indicated to find out the motor level and the perception level in percentages. The study showed
that the employees who are quick in the motor test as compared to the perception test likely to
have more accidents and on the other hand those who proved to be quick in the perception
test than on the motor test had lesson number of accidents. The researcher also reports that
the new employees for the comparable task can be selected on the basis of performance
portrayed in these tests and it is expected that the accidents would be reduced for up to 70%.
The researcher believes that this theory is applicable and the research conducted by him
supports theoretical definition. The lack of consideration given to the personality and emotional
factors of the personality could be considered as a limitation to this query obviously.

On the other hand, the researcher Kerr showed a different perspective Deal with the problem
of accidents. The researcher says that the accident may happen in the factory departments that
may have low transfer mobility show probabilities of the accidents taking place with respect to
the emotional factors of the individual as commonly observed.

2.9.2 Multiple Causation Theory

The multiple causation theory it's more of an outgrowth of the existing Domino theory
however, it focuses on the contributing factors of one particular incident, including the causes
and subconscious. In simple words, it focuses on certain combinations that may influence
accidents. According to the theory, the contributing factors can be grouped as behavioral and
environmental factors. While behavioral factors include the attitude, lack of knowledge, lack of
skills and other conditions, the environmental conditions include the equipment, unsafe
procedures, bad roads and so on.

2.9.3 Epidemiological Accident theory

This theory of accident causation States that the models used to study or determine the
relationships between the environmental factors and the diseases can also be used to find out
the causal relationship between the environmental factors and accidents. This has a traditional
approach of focusing on accidents that may result in injuries. The recent trend includes a better
perspective of environmental issues.
2.9 Conclusion:

Chapter Three: Research Methodology and Data Collection

3.1 Introduction

This part of the project talks about the premise of the research plan and the information
gathering techniques utilized as part of this venture.

3.2 Theoretical Design of Intelligent Transportation Systems:

Section 3.1.1 of this chapter will be an introduction of VANETs. Section 3.1.2 presents VANETs
Architecture, as well as communication types, layered network architecture, and network
components. At that point in 3.1.3, three parts of VANETs explore issues will be discussed:
privacy and security, applications, and routing. Section 3.1.4 concentrates on the research
methodologies of VANETs, simulator tools, and some VANETs models are additionally given.

3.2.1 Introduction to VANETs:

Lately, with the improvement of vehicle industry and wireless correspondence innovation,
vehicular ad hoc networks (VANETs) are getting to be noticeably a standout amongst the most
encouraging exploration fields. VANETs which utilize vehicles as portable hubs are a subclass of
mobile ad hoc networks (MANETs) to give interchanges among close by vehicles and amongst
vehicles and adjacent roadside kit (Sivaskthi and Suresh, 2013), however, clearly vary from
different systems by their own qualities. In particular, the hubs/nodes/vehicles in VANETs are
constrained to street topology while moving, so if the street data is accessible, we can foresee
the future position of a vehicle; in addition to that, vehicles can bear the cost of critical
processing, correspondence, and detecting abilities and additionally giving ceaseless
transmission control themselves to help these capacities (Mustafa and Zhang, 2009).

Yet, VANETs likewise accompany a few testing qualities, for example, conceivably high mobility
and vast scale. Hubs/nodes in the vehicular condition are considerably more unique in light of
the fact that most autos typically are at a fast speed and alter their situation constantly. The
high mobility likewise prompts a self motivated system topology, whereas the connections
between hubs/nodes interface and separate regularly. Also, VANETs have a conceivably huge
scale which can incorporate numerous members and spread on the whole street grid (Mustafa
and Zhang, 2009).

Moreover, quite a few papers have endeavored to compress the issues about VANETs. For
instance, (Li and Wang, 2007) and (Su, 2010), talks about the exploration challenges of directing
in VANETs and the condenser and think about the execution of steering protocols; (Hartenstein
and Laberteaux, 2008) introduced an outline of the correspondence and systems features of
VANETs and abridge the present best in class around; (Raya and Hubauz, 2007) discourse the
security of VANETs thoroughly and give an arrangement of security protocols too; (Harri, Filali
and Bonnet, 2009) suggest a scientific categorization of an extensive scope of mobility
paradigms accessible for VANETs. These papers all assessed particular research zones in
VANETs. Furthermore, other articles like (Karagiannis, Altintas and Ekici, 2011) give far reaching
diagram of utilizations, protocols, structures, and encounters in VANETs and especially present
VANETs developments and calibration endeavors in various locations i.e., Japan, Europe and
America; (Al-Sultan, Al-Doori, Al-Bayatti and Zedan, 2014) give point by point data to users to
realize the fundamental angles and encounters identified with VANETs including system
engineering, qualities, wireless access technologies, simulation tools and applications.

3.2.2 VANETs Architecture:

This portion portrays the framework engineering of VANETs. Initially presenting the primary
segments of VANETs engineering. After that, clarifying their association and present the
correspondence engineering. Moreover, providing an introduction to the design of VANETs.

3.2.2.1 VANETs Main Components:

As indicated by the architecture standard guidelines, the ISO/IEC 42010 (Emery and Hilliard,
2009) and the IEEE 1471-2000 (Maier, Emery and Hilliard, 2001) and (Maier, Emery and Hilliard,
2004), we can accomplish the VANETs framework by elements which can be separated into
three domains: the infrastructure domain, the generic domain, and the mobile domain.

Figure. 07 VANETs System Domains (Source: Liang, Zhang, Wang, and Bie, 2014).

As is appeared in Figure 07, the mobile domain comprises of two sections: the mobile device
domain and the vehicle domain. The mobile domain includes a wide range of compact gadgets
such as smartphones and personal navigation devices. The vehicle domain includes a wide
range of vehicles like buses and cars.

Another two domains are within the infrastructure domain: the central infrastructure domain
and the roadside infrastructure domain. The central infrastructure domain comprises vehicle
management centers and infrastructure management centers (i.e. traffic management centers
(TMCs)). The roadside infrastructure domain comprises pavement component substances i.e.
traffic lights (Kosch, Schorth, Strassberger and Bechler, 2012).
 Figure. 08 C2C-CC Reference Architecture (Source: CAR 2 CAR Communication Consortium
Manifesto, 2007).

As displayed in Figure 08, the in vehicle domain is made out of a one or different application
units (Aus), and an onboard unit (OBU). The associations between them are sometimes wireless
and generally wired. Though the ad hoc domain is made out of roadside units (RSUs) and
vehicle furnished with OBUs. An RSU can be associated with the net by means of the gateway;
RSUs can speak with each other specifically or though many hops too. The infrastructure
domain access consist of two types hot spots (HSs) and RSUs. OBUs could speak with the net by
means of HSs and RSUs. Without HSs and RSUs, OBUs can likewise speak with each other by
utilizing cellular radio networks (GPRS, GSM, WiMAX, UTMS, and 4G/LTE) (Mustafa and Zhang,
2009).

3.2.2.2 VANETs Communication Architecture:

There are four types of VANETs communications types. The type is firmly identified with
VANETs component as portrayed previously. Figure 09 portrays the key elements of every type
of communication (Feazipour, Nourani, Saeed, and Addepalli, 2012).

Figure. 09 Key functions of each communication type (Source: Liang, Zhang, Wang, and Bie,
2014).

Vehicle-2-vehicle communication (V2V) can give an information trade stage to share data and
cautioning messages with the drivers in order to enlarge drivers support.

In-Vehicle communication, which is increasingly vital and essential in VANETs study. The in-
vehicle correspondence framework can distinguish a vehicles execution and particularly driver’s
weakness and laziness, which is life threatening for public safety and the driver.

Vehicle-2-road-infrastructure communication (V2I) is an additional VANETs field. V2I

correspondence empowers continuous climate/traffic improvements and delivers monitoring
and environmental sensing for drivers.

Vehicle-2-broadband-cloud communication (V2B) implies the vehicles may convey by means of

remote broadband systems, 3G, 4G/LTE. This kind of correspondence will be utilized for vehicle
tracking and dynamic driver assistance, as the broadband cloud may incorporate more
infotainment, monitoring data and traffic information.

3.2.2.3 VANETs Layered Architecture:

Groups of comparative correspondence capacities into one of seven sensible are notable as the
Open Systems Interconnection (OSI) model. The presentation and session layers are discarded
here, and a certain layer can be additionally divided into sublayers in this design, as outlined in
Table 01 (Hartenstein and Laberteaux, 2010).

Table 01. OSI Reference Architecture (Source: Hartenstein. H and Laberteaux. K, 2010).

Commonly, VANETs design may vary from district, and consequently, the interfaces and
protocols are likewise unique between them. For example, Table 02 delineates in America the
stack of the protocol for dedicated short range communication (DSRC). DSRC is particularly
intended for vehicle use and a relating set of standards and protocols (Hartenstein and
Laberteaux, 2010).

Table. 02 DSRC Layered Architecture (Source: Hartenstein. H and Laberteaux. K, 2010).

The United States Federal Communications Commission (USFCC) has allotted the range of
75MHz for DSRC correspondence, from 5.850GHz to 5.925GHz. Distinctive protocols are
intended to utilize the different layers; some are still under dynamic improvement. The IEEE
802.11p, an endorsed change to the IEEE 802.11 protocol to include wireless access in vehicular
environments (WAVE), is centered essentially around the stacks MAC sub layers and the PHY
layer, IEEE 1609 is a higher standard in light of the IEEE 802.11p. IEEE 1609 speaks to a group of
measures that capacity in the center layers of the stack of protocol to adaptable bolster VANETs
safety apps, whereas non safety apps are upheld through another protocols set. Specifically,
transport and network layers services for non safety apps are given by very steady protocols:
UDP, IPv6 and TCP (Maier, Emery, and Hilliard, 2004) and (Hartenstein and Laberteaux, 2010).

3.3.3 VANETs Research Issues:

In this part of the research, VANETs three aspects research issues will be introduced. Starting
with routing and its protocols characterization, then the discussion will move towards the
privacy and security issues, and finally, an introduction of two application types (safety and non
safety applications).

3.3.3.1 Routing Issues:

Remote correspondence has been a serious innovation in VANETs to help the accomplishment
of numerous services and applications. Though, and because of VANETs attributes, for example,
intermitted connectivity and high dynamic topology, the current MANETs routing procedures
are inaccessible for many VANETs application situations. Hence, analysts have no attempts to
enhance existing procedures and outline new ones, so the correspondence consistency can be
guaranteed. Contingent upon the quality of recipients and senders engaged routing
methodologies can be isolated into three sorts: broadcast/geo-cast, unicast, and multicast
methods.

Broadcast/Geo-cast: The Broadcast/Geo-cast are required for VANETs for the prerequisite of
allocating messages to unspecified/unknown goals (Yang and Fei, 2013), audit the present
VANETs message geo-cast protocols, like, FROV, multi-hop, SADV and spatially aware bundle
routing algorithm protocols. Other analysts recommend a few algorithms, like, UMB, MDDV, V-
TRADE, MHVB, and AMB (Chen, Guha, Taek, Lee, and Hsu, 2008).

Unicast: Analysts research the VANETs Unicast correspondence protocols in three conducts:

- Greedy: nodes proceed the bundles to their most distant neighbors in the direction of
the goal, like enhanced “greedy traffic aware routing (GyTAR)”.
- Opportunistic: nodes utilize a technology-oriented approach to provide opportunistically
transmit the information to the goal, similar to “topology-assist geo-opportunistic
routing”.
- Trajectory-based: nodes ascertain conceivable ways to the goal and transmit the
information via nodes on at least one of those ways, similar to trajectory-based
information progressing (Wahid, Hoo, and Kim, 2010).

A number of the routing algorithms and protocols are condensed in Table 03.

Multicast: Multicast is important in some vehicular situations for interchanges between

vehicles, like, roadblocks, accidents, density, dangerous road surface conditions, and
intersections (Yang and Fei, 2013), classify the multicast protocols into two fundamental sorts
(topology-based methodologies and location-based methodologies).
Table. 03 VANETs Unicast Algorithms and Protocols (Source: Liang. W, Li. Z, Zhang. H, Wang. S,
and Bie. R, 2014).

The mentioned protocols are altogether utilized to control the current issues of VANETs
routing. However, a few specialists concentrate on introducing some new protocols for V2I and
V2V correspondences of information broadcasting. The primary commitments are different
correspondences protocols between application and physical layers, unexpectedly cross-layers
(Kim, Cano, Wang, Rango, and Hua, 2013), study ten research papers about information
broadcasting with channel schemes, security in vehicular situations, clusters and mechanisms.
The outcomes are delineated in Table 04.

Table. 04 The outcomes of the 10 research papers of data dissemination (Source: Kim. D, Cano.
J. C, Wang. W, Rango. F and Hua. K, 2013).

3.3.3.2 Privacy and Security Issues:

At the present time, further and further smart available software may memorize vehicular
trajectory data and bunches of private data, which can reveal peoples doings, traces, and
traditions. Those hazards must be controlled before VANETs correspondence engineering is
sent. Moreover, the dependability, VANETs framework individuals’ acceptance and the
reliability is probably going to be little, since invaders may route vehicles trajectory or deploy
messages (Dotzer, 2005) and (Fuentes, Gonzlez-Tablas, and Ribagorda, 2010).

To handle the privacy and security matters, various methodologies have been anticipated over
the recent few years in the literature. A big part of them gives careful consideration to two
principal viewpoints: VANETs architecture and communication (Kargl, Buttyan, Eckhoff,
Papadimitrators, and Schoch, 2011).

Security design is a critical piece of VANETs to fulfill the prerequisites of clients privacy and
security (Gerlach, Festag, Leinmller, Goldacker, and Harsch, 2007) define the security design
from a few unique perspectives, like the component/organizational perspective, the
information centric perspective, the functional layer perspective, and the reference model
perspective.

(Papadimitratos, Buttyan, and Holczer, 2008) display a new security design concentrating
principally on upgrading the protection of its clients and on safeguarding the process of the
wireless side of the vehicular correspondence framework. The vehicular correspondence
framework concentrates fundamentally on protected algorithms and communication schemes
(Fuentes, Gonzlez-Tablas, and Ribagorda, 2010) and (Wang, Huang, and Chen, 2008).

(Raya and Hubaux, 2005) and (Raya and Hubauz, 2007) displays a correspondence scheme, in
which substances might want to setup a shared assembly key to steadily connecting for quite a
while. This plan gives careful consideration to safety related applications, while the non safety
related applications are dismissed.

3.3.3.3 Applications (Safety-related and non-safety-related applications):

Providing entertainment to travelers, increasing the road safety and improving the traffic
efficiency, all these can be happening through applications in the vehicular environment.
Mostly, VANETs apps can be generally sorted out into two noteworthy categories: safety and
non safety applications.

Safety-related applications: customarily the aim of safety-related apps is incident avoidance,

and accordingly, this sort of uses is additionally the fundamental inspiration for improving
VANETs. Apps like accident prevention have an extraordinary necessity for the vehicles
correspondences or among vehicles and road infrastructure (Al-Sultan, Al-Doori, Al-Bayatti, and
Zedan, 2014).
Vehicles outfitted with different sensors gather movement information and screen nature
ceaselessly, and afterward, safety-related apps can alter ongoing traffic data and
receive/forward cautioning messages via V2V or V2I correspondence to avoid accidents
enhance street safety.

In 2006, an eight safety apps have been recognized by a few American transportation
departments, which are measured to give the best advantages, which are curve speed warning,
pre-crash sensing, left turn assist, stop sign assist, collision warning, traffic signal violation, lane
change warning, and emergency brake lights (Hartenstein and Laberteaux, 2010).

Non-safety-related applications: Non-safety-related application can be characterized into a few

subordinate-classes, like infotainment applications, entertainment/comfort applications, and
efficiency and traffic convenience applications.

Because efficiency and convenience applications can be obtainable on a personal premise, no

cooperation or standardization is required for them. The development of this sort of services
and applications can be found nowadays, as well as some smartphones portable service
offerings (Kosch, Schroth, Strassberger, and Bechler, 2012).

Efficiency and convenience applications mainly give users or travelers some valuable data, like
climate, nearby hotels and restaurants, and traffic information. Entertainment application may
offer online gaming and media downloading services (Al-Sultan, Al-Doori, Al-Bayatti, and Zedan,
2014).

3.4.1 VANETs Research Methodologies:

With a view to assessing the execution of various protocols, infrastructure methods,

applications, and algorithms, a viable study method is essential in VANETs. Such strategies
empower scientists and engineers to review the disadvantages and to guarantee the
accessibility of new anticipated ways to deal with previously declared viewpoints. VANETs have
a possibly extensive measure, the establishment of another innovation into VANETs needs long
improvement and the test execution is exceptionally costly. Generally, these are two imperative
and fundamental stages. Field operational testing verification and analysis, and simulation
evaluation and analysis (Kosch, Schroth, Strassberger, and Bechler, 2012).

3.4.4.1 VANETs Models:

According to (Kosch, Schroth, Strassberger, and Bechler, 2012), VANETs are a bulky and
multipart general framework display, which comprises of different aspects sub-models as listed
below.
Vehicle and Driver Model: the aim of this model is to mirror a solitary vehicle behavior. Two
primary components must be considered by this behavior which is the characteristics of the
vehicle (a sports car and a passive or an aggressive driver) and diverse styles of driving (Kosch,
Schroth, Strassberger, and Bechler, 2012).

Traffic-flow Model: the intent of this model is to imitate collaborations among infrastructures,
drivers, and vehicles and to build up and ideal street system. As per to different principles
(details level, etc.) (Hoogendoorn and Bovy, 2001) talked about the three modules of traffic-
flow models: mesoscopic, macroscopic, and microscopic.

Communication Model: this is an entirely significant piece of exploration philosophies to report

the information trade between the users of the road. Communication model performs an
essential part in the exploration because of the imperatives of various components: the routing
strategies, the diverse communication layers` performance, and the communication
environment (Hartenstein and Laberteaux, 2010).

Application Model: the value of this model is to report the quality and behavior of supportive
VANETs applications. This sort of model is important for two principal explanations: information
warnings and prioritization are required between the concurrent presence of some supportive
applications and for distinctive supportive applications visualizations and functionality are
supplied by various vehicle markers (Kosch, Schroth, Strassberger, and Bechler, 2012).

3.4.4.2 VANETs Simulation Methods:

Simulation is doubtlessly an important stride of the new VANETs technologies employment.

VANETs simulation needs two distinct segments: a network simulator and a traffic simulator.

Network Simulator: to analyze and display VANETs usefulness, a need of a great network
simulator ought to have productive routing protocols, communication standards, and a few
characteristics with a complete method (Kosch, Schroth, Strassberger, and Bechler, 2012).

A reasonable network simulators study has been done through NS2 (the utmost famous IP-
based simulator) and GloMoSim “Global Mobile Information Simulator” (Matiez, Toh, Cano,
Calafate and Manzoni, 2011).

Traffic Simulator: with a view to examining VANETs protocols effectiveness and qualities, traffic
simulators are expected to produce a VANETs environment single vehicle movement
information and position. A list of some current traffic simulators has been studied like VISSIM
and SUMO by (Kosch, Schroth, Strassberger, and Bechler, 2012).

3.4.4.3 VANETs Field Operational Testing (FOT):

In spite of the fact that the simulation technique provides excessive commitments to VANETs
examination but, it doesn’t replicate the actual domain of vehicular. Keeping in mind to get rid
of such problems, FOT has pulled in the consideration of scientists, which plans to assess and
test these applications.

In actuality, FOT information can enhance protocols performance and construct the models of
the make the models of the network more sensible.

Lastly, FOT has four essential qualities: real traffic and vehicles, heterogeneous and large fleet,
real system components, and all partners included (Kosch, Schroth, Strassberger, and Bechler,
2012).

3.5 Practical Design of Intelligent Transportation Systems:

A workable simulator has been designed in OPNET and will be demonstrated during the
dissertation discussion and presentation.

OPNET stands for Optimum Network Performance, which known as a network simulation tool.

OPNET comes with the following toolsets:

- Packet format characterized protocols.

- Node model indicates a network component interface.
- Project screen that characterizes like connections and network topology.
- A process model that summarizes a network component behavior.
- Simulation screen that catches and shows the result of the simulation.

The simulator consists of three main scenarios, basically V2V, V2I, and V2BB. The below images
describe some of the simulator functions, applications and testing results.

3.6 Data Collection Methods:

With the goal of this report, the point is to explore commuter acceptance of Intelligent
Transportation Systems. Moreover, the objective of the paper is ascribed to theoretical
framework design and practical simulator to analyze commuter adoption including the research
theory. This needs gathering quantitative information and factual investigation keeping in mind
the goal to test research speculation.

Thus, (Newsted, 1998) declared that in IT study, a survey is among the utmost well-known
strategies to be utilized. Furthermore, (Zikmund, 2003) upheld the utilization of a survey study
method in innovation acceptance, because if its efficiency, ease, the quick and right strategy of
analyzing data about the selected audience.
Therefore, results in the above discourse, it can be presumed that in spite of the fact that an
assortment of research method is accessible to innovation adoption scientists, the survey as an
examination method is ordinarily used for analyzing innovation selection related matters
(Dwivedi, 2005). Thusly, it was chosen that the survey method would be most proper and
plausible research ways to deal with a lead this paper.

3.7 Research Methods, System Design and Stages, and Survey Tools:

With the goal of this research, the point is to explore commuter acceptance of Intelligent
Transportation Systems. Moreover, the objective of the research is ascribed to theoretical
framework design and to analyze commuter adoption including the research theory. This needs
gathering quantitative information and factual investigation keeping in mind the goal to test
research speculation.

This part of the project describes the Project Management, which is followed by details in the
three next points:

3.7.1 Research Methods (Research Type and Data Collection Methods):

The research and the data collection methods followed in this research paper is a conveyance
method, which is part of the non probability sampling method, and a quantitative, disruptive
and statistics data collection by using a questionnaire and referring to some experiments to
collect measureable data, which is going to be distributed to the three categories which are the
providers (Telecommunication and Transportation), the users (are normal people selected from
institutes, schools, parks, malls, hospitals, etc…) and the affected parties (Royal Oman Police
and Oman Ambulance Services).

Another method of finding out people’s behavior is observation. Finally, the use of the
literature reviews by searching for and synthesizing other people`s research and findings.

3.7.2 System Design and Stages:

The system design of the simulator was fully made on an Agile Development as an SDLC process
development of the project.

3.7.2.1 What is Agile?

Agile Development: “Agile software development describes a set of values and principles for
software development that requirements and solutions evolve through the cooperative effort
of self-regulating teams. It calls for adaptive planning, evolutionary development, early delivery,
continuous improvement, and promotes rapid and flexible response to change. This principles
support the definition and continuous development of many software development methods.
Agile software development frameworks continue to evolve, two of the most widely used being
Scrum and Kanban”. (Agile Alliance, 2013).

3.7.2.2 Why Agile?

Agile gives the ability for any new changes to be implemented without losing or wasting a lot of
time and money as well as there is no need for a roll back and stopping the development at any
stage.

Agile improves the project`s quality by breaking it into manageable units which help the project
team in focusing on high quality development. Moreover, during each iteration, the production
builds need regular checks and tests as well as improving the quality by finding and fixing
defects quickly and identifying early mismatched expectations.

The entire simulator was managed in different stages as:

⮚ Literature Study: this stage is to have a clear background of the simulator work and
establishing the context for what is needed to be done through the literature
experiments, research and findings.
⮚ Network Design based on Study: this stage is to create an organized design
methodology and a hierarchical network design principles (V2V, V2I and V2BB) scenarios
for supportable and manageable networks based on study experiments.
⮚ Application and Protocol Configuration: at this stage, each scenario applications and
protocols have been configured.
⮚ Integration Testing: this stage where all the integration tests are done such as
components integration (integrating individual component logically and testing them as
a group), operating system, hardware and file system communications/interactions, or
and interfaces between systems.
⮚ Result Analysis: at this stage the data inspection, the data cleaning, the data integration
and creating the data model towards the aimed goal of the simulation project.
⮚ Testing and Bug Fixing: Final testing and bug fixing happen at this stage to improve the
final product.

3.7.3 Survey Tools:

The survey tool of this research is the SPSS.

3.7.3.1 What is SPSS?

IBM SPSS Statistics is the world’s leading statistical software used to solve business and
research problems by means of ad-hoc analysis, hypothesis testing, geospatial analysis and
predictive analytics. Organizations use IBM SPSS Statistics to understand data, analyze trends,
forecast and plan to validate assumptions and drive accurate conclusions (IBM, 2018).
3.7.2.2 Why SPSS?

The IBM SPSS® software platform offers advanced statistical analysis, a vast library of machine-
learning algorithms, text analysis, open-source extensibility, integration with big data and
seamless deployment into applications. Its ease of use; flexibility and scalability make IBM SPSS
accessible to users with all skill levels and outfits projects of all sizes and complexity to help you
and your organization find new opportunities, improve efficiency and minimize risk (IBM, 2018).

3.8 Research Population and Sample Size:

3.8.1 Research Population:

According to Polit and Hungler (1999) they have define the research population or sometimes
it is called universe “an aggregate totality of all the objects, subjects or members that conform
to a set of specification (Mbokane, 2009, p.84). Moreover, Banerjee and Chaudhury (2010),
defines the research population of the study as “an entire group about which some information
is required to be ascertained. A statistical population not consist only people. We can have
population of heights, hemoglobin level, events, outcomes or organizations (Banerjee &
Chaudhury, 2010, p. 60).

However, the appropriate definition of population is based on the researcher point of view,
which is “identifying and selecting individuals or groups of individuals that are especially
knowledgeable about or experienced with a phenomenon of interest” (Palinkas, 2015, p.534).
Over these definitions of research population, the researcher can indicate that the population
of any study referring to a wider group of the people in certain area or can be employees in the
organization if the researcher decided to investigate inside the organization.

It important to noted that, the research population almost dependent on the scope of the study
that the researchers will explore the event on it. However, the research population has to
include the people or groups to who the research’s results will apply on them (Banerjee &
Chaudhury, 2010). In fact, there are two type of research population which is: Target
population and Accessible population as the researchers explained below.

3.8.1.1 Target Population:

Target population or some researchers call it the theoretical population is defined as “entire
group of individuals that the researchers will generalize the results finding of the research on
this group” (Banerjee & Chaudhury, 2010, p.61). However, determination of the target
populations help researcher to minimize the whole population into entire group of individuals.
3.8.1.2 Accessible Population:

Accessible population (which is also called by other writers the study population). It is very
important aspect for the researcher to draw their sample size. Therefore, the study population
is considering a subset of the target population.

In fact, to determine the accessible population or the study population by meaning that the
researchers will apply their conclusion of research project on these segment or group (Banerjee
& Chaudhury, 2010). Moreover, the importance of determine the population is that give the
researcher the area of the group of the individuals that will take the sample size to generalize
their finding as well as the readers can understand the population area of investigation of the
research projects.

Therefore the researcher population is the overall people of Oman but the focus area of the
population of the researcher study will be divided to three groups:

1. The providers are the telecommunication and transportation.

2. The users will be a group of people collected from malls, schools, hospitals and parks.
3. The affected by which are the Royal Oman Police and the Oman Ambulance Services.

3.8.2 Research Sample Size:

“Sampling, is the process of selecting a portion, piece, or segment that is representative of a

whole (Onwuegbuzie & Collins, 2007, p.281). Therefore, a sample design in general is define as
“plan for obtaining a sample from a given population. It refers to the technique or the
procedure the researcher would adopt in selecting item for the sample (Kothari, 2004, p.54).
While, Marshall (1996), defines the sample size as “choosing a study sample is an important
step in any research project since it is rarely practical, efficient or ethical to study whole
population” (Marshall, 1966, p.522).

To be illustrated, the sample size can be defined as the process or techniques of using methods
to determine the representative participants through study population. Therefore, determine
the sample size of the research study is very importance aspect for the researcher, because
through this aspect the researcher will select the participants that will representative the all
population. In addition, the research study will be applying on the sample size. Meaning that,
the sample size will have direct impact on the quality and finding of any research project.

Sampling is important for the researcher for several reasons, it is drawing a conclusion about
populations from samples, we must use inferential statistics which enables us to determine a
population`s characteristics by directly observing only a portion of the population. Researcher
shall obtain a sample rather than a complete census of the population for many reasons.
Obviously, it is cheaper to observe a part rather than the whole, but researcher should prepare
themselves to cope with the dangers of using samples.

Sample size determination is the technique of electing the number of observations to include in
a sample. The sample size is an important feature of any study or investigation in which the aim
is to make inferences about the population from a sample. In general, the sample size used in a
study is determined based on the cost of data collection, and based on sufficient statistical
power (Ajay, S., 2014).

3.8.3 Sample Size Equation

According to Bartlett (2001), the Cochran formula allows you to calculate an ideal sample size
given a desired level of precision, desired confidence level, and the estimated proportion of the
attribute present in the population. Cochran's formula is considered especially appropriate in
situations with large populations.
𝑁 𝑁
𝑛= =
1 + 𝑁ⅇ 2 1 + (0.05)2
Sample size calculations begin with an understanding of the type of data and distribution we
are dealing with. Very broadly, data are divided into quantitative (numerical) and categorical
(qualitative) data (Gogtay, 2010).

The research type is non probability sampling as a convenience sampling which is going to be
distributed for three categories they are: the providers (telecommunication and transportation
of 100 sample 50/50 each), the users which is going to be distributed in the malls, hospitals,
schools, institutes and parks (100 sample) and finally the affected by represent the Royal Oman
Police and Oman Ambulance Services as 50 sample 25/25 each). My total samples are 250
samples.

3.9 Research Validity and Reliability:

3.9.1 Research Validity:

Validity is defined as an important development measure and a genuine scientific measurement

that is used for seeking reliable valid outcomes for a certain study. Therefore, it is important for
the researcher to implement a validity test to ensure the outcomes of the research are reliable
and valid. Besides, the validity test measure how relevant is the outcomes of the research. The
validity test of this research was distributed for five members applied through a questionnaire,
two members are academics from the Arab Open University, two members are the immediate
supervisor and my colleague and the final one was language specialize.

3.9.2 Research Reliability:

Reliability is defined as a measurement that determines the possibility for using the
questionnaire by different researchers under stable conditions. Therefore, the results should be
consistent, as that will indicate the reliability of the research project. Therefore, by applying the
reliability test on the research the research will come trusted and can generate reliable results.
Moreover, the reliability test indicates the degree to which the research is free from errors.

The researcher has to use the reliability test in his study to ensure that his research is reliable.
As part of the reliability test, 36 samples were distributed to the three categories: the providers
(telecommunication and transportation, total 15), the users (15 persons) and the affected by
(ROP and Oman Ambulance, total 6), as these samples are counted from the sample size of this
project. The reliability test result of this project is (0.791).

Reliability Statistics

Cronbach's N of Items
Alpha

.791 36
 Chapter Four: Data Analysis and Findings
4.1 Introduction:

This chapter comprises of the detailed analysis of the survey conducted in this research paper.
The analysis provides the different questions asked in the survey along with that the answers
provided by different individuals are assessed and analyzed.

The survey constituted of 39 different questions that aimed to understand the behavior and
opinion of commuters regarding the Intelligent Transportation Systems (ITS). The survey was
answered by 250 participants which is the total of the sample size. Therefore, the researcher
will present the results in tables, charts, and graphs as well as providing interpretation of the
results. Starting with the analysis of the demographic classification of respondents, then
discussion the closed ended questions, and finally the discussion of the open ended questions.

4.2 The Demographic Classification of Respondents:

Generally, in social science research the demographic information of the respondents plays
significant role for the researchers to explain and indicate their view about particular issues
(Marsico, et al., 2017). For example; gender, age and level of education. In this research, there
are nine categories of the demographic which are, gender, age, level of education, driving
license, own or lease vehicle, automated vehicle features, driving hours, intelligent
transportation systems knowledge and privacy concern. Therefore, the researcher will analyze
these variables by using the descriptive statistics at SPSS. The below table gives the readers an
idea about the total number of respondents for each variable at the demographic part in
addition to the mean, median and the standard deviation.

Table 7: Mean, Median and Standard Deviation of Demographic Variables:

Variable Number Missing Mean Median Std. Deviation

Gender 249 1 1.3855 1.0000 0.48770
Age Groups 240 10 1.3083 1.0000 0.54575
Level of Education 243 7 1.9053 2.0000 0.71819
Driving License 250 0 1.1040 1.0000 0.30587
Own or Lease Vehicles 248 2 1.1573 1.0000 0.36478
Automated Vehicle 246 4 1.4959 1.0000 0.50100
Driving Hours 248 2 2.3831 2.0000 1.05824
ITS Knowledge 250 0 1.9000 2.0000 0.76704
Privacy Concern 249 1 1.9398 2.0000 0.62893

The table no 7 explains that 250 respondents were participating in the survey with missing
responses in some of the demographic variables. For instant, one response was missing from
the gender, ten were missing from the age groups, and seven were missing from the level of
education, two from own or lease vehicle, four from automated vehicle features, two from the
driving hours and finally one from the privacy concern. Therefore, it considers as suitable
missing of respondents that not affect the quality of the research findings. The first variable is
the gender, as an example has a mean of 1.3855, median of 1.0000 and standard deviation of
0.48770. However, the researcher will go through each variable in details in the coming
paragraphs.

5.2.1 Gender of Respondents:

Generally, the gender of respondents coding in the SPSS for Male is 1 and for Female is 2. The
table below will summarize the frequencies and percentages of the male and female of the
research respondents.

Table 8: Frequency and Percentage of Gender Variable:

Gender Frequency Percent Valid Percent Cumulative Percent

Men 153 61.2 61.4 61.4
Female 96 38.4 38.6 100.0
Total 249 99.6 100.0
Missing system 1 0.4
Total 250 100.0

Figure 26: Gender Respondents:

 From the table and figure above, it is quite clear that out of the total respondents investigated
for this research project, the majority of 153 (61.4%) were males and 96 (38.4%) were females.
It can be indicated that the males are dominating in the participating in this research project.

5.2.2 Age Groups of Respondents:

Age of participants is one of the major and most important variables of the demographics
which is helping the researcher to understand the respondents view about the problem
statement of the research. Therefore, the researchers in the study classify the age variable into
three categories which are, 25-40, 41-56, and 57 and above as the table and the figure
explained below.

Table 9: Frequency and Percentage of Age Groups Variable:

Age Groups Frequency Percent Valid Percent Cumulative Percent

25-40 176 70.4 73.3 73.3
41-56 54 21.6 22.5 95.8
57 and above 10 4.0 4.2 100.0
Total 240 96.0 100.0
Missing system 10 4.0
Total 250 100.0
 Figure 27: Age Groups Respondents:

The table and figure above highlights the frequency and the percentages of the age groups of
the respondents. Therefore, ten of the respondents were missing to fill the age variable, as a
result, 73.3% of the people who participated in the survey belonged to the age group of 25 to
40 years, 22.5% were to 41 to 56 years old, and 4.2% were 57 and above years old. Therefore,
this is mean that the majority of the people who are driving in Oman are young and there age is
between 25 to 40 years old.

5.2.3 Education Level of Respondents:

The education level is an important characteristic of the respondents that might affect the
people’s attitude as well as the way the awareness about the phenomena that the researcher
investigated on it (Marsico, et al., 2017). Therefore, the researcher divides the variable of the
education into three categories are, secondary or below, diploma and bachelor, and finally
higher education.

Table 10: Frequency and Percentage of Education Level Variable:

Education Level Frequency Percent Valid Percent Cumulative Percent
Secondary or below 75 30.0 30.9 30.9
Diploma & Bachelor 116 46.4 47.7 78.6
Higher Education 52 20.8 21.4 100.0
Total 243 97.2 100.0
Missing system 7 2.8
Total 250 100.0

Figure 28: Education Level of Respondents:

The above table and figure, shows that 46.4% of the respondents are educated up-to diploma
to bachelor, whereas the 30% were educated up-to secondary or below. As far as the
respondents who they are having higher education were much low about 20.8%. This result
indicates that the Omani people are educated.

5.2.4 Driving License of Respondents:

The driving license is an important characteristic of the respondents that might affect the
people’s responses’ to the researcher questionnaire. Therefore, the researcher divides the
variable of the driving license into two categories are, yes, and finally no.

Table 11: Frequency and Percentage of Driving License Variable:

Driving License Frequency Percent Valid Percent Cumulative Percent

Yes 224 89.6 89.6 89.6
No 26 10.4 10.4 100.0
Total 250 100.0 100.0

Figure 29: Driving License of Respondents:

The above table and figure, shows that 89.6% of the respondents are having a driving license
whereas the 10.4% were not having the driving license. This result indicates that the majority of
the people in Oman are having a valid driving license.

5.2.5 Own or Lease Vehicle of Respondents:

The owing or leasing vehicle is an important characteristic for the research project and the
researcher as well to have the exact figures. Therefore, the researcher divides the variable of
the own or lease vehicle into two categories are, yes, and finally no.

Table 2: Frequency and Percentage of Own or Lease Vehicle Variable:

Own or Lease Vehicle Frequency Percent Valid Percent Cumulative Percent

Yes 209 83.6 84.3 84.3
No 39 15.6 15.7 100.0
Total 248 99.2 100.0
Missing system 2 0.8
Total 250 100.0
 Figure 1: Own or Lease Vehicle of Respondents:

The above table and figure, shows that 83.6% of the respondents are owing or leasing a vehicle
whereas the 15.6% were not owing or leasing a vehicle. This result indicates that the majority of
the people in Oman are owing or leasing a vehicle.

5.2.6 Automated Vehicle Features of Respondents:

The automated vehicle features is an important characteristic for the research project and the
researcher as well. Therefore, the researcher divides the variable of the automated vehicle
features into two categories are, yes, and finally no.

Table 2: Frequency and Percentage of Automated Vehicle Features Variable:

Automated Vehicle Feature Frequency Percent Valid Percent Cumulative Percent

Yes 124 49.6 50.4 50.4
No 122 48.8 49.6 100.0
Total 246 98.4 100.0
Missing system 4 1.6
Total 250 100.0
 Figure 1: Automated Vehicle Features of Respondents:

The above table and figure, shows that the result are so close for the automated vehicle
features, 49.6% said yes, whereas 48.8% said no. This result indicates that the majority of the
vehicles in Oman have an automated vehicle features which can helps in the implementation of
Intelligent Transportation Systems in Oman so easily.

5.2.7 Driving Hours of Respondents:

The driving hours is an important characteristic for the research project and the researcher as
well to measure the driving hours of the respondents. Therefore, the researcher divides the
variable of the driving hours into four categories are, 1-2 hrs, 2-3 hrs, 3-4 hrs or more and finally
not applicable.

Table 2: Frequency and Percentage of Driving Hours Variable:

Driving Hours Frequency Percent Valid Percent Cumulative Percent

1-2 hrs 61 24.4 24.6 24.6
2-3 hrs 79 31.6 31.9 56.5
3-4 hrs or more 60 24.0 24.2 80.6
Not applicable 48 19.2 19.4 100.0
Total 248 99.2 100.0
Missing system 2 0.8
Total 250 100.0
 Figure 1: Driving Hours of Respondents:

The above table and figure, shows that 31.9% of the respondents driving hours is between 2-3
hours per day whereas, the driving hours from 1-2 hours and from 3-4 or more are so closed in
the driving hours percentage which is respectively 24.4% and 24%, were the not applicable
driving hours is based on the people who doesn’t have a driving license which is 19.2%. This
result indicates that the majority of the people in Oman are having normal driving hours and
they are not roaming around.

5.2.8 Intelligent Transportation Systems Knowledge of Respondents:

The intelligent transportation systems knowledge is an important characteristic for the research
project and the researcher as well to know the understanding of the respondents about the
intelligent transportation systems. Therefore, the researcher divides the variable of the
intelligent transportation systems knowledge into three categories are, never heard of it, heard
of it, and finally seen it and used it.

Table 2: Frequency and Percentage of Intelligent Transportation Systems Knowledge Variable:

ITS Knowledge Frequency Percent Valid Percent Cumulative Percent

Never heard of it 87 34.8 34.8 34.8
Heard of it 101 40.4 40.4 75.2
Seen it and Used it 62 24.8 24.8 100.0
Total 250 100.0 100.0
 Figure 1: Intelligent Transportation Systems Knowledge of Respondents:

The above table and figure, shows that 40.4% of the respondents have the heard of the
intelligent transportation system, whereas 34.8% have never heard of the intelligent
transportation system and finally 24.8% were have seen and have used the intelligent
transportation system. This result indicates that the majority of the people in Oman are having
the knowledge of the intelligent transportation systems which is a good sign.

5.2.9 Privacy Concern of Respondents:

The privacy concern is an important characteristic for the research project and the researcher
as well to know how often the respondents are having privacy concern while using the internet.
Therefore, the researcher divides the variable of the privacy concern into three categories are,
extremely concerned, somewhat concerned, and finally not at all concerned.

Table 2: Frequency and Percentage of Privacy Concern Variable:

Driving Hours Frequency Percent Valid Percent Cumulative Percent

Extremely Concerned 57 22.8 22.9 22.9
Somewhat Concerned 150 60.0 60.2 83.1
Not at all Concerned 42 16.8 16.9 100.0
Total 249 99.6 100.0
Missing system 1 0.4
Total 250 100.0

Figure 1: Privacy Concerned of Respondents:

The above table and figure, shows that 60% of the respondents are somewhat concerned about
the privacy while using the internet, whereas 22.8% are extremely privacy concerned and finally
16.8% were not at all concerned about the privacy. This result indicates that the majority of the
people in Oman are somewhat privacy concerned.

5.3 The Closed- Ended Questions Results and Discussion:

The researcher had designed questionnaire with thirty statements in order to generalize the
findings of the research project by using the Likert Scale approach. Therefore, the Likert Scale is
an effective approach of the research to measure the view of the respondents. In fact, it is a
common method used by the researchers to handle and analyze the data collection (Abdal
Rehem and Darrah, 2018). Therefore, the participants will have to answer the questions with
the options of, Strongly Disagree (SD=1), Disagree (D=2), Neutral (N=3), Agree (A=4) and
Strongly Agree (SA=5).

The following tables shows the frequencies and the percentage of the likert scale for each
statement which helps the researcher and the reader as well to recognize the highest and the
lowest frequencies of the respondents for every statement of the likert scale.

Table : Frequency and Percentage for Each Statement of the Questionnaire (Developed by
Researcher):
No. Statement SD D N A SA
No % No % No % No % No %
1 Seat belt will save 20 8 45 18 28 11.2 48 19.2 109 43.6
your life and other
people’s lives.
2 Traffic light – helps 18 7.2 42 16.8 43 17.2 65 26 82 32.8
smooth flow of
traffic during peak
hours and clear
jams.
3 Use of mobile 93 37.2 55 22 52 20.8 24 9.6 26 10.4
phones while
driving.
4 Imposing fines for 26 10.4 52 20.8 62 24.8 50 20 58 23.2
over speeding – is
to change people`s
behavior and warn
of the potential risk
associated like
accidents.
5 Respect other 20 8 45 18 49 19.6 54 21.6 81 32.4
drivers by going
defensive on the
road – will lead to
safe driving for
everyone.
6 Enhancing and 22 8.8 41 16.4 81 32.4 62 24.8 43 17.2
Increasing safety
awareness, traffic
flow, reliability.
7 Environmental 13 5.2 42 16.8 81 32.4 70 28 41 16.4
friendliness.
8 Enhanced driving 14 5.6 36 14.4 76 30.6 76 30.6 46 18.4
comfort and safety
features such as
use of High
Strength Steel
 (HSS).
9 Smart parking 12 4.8 50 20 81 32.4 60 24 45 18
assists.
10 Cars on the road 9 3.6 48 19.2 68 27.2 68 27.2 53 21.2
are being equipped
with danger-
warning
applications, traffic
information
services, and a host
of infotainment
features and
increasingly active
safety features as
well.
11 Communication 19 7.6 42 16.8 109 43.6 54 21.6 24 9.6
gaps between the
various authorities
like
telecommunication
, transportation,
users, ROP`s and
the Oman
Ambulance.
12 Lack of knowledge 14 5.6 50 20 76 30.4 74 29.6 34 13.6
and awareness.
13 Lack of resources 14 5.6 57 22.8 99 39.6 54 21.6 24 9.6
for the
implementation.
14 People wailings not 10 4 57 22.8 91 36.4 67 26.8 19 7.6
to accept.
15 The control system 30 12 47 18.8 88 35.2 49 19.6 28 11.2
software could be
hacked by hackers.
16 Lack of awareness 25 10 46 18.4 76 30.4 80 32 22 8.8
and information.
17 Insufficient 14 5.6 46 18.4 95 38 61 24.4 32 12.8
 infrastructure.
18 Selfless by saying 35 14 70 28 71 28.4 52 20.8 20 8
that the smart
transport is not
going to add value
to me as I am a
professional driver.
19 Intelligent 21 8.4 46 18.4 80 32 72 28.8 28 11.2
Transportation
Systems equipment
costly.
20 The need for cost 25 10 32 12.8 78 31.2 74 29.6 39 15.6
efficient smart
transportation
systems to provide
safe and smooth
traffic flows and
sustainable urban
and regional
growth and
development.
21 Technology will 16 6.4 40 16 55 22 86 34.4 51 20.4
provide solutions to
many of our
problems.
22 The privacy and 11 4.4 39 15.6 98 39.2 83 33.2 16 6.4
security of vehicles
highly depend on
reducing
intrusiveness.
23 It is very important 13 5.2 51 20.4 65 26 68 27.8 48 19.2
to keep up with the
latest trends.
24 People do not 13 5.2 58 23.2 73 29.2 62 24.8 41 16.4
accept changes
easily which is
always looking for
 improvements and
betterment of the
society at large.
25 Increase the 24 9.6 39 15.6 62 24.8 71 28.4 51 20.4
Smartphone
transportation
Apps usage in dual
language (Arabic &
English).
26 Implementation of 18 7.2 39 15.6 76 30.4 71 28.4 44 17.6
intelligent
transportations
systems (ITS).
27 ITS vehicles should 21 8.4 47 18.8 73 29.2 74 29.6 31 12.4
be implemented in
Oman.
28 Building a strong 11 4.4 43 17.2 53 21.2 80 32 59 23.6
infrastructure and
road enforcements.
29 ITS technology 15 6 36 14.4 66 26.4 78 31.2 51 20.4
must be adopted by
the providers, users
and the affected
by.
30 Oman must adopt 33 13.2 40 16 71 28.4 62 24.8 42 16.8
the automated
vehicles.
Total Frequencies 62 251. 138 552. 217 870. 194 780. 128 515.
9 6 1 4 6 6 9 4 8 2

The above table of frequencies and percentages of the statements regarding to the likert scale
that the researcher added them in the questionnaire, explain that, the highest frequency of
strongly disagree response got it by statement no. 3 of 93 of the respondents, which is “Use of
mobile phones while driving”, while the lowest frequency for statement no. 10. The statement
no 18 “Selfless by saying that the smart transport is not going to add value to me as I am a
professional driver” got a higher percentage of disagree response about 28%, whereas, the
lowest percentage is for statement no 20 of 32%. Moving to nature response, the statement no
11 take the majority of the frequencies (109 of the respondents), while the statement no 1
“Seat belt will save your life and other people’s lives” got the lowest frequencies of 28
respondents. Furthermore, statements no 21 have the highest percentage of agree response of
34.4% of 86 respondents, while the lowest percentage of 9.6% of 24 respondents. The highest
percentage of strongly agree was for statement no. 1 “Seat belt will save your life and other
people’s lives” of 43.6% of 109 of the respondents.

Moreover, the total frequencies of the respondents regarding each of the likert scale (SD, D, N,
A, SA) is 7423 of the responses. However, the natural response had the majority of the
frequencies of 2176, followed by agree, disagree, strongly agree with total frequencies of 1949,
1381 and 1288 respectively. On the other hand, the lowest responses were corresponding to
strongly disagree by 629 of the respondents.

5.3.1 Likert Scale Questions:

Analyze the range of likert scale is an important element in the field of data collection. It helps
the researcher to describe the level of mean and standard deviation in terms of low, moderate,
less than moderate, higher than moderate and high level. The tables 1 and 2 represent the man
value distribution of the likert scale as well as standard deviation value distribution. Therefore,
the range of the mean is from one to five, whereas, the standard deviation is from 0.5 to 2.0).

Table 1: Description of Mean (Developed by researcher, 2018):

Range of Mean Likert Scale Description

1 to 1.79 Strongly Disagree Low
1.80 to 2.59 Disagree Less than Moderate
2.60 to 3.39 Neutral Moderate
3.40 to 4.19 Agree Higher than Moderate
4.2 to 5 Strongly Agree High

Table 1: Description of Standard Deviation (Developed by researcher, 2018):

Range of Standard Deviation Likert Scale Description

0.50 to 0.90 Strongly Disagree Low
0.91 to 1.00 Disagree Less than Moderate
1.01 to 1.39 Neutral Moderate
1.40 to 1.69 Agree Higher than Moderate
1.70 to 2.00 Strongly Agree High
Therefore, the following table 1 the researcher will analyze the description of the mean and
standard deviation of all the statements as well as ranking all the statements from the highest
mean to the lowest mean in order to identify the highest statement of respondents. In fact, the
results and discussion will explain below tables.

Table 1: Description of Mean and Standard Deviation for all Statements:

S. Statements N Mean Std. Rank Level

No. Deviation
1 Seat belt will save your life 250 3.7240 1.38546 1 Higher than
and other people’s lives. Moderate
2 Traffic light – helps smooth 250 3.6040 1.29223 2 Higher than
flow of traffic during peak Moderate
hours and clear jams.
3 Use of mobile phones 250 2.3400 1.33849 30 Less than
while driving. Moderate
4 Imposing fines for over 248 3.2500 1.30787 17 Moderate
speeding – is to change
people`s behavior and warn
of the potential risk
associated like accidents.
5 Respect other drivers by 249 3.5261 1.32300 4 Higher than
going defensive on the road Moderate
– will lead to safe driving
for everyone.
6 Enhancing and Increasing 249 3.2530 1.18298 16 Moderate
safety awareness, traffic
flow, reliability.
7 Environmental friendliness. 247 3.3401 1.10327 11 Moderate
8 Enhanced driving comfort 248 3.4194 1.11738 8 Higher than
and safety features such as Moderate
use of High Strength Steel
(HSS).
9 Smart parking assists. 248 3.3065 1.12877 13 Moderate
10 Cars on the road are being 246 3.4390 1.13674 7 Higher than
equipped with danger- Moderate
warning applications, traffic
information services, and a
 host of infotainment
features and increasingly
active safety features as
well.
11 Communication gaps 248 3.0887 1.03784 26 Moderate
between the various
authorities like
telecommunication,
transportation, users, ROP`s
and the Oman Ambulance.
12 Lack of knowledge and 248 3.2581 1.10113 15 Moderate
awareness.
13 Lack of resources for the 248 3.0685 1.02959 27 Moderate
implementation.
14 People wailings not to 244 3.1148 0.98713 24 Moderate
accept.
15 The control system 242 2.9917 1.16659 28 Moderate
software could be hacked
by hackers.
16 Lack of awareness and 249 3.1124 1.11957 25 Moderate
information.
17 Insufficient infrastructure. 248 3.2056 1.06568 20 Moderate
18 Selfless by saying that the 248 2.8065 1.16060 29 Moderate
smart transport is not going
to add value to me as I am a
professional driver.
19 Intelligent Transportation 247 3.1619 1.11807 22 Moderate
Systems equipment costly.
20 The need for cost efficient 248 3.2823 1.17711 14 Moderate
smart transportation
systems to provide safe and
smooth traffic flows and
sustainable urban and
regional growth and
development.
21 Technology will provide 248 3.4677 1.17281 5 Higher than
solutions to many of our Moderate
 problems.
22 The privacy and security of 247 3.2186 0.94179 19 Moderate
vehicles highly depend on
reducing intrusiveness.
23 It is very important to keep 245 3.3551 1.16666 9 Moderate
up with the latest trends.
24 People do not accept 247 3.2429 1.14307 18 Moderate
changes easily which is
always looking for
improvements and
betterment of the society at
large.
25 Increase the Smartphone 247 3.3482 1.24296 10 Moderate
transportation Apps usage
in dual language (Arabic &
English).
26 Implementation of 248 3.3387 1.15508 12 Moderate
intelligent transportations
systems (ITS).
27 ITS vehicles should be 246 3.1911 1.14289 21 Moderate
implemented in Oman.
28 Building a strong 246 3.5407 1.16250 3 Higher than
infrastructure and road Moderate
enforcements.
29 ITS technology must be 246 3.4634 1.15205 6 Higher than
adopted by the providers, Moderate
users and the affected by.
30 Oman must adopt the 248 3.1613 1.26547 23 Moderate
automated vehicles.

The results in the above table 1, which is about the rank of all statement of the questionnaire
according to the mean description, which shows that statement no 1, which states ‘Seat belt
will save your life and other people’s lives” had the highest mean of 3.724 with standard
deviation of 1.38546. However, it is quite clear that the majority of the respondents highly
agree to this statement which is the seat belt saves our life as well as other people`s lives. Next,
statement no 30 stated “Use of mobile phones while driving” had the lowest mean of 2.34,
which indicates that the majority of the respondents were not agreed with using of the mobile
phone while driving. Consequently, they believe in their own as well as others safety in the road
and they`re following the rules and regulations of the Sultanate of Oman.

5.3.2 Statement One Analysis and Discussion:

The frequency and the percentage of statement one which is “Seat belt will save your life and
other people’s lives” shows in the below table and figures.

Table 1: The Frequency and Percentage of Statement One:

1- Seat belt will save your life and other people’s lives
Valid Frequency Percent Valid Percent Cumulative Percent
Strongly Disagree 20 8.0 8.0 8.0
Disagree 45 18.0 18.0 26.0
Neutral 28 11.2 11.2 37.2
Agree 48 19.2 19.2 56.4
Strongly Agree 109 43.6 43.6 100.0
Total 250 100.0 100.0
Means 3.724
(Developed by Researcher, 2018).

Figure 1: Respondents of Statement One:

As per the above table and figure illustrated that, the majority of respondents (43.6%) has
strongly agree that the seat belt will save your life and other people lives. In fact, the following
percentage by 19.2% has agree, which the researcher can indicate that the people in Oman are
smart enough when in it is comes to their safety as well as the road safety. Basically, the mean
of this statement is 3.724 which considers as higher than moderate.

5.3.3 Statement Two Analysis and Discussion:

The frequency and the percentage of statement one which is “Traffic light – helps smooth flow
of traffic during peak hours and clear jams” shows in the below table and figures.

Table 1: The Frequency and Percentage of Statement Two:

2- Traffic light – helps smooth flow of traffic during peak hours and clear jams
Valid Frequency Percent Valid Percent Cumulative Percent
Strongly Disagree 18 7.2 7.2 7.2
Disagree 42 16.8 16.8 24.0
Neutral 43 17.2 17.2 41.2
Agree 65 26.0 26.0 67.2
Strongly Agree 82 32.8 32.8 100.0
Total 250 100.0 100.0
Means 3.604
(Developed by Researcher, 2018).

Figure 1: Respondents of Statement Two:

In statement two, the highest number of people has strongly agreed of 32.8% that the traffic
light helps in smooth flow of the traffic during the peak hours and clearing the road jams. As a
result, traffic lights it’s good for the road safety and makes the roads so smoothly. Basically, the
mean of this statement is 3.604 which considers as higher than moderate.

5.3.4 Statement Three Analysis and Discussion:

The frequency and the percentage of statement one which is “Use of mobile phones while
driving” shows in the below table and figures.

Table 1: The Frequency and Percentage of Statement Three:

3- Use of mobile phones while driving

Valid Frequency Percent Valid Percent Cumulative Percent
Strongly Disagree 93 37.2 37.2 37.2
Disagree 55 22.0 22.0 59.2
Neutral 52 20.8 20.8 80.0
Agree 24 9.6 9.6 89.6
Strongly Agree 26 10.4 10.4 100.0
Total 250 100.0 100.0
Means 2.34
(Developed by Researcher, 2018).
 Figure 1: Respondents of Statement Three:

In statement three, the highest number of people has strongly disagreed of 37.2% for using of
mobile while driving and 9.6% has agree for the same. As a result, the people in Oman likes to
use the mobile phones while driving. Basically, the mean of this statement is 2.34 which
considers as less than moderate.

5.3.5 Statement Four Analysis and Discussion:

The frequency and the percentage of statement one which is “Imposing fines for overspeeding
– is to change people`s behavior and warn of the potential risk associated like accidents” shows
in the below table and figures.
 Table 1: The Frequency and Percentage of Statement Four:

4- Imposing fines for overspeeding – is to change people`s behavior and warn of the potential
risk associated like accidents
Valid Frequency Percent Valid Percent Cumulative Percent
Strongly Disagree 26 10.4 10.5 10.5
Disagree 52 20.8 21.0 31.5
Neutral 62 24.8 25.0 56.5
Agree 50 20.0 20.2 76.6
Strongly Agree 58 23.2 23.4 100.0
Total 248 99.2 100.0
Missing 2 0.8
Total 250 100.0 100.0
Means 3.25
(Developed by Researcher, 2018).

Figure 1: Respondents of Statement Four:

In this statement, the highest number of people has neutrally agreed of 24.8% which going
towards the agreed for the imposing fines for the over-speeding and 10.4% has strongly
disagreed for the same. As a result, the people in Oman believe that by imposing the fines for
the over-speeding sometimes is going to change people`s behavior and sometimes it`s not.
Basically, the mean of this statement is 3.25 which considers as moderate.
5.3.6 Statement Five Analysis and Discussion:

The frequency and the percentage of statement one which is “Respect other drivers by going
defensive on the road – will lead to safe driving for everyone” shows in the below table and
figures.

Table 1: The Frequency and Percentage of Statement Five:

5- Respect other drivers by going defensive on the road – will lead to safe driving for
everyone.
Valid Frequency Percent Valid Percent Cumulative Percent
Strongly Disagree 20 8.0 8.0 8.0
Disagree 45 18.0 18.1 26.1
Neutral 49 19.6 19.7 45.8
Agree 54 21.6 21.7 67.5
Strongly Agree 81 32.4 32.5 100.0
Total 249 99.6 100.0
Missing 1 0.4
Total 250 100.0 100.0
Means 3.5261
(Developed by Researcher, 2018).

Figure 1: Respondents of Statement Five:

In this statement, the highest number of people has strongly agreed of 32.4% that to respect
the other drivers by going defensive of the road and 8% has strongly disagreed for the same. As
a result, this statement confirms what is knowing about the Omani people that they`re very
respective either in the road or in the community. Basically, the mean of this statement is
3.5261 which considers as higher than moderate.

5.3.7 Statement Six Analysis and Discussion:

The frequency and the percentage of statement one which is “Enhancing and Increasing safety
awareness, traffic flow, reliability” shows in the below table and figures.

Table 1: The Frequency and Percentage of Statement Six:

6- Enhancing and Increasing safety awareness, traffic flow, reliability.

Valid Frequency Percent Valid Percent Cumulative Percent
Strongly Disagree 22 8.8 8.8 8.8
Disagree 41 16.4 16.5 25.3
Neutral 81 32.4 32.5 57.8
Agree 62 24.8 24.9 82.7
Strongly Agree 43 17.2 17.3 100.0
Total 249 99.6 100.0
Missing 1 0.4
Total 250 100.0 100.0
Means 3.253
(Developed by Researcher, 2018).

Figure 1: Respondents of Statement Six:

In this statement, the highest number of people has neutrally agreed of 32.4% that enhancing
and increasing safety awareness, traffic flow, and reliability is a key strength of the smart
transport services in Oman and 8.8% has strongly disagreed for the same. As a result, this
statement indicates that people believe in enhancing and increasing of safety awareness, traffic
flow, and reliability. Basically, the mean of this statement is 3.253 which considers as moderate.

5.3.8 Statement Seven Analysis and Discussion:

The frequency and the percentage of statement one which is “Environmental friendliness”
shows in the below table and figures.

Table 1: The Frequency and Percentage of Statement Seven:

7- Environmental friendliness.
Valid Frequency Percent Valid Percent Cumulative Percent
Strongly Disagree 13 5.2 5.3 5.3
Disagree 42 16.8 17.0 22.3
Neutral 81 32.4 32.8 55.1
Agree 70 28.0 28.3 83.4
Strongly Agree 41 16.4 16.6 100.0
Total 247 98.8 100.0
Missing 3 1.2
Total 250 100.0 100.0
Means 3.3401
(Developed by Researcher, 2018).
 Figure 1: Respondents of Statement Seven:

In this statement, the highest number of people has neutrally agreed of 32.4% which is moving
toward the agreed, which indicates that the impact of the smart transport services that is
environmental friendly and 5.2% has strongly disagreed for the same. Basically, the mean of
this statement is 3.3401which considers as moderate.

5.3.9 Statement Eight Analysis and Discussion:

The frequency and the percentage of statement one which is “Enhanced driving comfort and
safety features such as use of High Strength Steel (HSS)” shows in the below table and figures.

Table 1: The Frequency and Percentage of Statement Eight:

8- Enhanced driving comfort and safety features such as use of High Strength Steel (HSS).
Valid Frequency Percent Valid Percent Cumulative Percent
Strongly Disagree 14 5.6 5.6 5.6
Disagree 36 14.4 14.5 20.5
Neutral 76 30.4 30.6 50.8
Agree 76 30.4 30.6 81.5
Strongly Agree 46 18.4 18.5 100.0
Total 248 99.2 100.0
Missing 2 0.8
Total 250 100.0 100.0
Means 3.4194
(Developed by Researcher, 2018).

Figure 1: Respondents of Statement Eight:

In this statement, the highest number of people has neutrally agreed and agreed of 30.6% that
the smart transport services is enhancing driving comfort and safety features with the use of
high strength steel and 5.6% has strongly disagreed for the same. Basically, the mean of this
statement is 3.4194 which considers as higher than moderate.

5.3.10 Statement Nine Analysis and Discussion:

The frequency and the percentage of statement one which is “Smart parking assists” shows in
the below table and figures.
 Table 1: The Frequency and Percentage of Statement Nine:

9- Smart parking assists.

Valid Frequency Percent Valid Percent Cumulative Percent
Strongly Disagree 12 4.8 4.8 4.8
Disagree 50 20.0 20.2 25.0
Neutral 81 32.4 32.7 57.7
Agree 60 24.0 24.2 81.9
Strongly Agree 45 18.0 18.1 100.0
Total 248 99.2 100.0
Missing 2 0.8
Total 250 100.0 100.0
Means 3.3065
(Developed by Researcher, 2018).

Figure 1: Respondents of Statement Nine:

In this statement, the highest number of people has neutrally agreed of 32.4% and moving
towards the agreed. Therefore, this indicates that the strength of the smart transport services is
the smart parking assists and 4.8% has strongly disagreed for the same. Basically, the mean of
this statement is 3.3065 which considers as moderate.

5.3.11 Statement Ten Analysis and Discussion:

The frequency and the percentage of statement one which is “Cars on the road are being
equipped with danger-warning applications, traffic information services, and a host of
infotainment features and increasingly active safety features as well” shows in the below table
and figures.

Table 1: The Frequency and Percentage of Statement Ten:

10- Cars on the road are being equipped with danger-warning applications, traffic information
services, and a host of infotainment features and increasingly active safety features as well.
Valid Frequency Percent Valid Percent Cumulative Percent
Strongly Disagree 9 3.6 3.7 3.7
Disagree 48 19.2 19.5 23.2
Neutral 68 27.2 27.6 50.8
Agree 68 27.2 27.6 78.5
Strongly Agree 53 21.2 21.5 100.0
Total 246 98.4 100.0
Missing 4 1.6
Total 250 100.0 100.0
Means 3.439
(Developed by Researcher, 2018).
 Figure 1: Respondents of Statement Ten:

In this statement, the highest number of people has neutrally agreed and agreed of 27.2% that
the cars on road are being equipped with danger warning applications, traffic services, and a
host of infotainment features and increasingly active safety features as well, while 3.6% has
strongly disagreed for the same. Moreover, this gives the researcher an indication that the
people in Oman are updating their information based on the latest trends. Basically, the mean
of this statement is 3.439 which considers as higher than moderate.

5.3.12 Statement Eleven Analysis and Discussion:

The frequency and the percentage of statement one which is “Communication gaps between
the various authorities like telecommunication, transportation, users, ROP`s and the Oman
Ambulance” shows in the below table and figures.
 Table 1: The Frequency and Percentage of Statement Eleven:

11- Communication gaps between the various authorities like telecommunication,

transportation, users, ROP`s and the Oman Ambulance.
Valid Frequency Percent Valid Percent Cumulative Percent
Strongly Disagree 19 7.6 7.7 7.7
Disagree 42 16.8 16.9 24.6
Neutral 109 43.6 44.0 68.5
Agree 54 21.6 21.8 90.3
Strongly Agree 24 9.6 9.7 100.0
Total 248 99.2 100.0
Missing 2 0.8
Total 250 100.0 100.0
Means 3.0887
(Developed by Researcher, 2018).

Figure 1: Respondents of Statement Eleven:

In this statement, the highest number of people has neutrally agreed of 43.6% that there is
really a communication gaps between the various authorities like telecommunication,
transportation, users, ROP and Oman Ambulance, while 7.6% has strongly disagreed for the
same. Moreover, this gives the researcher indications that if Oman is going to implement the
smart transport service they have to concentrate more to solve this communication gap.
Basically, the mean of this statement is 3.0887 which considers as moderate.

5.3.13 Statement Twelve Analysis and Discussion:

The frequency and the percentage of statement one which is “Lack of knowledge and
awareness” shows in the below table and figures.

Table 1: The Frequency and Percentage of Statement Twelve:

12- Lack of knowledge and awareness.

Valid Frequency Percent Valid Percent Cumulative Percent
Strongly Disagree 14 5.6 5.6 5.6
Disagree 50 20.0 20.2 25.8
Neutral 76 30.4 30.6 56.5
Agree 74 29.6 29.8 86.3
Strongly Agree 34 13.6 13.7 100.0
Total 248 99.2 100.0
Missing 2 0.8
Total 250 100.0 100.0
Means 3.2581
(Developed by Researcher, 2018).

Figure 1: Respondents of Statement Twelve:

In this statement, the highest number of people has neutrally agreed of 30.4% moving to
towards agree that the lack of knowledge and awareness is one of the weaknesses of the smart
transport services in Oman, while 5.6% has strongly disagreed for the same. Basically, the mean
of this statement is 3.2581 which considers as moderate.

5.3.14 Statement Thirteen Analysis and Discussion:

The frequency and the percentage of statement one which is “Lack of resources for the
implementation” shows in the below table and figures.

Table 1: The Frequency and Percentage of Statement Thirteen:

13- Lack of resources for the implementation.

Valid Frequency Percent Valid Percent Cumulative Percent
Strongly Disagree 14 5.6 5.6 5.6
Disagree 57 22.8 23.0 28.6
Neutral 99 39.6 39.9 68.5
Agree 54 21.6 21.8 90.3
Strongly Agree 24 9.6 9.7 100.0
Total 248 99.2 100.0
Missing 2 0.8
Total 250 100.0 100.0
Means 3.0685
(Developed by Researcher, 2018).

Figure 1: Respondents of Statement Thirteen:

In this statement, the highest number of people as neutrally agreed of 39.9% that the lack of
resources for the implementation of the smart transport services in Oman is one of the
weaknesses, while 5.6% has strongly disagreed for the same. Basically, the mean of this
statement is 3.0685 which considers as moderate.

5.3.15 Statement Fourteen Analysis and Discussion:

The frequency and the percentage of statement one which is “People wailings not to accept”
shows in the below table and figures.

Table 1: The Frequency and Percentage of Statement Fourteen:

14- People wailings not to accept.

 Valid Frequency Percent Valid Percent Cumulative Percent
Strongly Disagree 10 4.0 4.1 4.1
Disagree 57 22.8 23.4 27.5
Neutral 91 36.4 37.3 64.8
Agree 67 26.8 27.5 92.2
Strongly Agree 19 7.6 7.8 100.0
Total 244 97.6 100.0
Missing 6 2.4
Total 250 100.0 100.0
Means 3.1148
(Developed by Researcher, 2018).

Figure 1: Respondents of Statement Fourteen:

In this statement, the highest number of people as neutrally agreed of 36.4% that the people
wailings not accept the implementation of the smart transport services in Oman is major point
of the weaknesses, while 4.1% has strongly disagreed for the same. Basically, the mean of this
statement is 3.1148 which considers as moderate.

5.3.16 Statement Fifteen Analysis and Discussion:

The frequency and the percentage of statement one which is “The control system software
could be hacked by hackers” shows in the below table and figures.
 Table 1: The Frequency and Percentage of Statement Fifteen:

15- The control system software could be hacked by hackers.

Valid Frequency Percent Valid Percent Cumulative Percent
Strongly Disagree 30 12.0 12.4 12.4
Disagree 47 18.8 19.4 31.8
Neutral 88 35.2 36.4 68.2
Agree 49 19.6 20.2 88.4
Strongly Agree 28 11.2 11.6 100.0
Total 242 96.8 100.0
Missing 8 3.2
Total 250 100.0 100.0
Means 2.9917
(Developed by Researcher, 2018).

Figure 1: Respondents of Statement Fifteen:

In this statement, the highest number of people as neutrally agreed of 35.2% that the control
system software could be hacked by hackers. Therefore, this is major issue is going to be faced,
while 11.2% has strongly agreed for the same. Basically, the mean of this statement is 2.9917
which considers as moderate.

5.3.17 Statement Sixteen Analysis and Discussion:

The frequency and the percentage of statement one which is “Lack of awareness and
information” shows in the below table and figures.

Table 1: The Frequency and Percentage of Statement Sixteen:

16- Lack of awareness and information.

Valid Frequency Percent Valid Percent Cumulative Percent
Strongly Disagree 25 10.0 10.0 10.0
Disagree 46 18.4 18.5 28.5
Neutral 76 30.4 30.5 59.0
Agree 80 32.0 32.1 91.2
Strongly Agree 22 8.8 8.8 100.0
Total 249 99.6 100.0
Missing 1 0.4
Total 250 100.0 100.0
Means 3.1124
(Developed by Researcher, 2018).

Figure 1: Respondents of Statement Sixteen:

In this statement, the highest number of people agreed 30.4% that lack of awareness and
information is one of the challenges in going to be faced in the implementation of smart
transport services in Oman, while 8.8% has strongly agreed for the same. Basically, the mean of
this statement is 3.1124 which considers as moderate.

5.3.18 Statement Seventeen Analysis and Discussion:

The frequency and the percentage of statement one which is “Insufficient infrastructure” shows
in the below table and figures.

Table 1: The Frequency and Percentage of Statement Seventeen:

17- Insufficient infrastructure

Valid Frequency Percent Valid Percent Cumulative Percent
Strongly Disagree 14 5.6 5.6 5.6
Disagree 46 18.4 18.5 24.2
Neutral 95 38.0 38.3 62.5
Agree 61 24.4 24.6 87.1
Strongly Agree 32 12.8 12.9 100.0
Total 248 99.2 100.0
Missing 2 0.8
Total 250 100.0 100.0
Means 3.2056
(Developed by Researcher, 2018).
 Figure 1: Respondents of Statement Seventeen:

In this statement, the highest number of people neutrally agreed 38% that the insufficient
infrastructure is one of the challenges in the implementation of smart transport services in
Oman, while 5.6% has strongly disagreed for the same. Basically, the mean of this statement is
3.2056 which considers as moderate.

5.3.19 Statement Eighteen Analysis and Discussion:

The frequency and the percentage of statement one which is “Selfless by saying that the smart
transport is not going to add value to me as I am a professional driver” shows in the below table
and figures.
 Table 1: The Frequency and Percentage of Statement Eighteen:

18- Selfless by saying that the smart transport is not going to add value to me as I am a
professional driver.
Valid Frequency Percent Valid Percent Cumulative Percent
Strongly Disagree 35 14.0 14.0 14.1
Disagree 70 28.0 28.2 42.3
Neutral 71 28.4 28.6 71.0
Agree 52 20.8 21.0 91.9
Strongly Agree 20 8.0 8.1 100.0
Total 248 99.2 100.0
Missing 2 0.8
Total 250 100.0 100.0
Means 2.8065
(Developed by Researcher, 2018).

Figure 1: Respondents of Statement Eighteen:

In this statement, the highest number of people neutrally agreed and very closed to disagree of
about 28.4% that the selfless by saying that the smart transport is not going to add value to us
as we are professional drivers, while 8.1% has strongly agreed for the same. Basically, the mean
of this statement is 2.8065 which considers as moderate.

5.3.20 Statement Nineteen Analysis and Discussion:

The frequency and the percentage of statement one which is “Intelligent Transportation
Systems equipment costly” shows in the below table and figures.

Table 1: The Frequency and Percentage of Statement Nineteen:

19- Intelligent Transportation Systems equipment costly.

Valid Frequency Percent Valid Percent Cumulative Percent
Strongly Disagree 21 8.4 8.5 8.5
Disagree 46 18.4 18.6 27.1
Neutral 80 32.0 32.4 59.5
Agree 72 28.8 29.1 88.7
Strongly Agree 28 11.2 11.3 100.0
Total 247 98.8 100.0
Missing 3 1.2
Total 250 100.0 100.0
Means 3.1619
(Developed by Researcher, 2018).

Figure 1: Respondents of Statement Nineteen:

In this statement, the highest number of people neutrally agreed of about 32% that the
intelligent transportation systems equipment costly, while 8.4% has strongly disagreed for the
same. Basically, the mean of this statement is 3.1619 which considers as moderate.

5.3.21 Statement Twenty Analysis and Discussion:

The frequency and the percentage of statement one which is “The need for cost efficient smart
transportation systems to provide safe and smooth traffic flows and sustainable urban and
regional growth and development” shows in the below table and figures.

Table 1: The Frequency and Percentage of Statement Twenty:

20- The need for cost efficient smart transportation systems to provide safe and smooth
traffic flows and sustainable urban and regional growth and development.
Valid Frequency Percent Valid Percent Cumulative Percent
Strongly Disagree 25 10.0 10.1 10.1
Disagree 32 12.8 12.9 23.0
Neutral 78 31.2 31.5 54.4
Agree 74 29.6 29.8 84.3
Strongly Agree 39 15.6 15.7 100.0
Total 248 99.2 100.0
Missing 2 0.8
Total 250 100.0 100.0
Means 3.2823
(Developed by Researcher, 2018).

Figure 1: Respondents of Statement Eighteen:

In this statement, the highest number of people neutrally agreed of around 29.6% that the
need for cost efficient smart transportation systems to provide safe and smooth traffic and
sustainable urban and regional growth and development, while 10% has strongly disagreed for
the same. Basically, the mean of this statement is 3.2823 which considers as moderate.

5.3.22 Statement Twenty One Analysis and Discussion:

The frequency and the percentage of statement one which is “Technology will provide solutions
to many of our problems” shows in the below table and figures.

Table 1: The Frequency and Percentage of Statement Twenty One:

21- Technology will provide solutions to many of our problems.

Valid Frequency Percent Valid Percent Cumulative Percent
Strongly Disagree 16 6.4 6.5 6.5
Disagree 40 16.0 16.1 22.6
Neutral 55 22.0 22.2 44.8
Agree 86 34.4 34.7 79.4
Strongly Agree 51 20.4 20.6 100.0
Total 248 99.2 100.0
Missing 2 0.8
Total 250 100.0 100.0
Means 3.4677
(Developed by Researcher, 2018).

Figure 1: Respondents of Statement Twenty One:

In this statement, the highest number of people agreed of 34.4% that the technology will
provide solutions to many of our problems, while 6.4% has strongly disagreed for the same.
Basically, the mean of this statement is 3.4677 which considers as higher than moderate.

5.3.23 Statement Twenty Two Analysis and Discussion:

The frequency and the percentage of statement one which is “The privacy and security of
vehicles highly depend on reducing intrusiveness” shows in the below table and figures.

Table 1: The Frequency and Percentage of Statement Twenty Two:

22- The privacy and security of vehicles highly depend on reducing intrusiveness.
Valid Frequency Percent Valid Percent Cumulative Percent
Strongly Disagree 11 4.4 4.4 4.4
Disagree 39 15.6 15.8 20.2
Neutral 98 39.2 39.7 59.9
Agree 83 33.2 33.6 93.5
Strongly Agree 16 6.4 6.5 100.0
Total 247 98.8 100.0
Missing 3 1.2
Total 250 100.0 100.0
Means 3.2186
(Developed by Researcher, 2018).

Figure 1: Respondents of Statement Twenty Two:

In this statement, the result is almost closed to each other 39.2% has neutrally agreed and
33.2% has strongly agreed that the privacy and security of vehicles highly depends on reducing
intrusiveness, while 4.4% has strongly disagreed for the same. Basically, the mean of this
statement is 3.2186 which considers as moderate.

5.3.24 Statement Twenty Three Analysis and Discussion:

The frequency and the percentage of statement one which is “It is very important to keep up
with the latest trends” shows in the below table and figures.

Table 1: The Frequency and Percentage of Statement Twenty Three:

23- It is very important to keep up with the latest trends.

Valid Frequency Percent Valid Percent Cumulative Percent
Strongly Disagree 13 5.2 5.3 5.3
Disagree 51 20.4 20.8 26.1
Neutral 65 26.0 26.5 52.7
Agree 68 27.2 27.8 80.4
Strongly Agree 48 19.2 19.6 100.0
Total 245 98.0 100.0
Missing 5 2.0
Total 250 100.0 100.0
Means 3.3551
(Developed by Researcher, 2018).

Figure 1: Respondents of Statement Twenty Three:

In this statement, the highest number of people has agreed 27.2% that it is very important to
keep up with the latest trends, while 5.2% has strongly disagreed for the same. Researcher can
indicate that the people in Oman likes to keep them self`s updated when it comes to
technology. Basically, the mean of this statement is 3.3551which considers as moderate.

5.3.25 Statement Twenty Four Analysis and Discussion:

The frequency and the percentage of statement one which is “People do not accept changes
easily which is always looking for improvements and betterment of the society at large” shows
in the below table and figures.

Table 1: The Frequency and Percentage of Statement Twenty Four:

24- People do not accept changes easily which is always looking for improvements and
betterment of the society at large.
Valid Frequency Percent Valid Percent Cumulative Percent
Strongly Disagree 13 5.2 5.2 5.3
Disagree 58 23.2 23.5 28.7
Neutral 73 29.2 29.6 58.3
Agree 62 24.8 25.1 83.4
Strongly Agree 41 16.4 16.6 100.0
Total 247 98.8 100.0
Missing 3 1.2
Total 250 100.0 100.0
Means 3.2429
(Developed by Researcher, 2018).

Figure 1: Respondents of Statement Twenty Four:

In this statement, the highest number of people neutrally agreed 29.2% that the people do not
accept changes easily which is always looking for improvements and betterment of the society
at large, while 5.2% has strongly disagreed for the same. Basically, the mean of this statement is
3.2429 which considers as moderate.

5.3.26 Statement Twenty Five Analysis and Discussion:

The frequency and the percentage of statement one which is “Increase the Smartphone
transportation Apps usage in dual language (Arabic & English)” shows in the below table and
figures.

Table 1: The Frequency and Percentage of Statement Twenty Five:

25- Increase the Smartphone transportation Apps usage in dual language (Arabic & English)..
Valid Frequency Percent Valid Percent Cumulative Percent
Strongly Disagree 24 9.6 9.7 9.7
Disagree 39 15.6 15.7 23.0
Neutral 62 24.8 30.6 53.6
Agree 71 28.4 28.6 82.3
Strongly Agree 51 20.4 17.7 100.0
Total 247 98.8 100.0
Missing 3 1.2
Total 250 100.0 100.0
Means 3.3482
(Developed by Researcher, 2018).

Figure 1: Respondents of Statement Twenty Five:

In this statement, the highest number of people agreed of 28.4% to increase the smartphone
transportation application usage in dual language (Arabic and English), while 9.6% has strongly
disagreed for the same. Researcher came out with this statement even if people in Oman are
educated and having much knowledge but when it comes to the language which is used in the
phones it is mostly in both languages and small number of people they prefer to use only the
Arabic language. Basically, the mean of this statement is 3.3482 which considers as moderate.
5.3.27 Statement Twenty Six Analysis and Discussion:

The frequency and the percentage of statement one which is “Implementation of intelligent
transportations systems (ITS)” shows in the below table and figures.

Table 1: The Frequency and Percentage of Statement Twenty Six:

26- Implementation of intelligent transportations systems (ITS).

Valid Frequency Percent Valid Percent Cumulative Percent
Strongly Disagree 18 7.2 7.3 7.3
Disagree 39 15.6 15.7 23.0
Neutral 76 30.4 30.6 53.6
Agree 71 28.4 28.6 82.3
Strongly Agree 44 17.6 17.7 100.0
Total 248 99.2 100.0
Missing 2 0.8
Total 250 100.0 100.0
Means 3.3387
(Developed by Researcher, 2018).

Figure 1: Respondents of Statement Twenty Six:

In this statement, the highest number of people is almost very closed between neutrally agreed
and agree of 30.4% and 28.4% respectively for the implementation of intelligent transportation
systems in Oman, while 7.2% has strongly disagreed for the same. Basically, the mean of this
statement is 3.3387 which considers as moderate.

5.3.28 Statement Twenty Seven Analysis and Discussion:

The frequency and the percentage of statement one which is “ITS vehicles should be
implemented in Oman” shows in the below table and figures.

Table 1: The Frequency and Percentage of Statement Twenty Seven:

27- ITS vehicles should be implemented in Oman.

Valid Frequency Percent Valid Percent Cumulative Percent
Strongly Disagree 21 8.4 8.5 8.5
Disagree 47 18.8 19.1 27.6
Neutral 73 29.2 29.7 57.3
Agree 74 29.6 30.1 87.4
Strongly Agree 31 12.4 12.6 100.0
Total 246 98.4 100.0
Missing 4 1.6
Total 250 100.0 100.0
Means 3.1911
(Developed by Researcher, 2018).

Figure 1: Respondents of Statement Twenty Seven:

In this statement, the highest number of people is mostly equal between agree and neutrally of
about 29.6% and 29.2% that the intelligent transportation systems vehicles should be
implemented in Oman, while 8.4% has strongly disagreed for the same. Basically, the mean of
this statement is 3.1911 which considers as moderate.

5.3.29 Statement Twenty Eight Analysis and Discussion:

The frequency and the percentage of statement one which is “Building a strong infrastructure
and road enforcements” shows in the below table and figures.

Table 1: The Frequency and Percentage of Statement Twenty Eight:

28- Building a strong infrastructure and road enforcements.

Valid Frequency Percent Valid Percent Cumulative Percent
Strongly Disagree 11 4.4 4.5 4.5
Disagree 43 17.2 17.5 22.0
Neutral 53 21.2 21.5 43.5
Agree 80 32.0 32.5 76.0
Strongly Agree 59 23.6 24.0 100.0
Total 246 98.4 100.0
Missing 4 1.6
Total 250 100.0 100.0
Means 3.5407
(Developed by Researcher, 2018).

Figure 1: Respondents of Statement Twenty Eight:

In this statement, the highest number of people agreed of 32% to build a strong infrastructure
and road enforcements, while 4.4% has strongly disagreed for the same. Basically, the mean of
this statement is 3.5407 which considers as moderate.

5.3.30 Statement Twenty Nine Analysis and Discussion:

The frequency and the percentage of statement one which is “ITS technology must be adopted
by the providers, users and the affected by” shows in the below table and figures.

Table 1: The Frequency and Percentage of Statement Twenty Nine:

29- ITS technology must be adopted by the providers, users and the affected by.
Valid Frequency Percent Valid Percent Cumulative Percent
Strongly Disagree 15 6.0 6.1 6.1
Disagree 36 14.4 14.6 20.7
Neutral 66 26.4 26.8 47.6
Agree 78 31.2 31.7 79.3
Strongly Agree 51 20.4 20.7 100.0
Total 246 98.4 100.0
Missing 4 1.6
Total 250 100.0 100.0
Means 3.4634
(Developed by Researcher, 2018).

Figure 1: Respondents of Statement Twenty Nine:

In this statement, the highest number of people agreed of about 31.2% that the intelligent
transportation systems technology must be adopted the telecommunication, transportation,
the users and by the Royal Oman Police as well as Oman Ambulance, while 6% has strongly
disagreed for the same. Basically, the mean of this statement is 3.4634 which considers as
higher than moderate.

5.3.31 Statement Thirty Analysis and Discussion:

The frequency and the percentage of statement one which is “Oman must adopt the
automated vehicles” shows in the below table and figures.

Table 1: The Frequency and Percentage of Statement Thirty:

30- Oman must adopt the automated vehicles.
Valid Frequency Percent Valid Percent Cumulative Percent
Strongly Disagree 33 13.2 13.3 13.3
Disagree 40 16.0 16.1 29.4
Neutral 71 28.4 28.6 58.1
Agree 62 24.8 25.0 83.1
Strongly Agree 42 16.8 16.9 100.0
Total 248 99.2 100.0
Missing 2 0.8
Total 250 100.0 100.0
Means 3.1613
(Developed by Researcher, 2018).

Figure 1: Respondents of Statement Thirty:

In this statement, the highest number of people neutrally of about 28.4% that Oman must
adopt the automated vehicles, while 13.2% has strongly disagreed for the same. Basically, the
mean of this statement is 3.1613 which considers as moderate.

5.4 Objectives Results and Discussion:

In this part of chapter five the researcher will explain the frequency, mean, standard deviation
and the level of each statement of the objectives. As the researcher explain that, each objective
has five statements except objective two which has ten objectives for the two parts the
strength and the weaknesses.

5.4.1 Objective One Results and Discussion:

Objective one is “The attitudes of the providers (telecommunication & transportation), users
(people) and the affected parties ROP and Oman Ambulance Services) towards Smart Transport
Services in Oman”.

Table 1: The Mean, Std deviation, Rank and the level of all statements of Objective One:

Objective One: The attitudes of the providers (telecommunication & transportation), users
(people) and the affected parties ROP and Oman Ambulance Services) towards Smart
Transport Services in Oman.
No. Statement N Mean Std. Rank Level
Deviation
1 Seat belt will save your life 250 3.7240 1.38546 1 Higher than
and other people’s lives. Moderate
2 Traffic light – helps smooth 250 3.6040 1.29223 2 Higher than
flow of traffic during peak Moderate
hours and clear jams.
3 Use of mobile phones while 250 2.3400 1.33849 5 Less than
driving. Moderate
4 Imposing fines for over 248 3.2500 1.30787 4 Moderate
speeding – is to change
people`s behavior and warn
of the potential risk
associated like accidents.
5 Respect other drivers by 249 3.5261 1.32300 3 Higher than
going defensive on the road Moderate
– will lead to safe driving for
everyone.
Total Mean and Std. Deviation 3.28882 1.32941
(Developed by Researcher, 2018).

The above table shows the mean and the standard deviation of the all statements related to
objective one. The researcher has designed this objectives to investigate the behavior of the
respondents towards smart transport services in Oman by measuring some factors such as if
traffic light is helping in smooth flow of the traffic during the peak hours, using of mobile phone
while driving, is seat belt saving our lives or not, imposing the fines for over-speeding and
respect other drivers in the road. Therefore, the highest ranking is given for the statement
number 1 and get higher than moderate which is “Seat belt will save your life and other
people’s lives”. Basically, this statement is very important in term of evaluation any
implementation of intelligent transportation system. The result in the above table is evidence
that the providers, users and the affected by have a great confidence and awareness of the
importance of the seat belts in saving the lives. However, the lowest ranking is for the
corresponding of statement number 3, which is “Use of mobile phones while driving”. Overall,
the total mean of this objective is 3.28882 (Moderate) and standard deviation of 1.32941.

5.4.2 Objective Two Results and Discussion:

Objective two is “The strength and weaknesses of Smart Transport Services in Oman”.
However, the researcher will analysis this statement in two parts (10 statements), which is five
statements for the strength and five statements for the weaknesses. In fact, at the end of the
discussion the researcher will combine all the statements of this objective to come up with the
results.
Table 1: The Mean, Std deviation, Rank and the level of all statements of Objective Two Part A:

Objective Two: The strength and weaknesses of Smart Transport Services in Oman.
A) The strength.
No. Statement N Mean Std. Rank Level
Deviation
6 Enhancing and Increasing 249 3.2530 1.18298 5 Moderate
safety awareness, traffic
flow, reliability.
7 Environmental friendliness. 247 3.3401 1.10327 3 Moderate
8 Enhanced driving comfort 248 3.4194 1.11738 2 Higher than
and safety features such as Moderate
use of High Strength Steel
(HSS).
9 Smart parking assists. 248 3.3065 1.12877 4 Moderate
10 Cars on the road are being 246 3.4390 1.13674 1 Higher than
equipped with danger- Moderate
 warning applications, traffic
information services, and a
host of infotainment
features and increasingly
active safety features as
well.
Total Mean and Std. Deviation 3.3516 1.133828
(Developed by Researcher, 2018).

The results from the above table shows that the majority of the respondents were believed and
agreed to the strength of the smart transportation systems in Oman in terms of environmental
friendly, enhancing and increasing safety awareness, traffic flow, reliability, enhanced driving
comfort, smart parking assists and cars on the road being equipped with danger warning
application, traffic information services. The rank explains that statement number 10 has the
highest ranking with level of higher than moderate (Mean of 3.4390) of objective A, which is
“Cars on the road are being equipped with danger-warning applications, traffic information
services, and a host of infotainment features and increasingly active safety features as well”.
Moreover, statement number 8 “Enhanced driving comfort and safety features such as use of
High Strength Steel (HSS)” has a level described as higher than moderate with mean of 3.4194.
While, statement number 6 got the lowest mean of 3.2530 with moderate level. Overall, the
total mean of this part of this objective is 3.3516 (Moderate) and standard deviation of
1.133828.

Table 1: The Mean, Std deviation, Rank and the level of all statements of Objective Two Part B:

Objective Two: The strength and weaknesses of Smart Transport Services in Oman.
B) The weaknesses.
No. Statement N Mean Std. Rank Level
Deviation
11 Communication gaps 248 3.0887 1.03784 3 Moderate
between the various
authorities like
telecommunication,
transportation, users, ROP`s
and the Oman Ambulance.
12 Lack of knowledge and 248 3.2581 1.10113 1 Moderate
awareness.
13 Lack of resources for the 248 3.0685 1.02959 4 Moderate
implementation.
14 People wailings not to 244 3.1148 0.98713 2 Moderate
accept.
15 The control system software 242 2.9917 1.16659 5 Moderate
could be hacked by hackers.
Total Mean and Std. Deviation 3.10436 1.064456
(Developed by Researcher, 2018).

It is quite clear that, this part of objective two all the statements in moderate level. Therefore,
the highest weaknesses were against statement number 12 “Lack of knowledge and
awareness” with mean of 3.2581 ranked with 1 and the next highest weaknesses statement
were for statement number 14 “People wailings not to accept” with mean of 3.1148. the lowest
ranking were against statement number 15 “The control system software could be hacked by
hackers” with mean of 2.9917. The overall mean total of this part of this objective is 3.10436
(Moderate) and standard deviation of 1.064456.

Table 1: The Mean, Std deviation, Rank and the level of all statements of Objective Two:

Objective Two: The strength and weaknesses of Smart Transport Services in Oman.
No. Statement N Mean Std. Rank Level
Deviation
6 Enhancing and 249 3.2530 1.18298 6 Moderate
Increasing safety
awareness, traffic flow,
reliability.
7 Environmental 247 3.3401 1.10327 3 Moderate
friendliness.
8 Enhanced driving 248 3.4194 1.11738 2 Higher than
comfort and safety Moderate
features such as use of
High Strength Steel
(HSS).
9 Smart parking assists. 248 3.3065 1.12877 4 Moderate
10 Cars on the road are 246 3.4390 1.13674 1 Higher than
being equipped with Moderate
danger-warning
applications, traffic
information services,
and a host of
infotainment features
 and increasingly active
safety features as well.
11 Communication gaps 248 3.0887 1.03784 8 Moderate
between the various
authorities like
telecommunication,
transportation, users,
ROP`s and the Oman
Ambulance.
12 Lack of knowledge and 248 3.2581 1.10113 5 Moderate
awareness.
13 Lack of resources for the 248 3.0685 1.02959 9 Moderate
implementation.
14 People wailings not to 244 3.1148 0.98713 7 Moderate
accept.
15 The control system 242 2.9917 1.16659 10 Moderate
software could be
hacked by hackers.
Total Mean and Std. Deviation 3.22798 1.099142
(Developed by Researcher, 2018).

As table 1 shows that, the highest ranking of all the statements of objective two that the
researcher aims through it is to identify the strength and weaknesses of the smart transport
services in Oman were for statement number 10 “Cars on the road are being equipped with
danger-warning applications, traffic information services, and a host of infotainment features
and increasingly active safety features as well”. While the lowest ranking were for statement
number 15 “The control system software could be hacked by hackers” with moderate level and
mean of 2.9917.

5.4.3 Objective Three Results and Discussion:

Objective three is “The challenges of the Smart Transport Services in Oman”.

Table 1: The Mean, Std deviation, Rank and the level of all statements of Objective Three:

Objective Three: The challenges of the Smart Transport Services in Oman.

No. Statement N Mean Std. Rank Level
Deviation
16 Lack of awareness and 249 3.1124 1.11957 4 Moderate
information.
17 Insufficient infrastructure. 248 3.2056 1.06568 2 Moderate
18 Selfless by saying that the 248 2.8065 1.16060 5 Moderate
smart transport is not going
to add value to me as I am a
professional driver.
19 Intelligent Transportation 247 3.1619 1.11807 3 Moderate
Systems equipment costly.
20 The need for cost efficient 248 3.2823 1.17711 1 Moderate
smart transportation
systems to provide safe and
smooth traffic flows and
sustainable urban and
regional growth and
development.
Total Mean and Std. Deviation 3.11374 1.128206
(Developed by Researcher, 2018).

The per the above table and results for all the statements related to objective three indicated
that, the highest ranking were for statement number 20 “The need for cost efficient smart
transportation systems to provide safe and smooth traffic flows and sustainable urban and
regional growth and development” with mean of 3.2823 and standard deviation of 1.17711.
While, statement number 18 “Selfless by saying that the smart transport is not going to add
value to me as I am a professional driver” were the lower rank of this objective with mean of
2.8065 and standard deviation of 1.16060. The overall mean and standard deviation total is
3.11374 and 1.128206 respectively.

5.4.4 Objective Four Results and Discussion:

Objective four is “The impact of Smart Transport Services on Road Safety as seen by the
providers, users and the affected parties”.

Table 1: The Mean, Std deviation, Rank and the level of all statements of Objective Four:

Objective Four: The impact of Smart Transport Services on Road Safety as seen by the
providers, users and the affected parties.
No. Statement N Mean Std. Rank Level
 Deviation
21 Technology will provide 248 3.4677 1.17281 1 Higher than
solutions to many of our Moderate
problems.
22 The privacy and security of 247 3.2186 0.94179 5 Moderate
vehicles highly depend on
reducing intrusiveness.
23 It is very important to keep 245 3.3551 1.16666 2 Moderate
up with the latest trends.
24 People do not accept 247 3.2429 1.14307 4 Moderate
changes easily which is
always looking for
improvements and
betterment of the society at
large.
25 Increase the Smartphone 247 3.3482 1.24296 3 Moderate
transportation Apps usage in
dual language (Arabic &
English).
Total Mean and Std. Deviation 3.3265 1.133458
(Developed by Researcher, 2018).

The per the above table and results for all the statements related to objective four indicated
that, the highest ranking were for statement number 21 “Technology will provide solutions to
many of our problems with mean of 3.4677 and standard deviation of 1.17281 as higher than
moderate. While, statement number 22 “The privacy and security of vehicles highly depend on
reducing intrusiveness” were the lower rank of this objective with mean of 3.2186 and standard
deviation of 0.94179. The overall mean and standard deviation total is 3.3265 and 1.133458
respectively.

5.4.5 Objective Five Results and Discussion:

Objective five “Recommendations to the improvement in relation to Road Safety” is the last
objective of this research. The researcher aimed through coming up with some of the
recommendation to the improvement in relation to road safety. Therefore, the table below will
explain the mean and the standard deviation, rank and the level of all the statements related to
objective five.

Table 1: The Mean, Std deviation, Rank and the level of all statements of Objective Five:
Objective Five: Recommendations to the improvement in relation to Road Safety.
No. Statement N Mean Std. Rank Level
Deviation
26 Implementation of 248 3.3387 1.15508 3 Moderate
intelligent transportations
systems (ITS).
27 ITS vehicles should be 246 3.1911 1.14289 4 Moderate
implemented in Oman.
28 Building a strong 246 3.5407 1.16250 1 Higher than
infrastructure and road Moderate
enforcements.
29 ITS technology must be 246 3.4634 1.15205 2 Higher than
adopted by the providers, Moderate
users and the affected by.
30 Oman must adopt the 248 3.1613 1.26547 5 Moderate
automated vehicles.
Total Mean and Std. Deviation 3.33904 1.175598
(Developed by Researcher, 2018).

The above table highlights the results of all the statements of the last objective of this study. In
fact, the highest mean from the above five statements is belong to statement 28 “Building a
strong infrastructure and road enforcements” with mean of 3.5407 and standard deviation of
1.16250 as higher than moderate. Whereas, the lowest ranking were for statement 30 “Oman
must adopt the automated vehicles” with mean of 3.1613 and standard deviation of 1.26547.
Therefore, the overall total of the mean and the standard deviation of objective five is 3.33904
and 1.175598 respectively.

5.5 Results and Discussion of all Objectives:

As the researcher had discussed the results of each objective statement, table will represents
the mean, standard deviation, rank and level of description of the combined all the objectives
of the research paper.

Table 1: The Mean, Std deviation, Rank and the level of all Objectives of Research:

No. Statement Mean Std. Rank Level

Deviation
1 The attitudes of the providers 3.28882 1.32941 3 Moderate
(telecommunication &
transportation), users
 (people) and the affected
parties ROP and Oman
Ambulance Services) towards
Smart Transport Services in
Oman.
2 The strength and weaknesses 3.22798 1.099142 4 Moderate
of Smart Transport Services in
Oman.

3 The challenges of the Smart 3.11374 1.128206 5 Moderate

Transport Services in Oman.
4 The impact of Smart 3.3265 1.133458 2 Moderate
Transport Services on Road
Safety as seen by the
providers, users and the
affected parties.
5 Recommendations to the 3.33904 1.175598 1 Moderate
improvement in relation to
Road Safety.

The above table of the mean, standard deviation, ranks and level of the all objectives of the
research project shows that the mean levels of the objectives was in moderate level which
means that the mean is between 2.60 to 3.39. Therefore, the objective five got the highest level
of mean 3.33904 and standard deviation of 1.175598, which stated that “Recommendation to
the improvement in relation to Road Safety”. Which is explains that the respondents were
strongly confident with the recommendations which were designed by the researcher for the
improvement related to road safety. Next, was objective four stated “The impact of Smart
Transport Services on Road Safety as seen by the providers, users and the affected parties”
which considered as moderate with mean of 3.3265 and standard deviation of 1.133458.
Therefore, the lowest mean from the objectives was objective three which is stated for “The
challenges of the Smart Transport Services in Oman” with mean of 3.1174 and standard
deviation of 1.128206, which indicate that, the challenges for implementing the smart transport
services in Oman is moderate. While objective one “The attitudes of the providers
(telecommunication & transportation), users (people) and the affected parties ROP and Oman
Ambulance Services) towards Smart Transport Services in Oman’ were ranked as 3 with mean
of 3.28882 and standard deviation of 1.32941 and objective two “The strength and weaknesses
of Smart Transport Services in Oman” were ranked 4 with mean of 3.22798 and standard
deviation of 1.099142.

5.6 The Open-Ended Question Result and Discussion:

The part of the questionnaire is the open ended question. In fact, the ended question was
opposite to the close ended questions in field of it is allowed the participants to explain their
perspective by their own words. “Open ended questions may produce lists, short answers, or
lengthy narratives, but in all the cases, researcher has designed three open questions for
respondents to give them a chance to introduce their opinion and express their ideas about the
intelligent transportation systems by their own words. Therefore, among 250 respondents only
few of them has answered this part of the questionnaire and they have contributed some good
suggestions and recommendations that may help the researcher to improve the finding of this
project.

5.6.1 Question One Result and Discussion:

The first question of the open ended question is “What other recommendations and
suggestions for developing the Smart Transportation Services on the Road Safety you
recommend or suggest?” Therefore, the different suggestion that the participants adopted for
this question, however, the researcher will summarize it in the following points. First,
developing a public transportation system which content to prevent as future needs, i.e., bus
system, metro rail. Secondly, increase people awareness and encourage them to use the public
transport. Secondly, advance traffic controls systems should be implemented such as, vehicle
control system, public transport system and commercial vehicles operation system. Third,
implementing the new smart technologies on the roads should be after intensive tests
conducted on it to reduce any programming bugs or any security risks that potentially could
lead to privacy invasion or life threatens accidents. Fourth, make an electronic sign boards to
advice the people about the road traffic as well as weather information and conditions. Fifth,
recommend for the dealers while selling the cars to explain the intelligent systems in the
vehicles as well. Sixth, the people have suggested having a good infrastructure in the GCC as
well as Oman before implementing the intelligent transportation system. Sixth, increase the
education and training of ITS. Finally, developing smart application that are regularly updated
and designated to operate in multiple languages.

5.6.2 Question Two Result and Discussion:

The second question of the open ended question is “What do you think of Intelligent
Transportation Systems (ITS)?” Therefore, the different suggestion that the participants
adopted for this question, however, the researcher will summarize it in the following points.
First, it is advance intelligent application, which helps to reduce traffic on the road. Moreover, it
provides a smooth and hassle free transportation. Therefore, it may improve the efficiency of
transport in number of situation. Secondly, it gives prior information about traffic, which
reduces travel time and enhances safety and comfort. Thirdly, the technology itself can help
reduce the human error on the roads by analyzing everything around the car, which leads to a
safer road. Fourth, it is costly. Sixth, it could be one of the solutions to improve road safety.
Seventh, it is the future. Finally, it will improve overall safety and it will save lives.

5.6.3 Question Three Result and Discussion:

The third question of the open ended question is “How might you use the Smart Transport
Services on the Road Safety?” Therefore, the different suggestion that the participants adopted
for this question, however, the researcher will summarize it in the following points. Firstly, GPS.
Secondly, Wireless communication. Thirdly, smart cameras. Fourthly, Speed monitoring radar.
Fifthly, traffic updated on FM. Sixth, smart sign boards. Seventh, by activating the smart
systems, they be used to reduce any errors we make while driving. Eighth, lane assistance and
blind spot monitors. Finally, assist in parking the cars especially in the malls and congested
areas and it is environmentally friendly.

5.7 Conclusion:

The Smart City transportations are used by the residence in several cities as they are being
implemented and the effectiveness is largely praised by the passengers. The modernized
systems have made the transport easier. These transportation systems can be applied in
various other towns and in the developing cities as well. Achieving smart transportation
services means more to the overall development and protecting the environmental factors as
well.
 Chapter Six: Conclusions, and Future Research Work:
6.1 Introduction:

This chapter discusses the conclusions and future research trends of the research. In the
conclusions section, the outcome of the presented research paper is provided. It is showcased
whether the proposed research had positive or negative outcomes. In the limitations section,
the drawbacks or areas of improvement of the research are presented. Finally, in the future
research trends, recommendations related to the improvements in vehicle automation are
provided, keeping in view the future scenario.

6.2 Research Conclusions:

The research elaborated the concept of intelligent Transportation System (ITS) for vehicles. The
proposed technology can be implemented into the existing vehicles to automate major driving
functions and provide better comfort, mobility and driving experience to the driver.
Incidentally, ITS is the integration of different technologies such as: GPS based navigation,
traffic information, and real-time analysis of engine data. All these features are amalgamated
into a single control unit known as the ITS unit which aids the driver with its different number
of features. Besides that, the ITS also includes the use of an efficient parking support system
that aids the driver in parking the vehicle by providing real-time analytics on distance and
direction of the vehicle.
The research also conducted a survey of 250 different people that concluded that with the
introduction of ITS enabled vehicles, number of car accidents and mishaps can be decreased on
a large scale. With the lesser number of car accidents, risk-free transportation can be assured.
Moreover, with the use of this technology fuel efficiency can be achieved, which promotes a
healthy environment.

6.3 Future Research Work:

In the coming days of intelligent culture, VANETs probably is changeable with entertainment
and safety apps. Innovation vehicles come up with of late developed running from commerce,
navigation safety, games, and location-aware substance supply (Altintas, Dressler, Hartenstein,
and Tonguz, 2014). Accordingly, the VANETs are deserving of more investigation and study, and
definitely, there must be more future research results and applications. For example, DSRC
innovation is anticipated to give correspondence connect between roadside guides and vehicles
to help numerous vehicular condition applications (Cseh, 1998).

(Wu, Subramanian, and Guha, 2013) examined the development ways of DSRC and anticipated
a few conceivable upgrades in future adaptations of DSRC: more channelization adaptability,
better MAC congestion control protocols, better channel coding, and channel interleaving, etc.

The progressed DSRC can propose the fundamental assurance for VANETs based
communication DSRC deployment. Some conceivable VANETs future patterns can be examined
in three characteristics with application, architecture, and algorithm or which is known as the
3As.

6.3.1 Application:

Because of the prerequisite of the road ahead consistent attention, safety applications are as
yet the main mobile vehicular condition exploration trend. Though, some studies discover no
applications ensuring the VANETs application rules after reviewing the utmost prevalent
Android vehicular apps. Therefore, analysts ought to accomplish more effort on VANETs
security and guidelines, and research the topic of “how to use model checking to automatically
explore whether these applications meet the standards” (Lee, Flinn, Giuli, Noble, and Peplin,
2013).

6.3.2 Architecture:

Later on, a fundamental VANETs study topic concentrates on outlining an incorporated

framework design that can produce utilization of numerous diverse advances like assorted
vehicular systems and (e.g. DSRC, Wi-Fi, IEEE 802.11p, ITS G5, 4G/LTE, or WAVE) (Altintas,
Dressler, Hartenstein, and Tonguz, 2014). In addition to that, keeping in mind to send the FOT
specified earlier, specialists need to plan a substantial measure and composite framework
engineering which ought to participate with various accomplices and makers (Kosch, Schroth,
Strassberger, and Bechler, 2012). Hence, building up dependable and adaptable framework
engineering is one of the fundamental research patterns.

6.3.3 Algorithm:

Despite the fact that the current algorithms have given a few answers for a new VANETs
information distribution issues, it is as yet hard to look at their security and performance due to
the remarkable elements of VANETs. For instance, because of the non-determined system
networks, the end-to-end correspondence possibly will not occur. (Wang, Liu, Cheng, Huang,
and Chen, 2013), introduced the possibility that the entrepreneurial routing algorithm could
tackle this issue with the convey sending design. So, the propelled algorithm ought to be
outlined with the low time complexity, the low communication overhead, and the low
communication delay.

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