ITS Guideline for Sustainable Transport in the Asia-Pacific region

Contents
Outline of each section
Section 1: Introduction

1

Section2: Outlook

2

Section 3: Approach to transport problems

3

Section 4: Role of ITS and its applications

7

Section 5: Benefits and evaluation of ITS

10

Section 6: Conditions for development and deployment of ITS

14

Section7: Template of ITS Master Plan

16

Appendix 1

18

Appendix 2

43

ITS Asia-Pacific44Outline of each section
Section 1 describes the purpose of this ITS Guideline for Sustainable Transport in the Asia-Pacificregion. It is intended to provide a reference for policy makers in the Asia-Pacific region todevelop or update their own ITS Master Plans. An ITS Master Plan is an essential prerequisite foreach region to get consensus of and support from the concerned people and organizations
including public sectors, private sectors and academia as well as the concerned internationalorganizations.
Section 2 describes current transportation problems and responses in each country and region andthe direction of future measures. Using the measures adopted in other countries and regions asbenchmarks is extremely important for effectively undertaking measures in one’s own country.
Section 3 describes the fundamental transport problems such as congestion, traffic accidents,
environmental problems, and the lack of the lack of multi-modal transport. It also elaborates
fundamental ideas on the measures to eliminate the problems. Then, the approaches to the
problems are suggested, referring to the effects of ITS. Finally, the necessary perspectives in theimplementation of measures are introduced.
Section 4 describes the role and applications of ITS. This section also explains each application of
ITS including new or emerging applications such as utilization of probe data and mobile devices
corresponding to transport problems such as congestion, traffic accidents and environmental
problems
Section 5 describes the type of benefits and also how benefits are evaluated. It exemplifies
benefits of each application of ITS shown in Section 3. The benefits include time and fuel savings,
prevention of accidents, increased comfort, reductions of emissions and economic effects. It thenintroduces how to quantify the benefits with the measurement methods.
Section 6 describes the important conditions for the development and deployment of ITS,
especially in developing countries. These may include the issuing of financing systems,
formulation of national policy on ITS development and deployment such as National ITS Master
Plan including establishing national technical standards of ITS, and capacity development.
Section 7 describes the contents of the ITS Master Plan, which includes principles, targets and aroadmap for development and deployment of ITS to request related experts from the public,
private and academic sectors for their understanding and cooperation in its implementation.

Section 1

Introduction

1.1 Purpose and target reader
The purpose of this ITS Guideline for Sustainable Mobility in the Asia-Pacific region is toprovide a reference for policy makers in the Asia-Pacific region to develop or update their own
ITS Master Plans. An ITS Master Plan is an essential prerequisite for each region to get consensus
of and support from the concerned people and organizations including public sectors, private
sectors and academia as well as the concerned international organizations.
1.2 Background
This ITS Guideline was mainly created from the discussions at the last two Regional Workshops
on ITS held in collaboration with the Asian Development Bank Institute (ADBI) and with support
by the ITS Asia-Pacific Board of Directors. The first Workshop was held in Tokyo, Japan in
March 2010 and the second Workshop was held in Tianjin, China in July 2011. Some additionalcomments and suggestions were provided by experts in the Asia-Pacific region and discussions at
the past ITS World Congress and Asia-Pacific ITS Forum held by ITS Asia-Pacific.
A summary of the discussion of past Regional Workshops on ITS is described as follows:
Common recognition of transportation in Asia
• Rapid growth of traffic demands accruing rapid population and economic growth exceedingthat of infrastructure development in many cities and regions of Asia. Although Intelligent
Transportation Systems (ITS) have previously been recognized and introduced as vital tools tosolve safety and environmental problems in many Asian countries, they have not always beensuccessful.
Important points for introducing ITS in developing countries• Financing system• Capacity Development• To formulate national policy on ITS deployment including establishing national technicalstandard of ITS (ITS Master Plan).
• To benchmark progress of ITS to facilitate flexible introduction of the system tailored to local
conditions.

1Section 2

Outlook

The outlook is a description of current transportation problems and responses in each country andregion and the direction of future measures. With regard to responses to transportation problems,
the outlook describes policies, organizations, targets, projects, ITS introduction technologies, andso on as response policies and measures for addressing those issues. Using the measures adopted
in other countries and regions as benchmarks is extremely important for effectively undertaking
measures in one’s own country.
The details of the outlooks for each country and region are set forth in the Appendix 1.

2

Section 3

Approach to transportation problems

3.1 Transportation problems
Transportation problems are extremely serious in the major cities of developing countries in the
Asia-Pacific region. Among these problems are major roadways where traffic comes to acomplete standstill, intersections with vehicles entering from all four directions resulting in
gridlock, subjective manual operation of traffic signals, parked vehicles that block traffic lanes,
traffic networks without alternative routes, drivers forced to endure traffic congestion without any
traffic information, drivers and pedestrians that do not comply with traffic signals and traffic rules,
motorcycles with three or more passengers not wearing helmets, vehicles so overloaded that theytilt, lack of public transport such as subways and buses and inconvenient transfers, and so on.
Transportation problems can be broadly divided into problems occurring from the flow of traffic
and problems relating to the convenience of transportation. The main problems occurring from theflow of traffic are traffic congestion, traffic accidents, and environmental problems. Problems
relating to the convenience of transportation include issues relating to mobility such as lack ofaccess to public transportation and lack of information relating to the use of public transportation,parking, and other facilities. Below, individual problems are discussed.
(1) Traffic congestion
Eliminating or reducing traffic congestion requires the control of traffic flows through theintroduction of traffic rules and compliance with those rules by users.
Traffic congestion is a phenomenon that occurs when traffic demand exceeds road capacity.
Means of eliminating traffic congestion can be broadly divided into two approaches: increasing
road capacity and controlling traffic demand.
Increasing the capacity of general roads requires improvements to road structures and efficienttraffic flows. Improvements to road structures include increasing the number of lanes or lane
width and creating intersections with overpasses or underpasses. Means of increasing theefficiency of traffic flows include eliminating illegally parked vehicles, normalizing left and rightturn lanes at intersections, and optimizing traffic signal control. Also, constructing bypass routes
that avoid city centers and alternate routes between major destinations can be effective, but these
are long-term measures, and consequently, it is necessary to coordinate with urban development
plans including the construction of public transportation such as subways.
Increasing the traffic capacity of highways requires optimization of the flow of traffic onto
highways, ensuring appropriate vehicle speeds, and optimizing traffic capacity as well as
eliminating traffic congestion at toll gates and limiting congestion caused by road structures.
In addition, the introduction of public vehicles such as buses as well as car sharing can be aneffective means of increasing vehicle ridership compared to private vehicles.
3

Traffic demand is closely related to economic activity and urban activity, and therefore, it isnecessary that future traffic demand forecasts be coordinated with mid- to long-term urban policy.
(2) Traffic accidents
The causes of traffic accidents can be broadly divided into accidents caused by road structures,
accidents caused by vehicle problems, and accidents caused by human error. Accidents caused byroad structures include a lack of lighting, a lack of lane designations, and the lack of intersections
and pedestrian bridges for road crossing. The percentages of accidents caused by road structures,
vehicle problems, and human error vary by country, region, and city, but in many cases, thegreatest percentage of accidents is caused by human error.
In addition to the measures addressing the direct causes of accidents mentioned above, thedevelopment of legal systems and education relating to traffic safety are also important. Legaldevelopment includes the adoption of laws relating to traffic safety, the imposition of fines for
traffic violations, and the creation of vehicle safety standards.
Also, since human error is a leading cause of traffic accidents, educating drivers on traffic safety
and conducting traffic safety campaigns to raise public awareness are effective.
(3) Environmental problems
Among the environmental problems caused by exhaust gas emissions are air pollution caused bynitrogen oxides (NOX) and particulate matter (PM) and global warming caused by carbon dioxide(CO2) emissions. These components of emissions are produced from fuels. When a vehicle engine
cannot operate efficiently because of traffic congestion or other causes, fuel efficiency
deteriorates and atmospheric pollutants and carbon dioxide emissions necessarily increase. As aresult, eliminating traffic congestion and increasing the efficiency of traffic flows leads directly to
improvements in this problem. Also, rapid starts and acceleration consume more fuel than isnecessary. Eco-driving that limits such actions can improve fuel efficiency and reduce emissions.
The first step in resolving the problem of emissions is improving fuels and vehicles throughregulation, but improving traffic flows and practicing eco-driving are also effective.
(4) Problems relating to mobility
Means of land transportation include automobiles as well as public transportation such as buses,
railways, and subways, while air and marine means of transportation also exist, forming a
multi-mode system. Collaboration among modes and divisions of roles can improve access totransportation including public transportation and raise the efficiency of mobility. Also, in
addition to physical collaboration such as terminals that link multiple means of transportation, theprovision to users of information concerning related transportation can facilitate choice of the
optimal mode to user destinations.
3.2 Approaches to resolving transportation problems
Approaches to resolving transportation problems require analysis of current conditions, proposal4

of countermeasures, and application of ITS in areas where its introduction will be effective.
(1) Analysis of current conditions and proposal of countermeasures
Resolving transportation problems requires not a single measure or means, but the parallel
implementation of multiple countermeasures. Multi-faceted approaches including long-term andshort-term as well as national and municipal measures are necessary, and consequently,
collaboration and cooperation among the various related parties is essential.
Origin Destination (OD) surveys are necessary for understanding traffic demand, which is thefoundation of the occurrence of traffic. Rather than using survey questionnaires as in the past,probe surveys that use vehicles equipped with GPS are effective for conducting OD surveys. This
provides not only OD information, but also route and travel time data, enabling identification oflocations and times of traffic congestion, queue length of traffic congestion at intersections, andso on, making it possible to obtain basic data that can be effective for traffic congestion
countermeasures.
Analysis of causes relating to actual circumstances is necessary for both traffic congestion andtraffic accidents, and in the case of traffic congestion, locations of traffic congestion and
impediments to efficient traffic flows are identified. In the case of traffic accidents, statistics aregathered and accident causes are categorized.
Countermeasures include construction of infrastructure such as roads and public transportation,
development of legal systems, and the introduction of ITS to increase traffic flow efficiency andhelp prevent traffic accidents. The provision of information to users by ITS is also effective. As
explained in Section 3.3, these measures must maintain overall compatibility, and achieving
coordination and the sharing of common objectives among the related parties through the
adoption of an ITS Master Plan is important.
(2) Effects of ITS
ITS can be effective in achieving the following objectives relating to countermeasures for andmeans of solving transportation problems.
• Obtaining and providing information
Technology for monitoring traffic conditions, processing information, and providing
information. In addition to conventional fixed sensors, probe technology facilitates themeasurement of traffic flows. In addition, big data processing such as social networks can beused to identify traffic flows and user behavior and conduct patterns.
• Influencing user conduct choices
The provision of information to users (through various media) can influence conduct choices
by users and as a result can have effects on normalizing traffic spatially and in time andbetween modes.
• Traffic control
Optimal control of traffic flows through traffic signal control, ramp metering, and optimal5

•route guidance.
Electronic payment and electronic control
Reduction of traffic congestion at toll gates through electronic toll collection (ETC) systems,
enhanced convenience through electronic parking fee payment, and increased work efficiency
through electronic freight information and automated vehicle weight measurement.

The application of ITS to individual transportation problems is discussed in Section3 and thebenefits are discussed in Section5.
3.3 Perspectives on measures and methods of implementation
When taking measures to address transportation problems and introducing ITS, it is necessary toproceed from the following perspectives.
• Seamless and sustainable
Measures relating to transportation problems require action from the perspectives ofseamlessness and sustainability as seen by users. A seamless and sustainable perspective
requires consistency and continuity of measures.
• Organization and standardization
Since ITS involves many different fields, the establishment of partnerships between relatedorganizations is important. The development of system standardization is also necessary fromthe user's perspective.
• ITS implementation process
Transportation problems include infrastructure as a constituent element, and as a result,change and reform often require time but are also urgent issues. When introducing ITS, it isimportant to develop introduction scenarios that take into consideration cost effectiveness.
Also, maintenance and operation following the introduction of ITS are essential for achieving
system performance. Some examples include updating digital maps in conjunction withchanges to road networks and revising the number of traffic signal control systems inconjunction with changes to intersection configurations or fundamental attributes.
• ITS Master Plan
Transportation problems encompass multiple modes (land, marine, air), and roadtransportation is made up of users, vehicles, and roads and involves many diverse parties. It is
important that an ITS Master Plan that integrates national policy be adopted, that users share acommon awareness, and that the information is disseminated to users. Transportation
problems vary in different regions, and for this reason it is necessary to prepare regional ITS
plans based on the ITS Master Plan.

6

Section 4

Role of ITS and its applications

This section describes the role and typical applications of ITS. This section also explains eachapplication of ITS including new or emerging applications such as utilization of probe data andmobile devices corresponding to transport problems such as congestion, traffic accidents andenvironmental problems as shown in the following matrix.
Table 4-1
Traffic information

Traffic management

ETC/ERP

Public transport *Multimodal

Congestion











Accident








Environment
Mobility











Freight transport

ASV

----

----

----

Congestion

AccidentEnvironment

Mobility*Sub category

BRT

LRT

Congestion







----

----

----

----

AccidentEnvironment
Mobility

4.1 Traffic information
Traffic information can be broadly divided into the stages of collection and distribution. At thestage of collection, information is collected from fixed sensors on the road, and more recently it
has also become possible to collect dynamic information from moving vehicles. At the stage ofdistribution, methods include the provision of information by transmitters on the road (infrared,
wireless, etc.) and by broadcasting. Traffic information systems process the collected informationand provide congestion, accident and other information to drivers via navigation systems,
smartphones, etc. These systems utilize human machine interfaces (HMI) that efficiently andeffectively communicate important traffic information that is both spatially and temporally
accurate to drivers.
4.2 Traffic management
Like the provision of traffic information, traffic management is an effective means of easing
traffic congestion and reducing the incidence of accidents.
7

On general roads, signal control has the effect of not only smoothing the traffic flow, but also of
reducing the incidence of accidents. The use of dynamic signal control, which responds to thetraffic flow, in addition to management based on signal changes at fixed intervals is an effectivemeans of realizing a smooth flow of traffic.
On highways, ramp metering (also called ramp signaling) is effective in realizing a smooth flowof traffic by regulating the inflow of vehicles during periods of congestion. When an accident
occurs, measures such as stopping the inflow of vehicles are important in addition to the rapid
provision of information to drivers.
4.3 ETC/ERPThe collection of cash tolls on toll roads creates traffic congestion and negatively affects the flowof traffic. Electronic toll collection (ETC) systems are an effective means of avoiding thisproblem. In addition, the fact that ETC systems collect tolls electronically makes it possible to set
the toll rate structure more dynamically, enabling finer control of the traffic flow.
Other systems also exist, for example electronic road pricing (ERP), by means of which the
inflow of vehicles to urban areas is regulated electronically by varying tolls. There are also
parking and other systems that use identical hardware, software and systems as ETC.
4.4 Public transport
On the background of limited road capacity, the reduction of the number of private vehicles in use
and the transition to public transport that is able to convey large volumes of passengers is aneffective means of easing traffic congestion and addressing environmental issues.
It is essential to introduce the optimal public transport system for the specific urban area,buildings, road structures, etc. In addition, the cost of the system, and consequently its
cost-benefit ratio, are important factors in the introduction of a public transport system.
Modes of realization of public transportation include bus rapid transportation (BRT) and light railtransportation (LRT).
4.5 Multimodal
Multimodal transport is an important element in the provision of effective methods of mobility
utilizing motor vehicles and public transport networks. Seeking to realize transportation that ismore convenient and comfortable for users, multimodal transport systems provide integrated
transportation information concerning physical access and connections making it possible toutilize multiple modes of transportation, and enabling the optimal modes to reach the destination
to be selected.
4.6 Freight transport
The proportion of commercial vehicles using the roads, such as trucks being used to ship freight
between cities, is high in comparison to private vehicles. Freight transport systems are efficientfreight management systems that not only ease traffic congestion and reduce the incidence ofaccidents, but also make a significant contribution to environmental protection and the efficient
movement of goods.
84.7 Advanced Safety Vehicle（（ASV））
Advanced Safety Vehicles (ASV) are vehicles fitted with systems that use advanced technology tosupport drivers in safe operation. ASV technologies that have been realized to date include
collision mitigation braking, Adaptive Cruise Control (ACC), lane-keep assist, lane deviation
warning, and Electronic Stability Control (ESC).

9

Section 5

Benefits and evaluation of ITS

The benefits of introducing ITS and methods of calculating those benefits are discussed.
5.1 Types of benefit(1) Reduced travel times
Users can reduce travel times to their destinations by selecting optimal means of transport androutes. The total amount of individual reduction in travel time results in a social reduction of
travel time. Such a social reduction of travel time can be thought of as a socioeconomic effect.
ITS that can reduce travel times includes easing of traffic congestion through traffic control,
selection of optimal routes by drivers through the provision of traffic information, and automatedpayment of tolls using ETC.
(2) Fuel savings
Easing traffic congestion and selecting optimal routes can reduce fuel consumption as well as
automobile travel times to destinations while the effects on driving from the provision of
information concerning eco-driving can also reduce fuel consumption, leading to lower fuel costs.
The total of lower fuel costs results in substantial reductions in fuel consumption and fuel costs
throughout the society.
(3) Prevention of traffic accidents
ITS can prevent collisions at intersections, collisions while merging on highways, and rear-end
collisions as examples, resulting in less fatalities, injuries and damages.
Losses resulting from traffic accidents can be divided into economical losses and non-economic
losses. Economic losses include human losses as well as physical losses and there are other losses
from traffic congestions that are caused by accidents. Non-economic losses include declines in thequality of life such as mental losses from accidents.
(4) Comfort
The provision of information on optimal transfers relating to the use of multiple means oftransport (multi-mode transport) to user destinations can facilitate more comfortable mobility.
Also, automatic payment of road-use fees and parking fees can also make transportation more
comfortable.
(5) Reduction in carbon dioxide (CO2) emissions
Lower social fuel consumption leads to reduced carbon dioxide emissions. Carbon dioxide is oneof the causes of global climate change, and lower emissions may contribute to addressing the
problem of global warming.
(6) Economic effects from the creation of industry
ITS can be expected to create products and services in a wide range of fields including theautomobile industry and electrical equipment industry, spurring employment and generating
10

economic effects.
(7) System evaluation tools
The introduction of ITS will make it possible to efficiently assess the effectiveness and effects oftransportation-related systems. For example, surveys of traffic flows, traffic flow improvement
assessments, accident cause analysis, and other processes that were previously performed
manually can be performed systematically and electronically using information processing. As aresult, survey and analysis costs can be reduced.
5.2 Relations between ITS applications and benefits
Table 5-1 shows the relation between the ITS applications in Section 4 and the benefits
mentioned above.
Table 5-1

ReducedTraffic

Traffic

ETC/ERP

PublicMultimodal

information

management





























transport

Freight

ASV

transport

travel time
Fuelsavings
Preventionof traffic
accident
Comfort

Reduction

























in CO2emissions
Economic
effects
System

evaluation
tools

5.2 Methods of estimating quantitative benefits
Some examples of methods of estimating the social benefits of ITS are presented below by way ofreference.
(1) Reduction in travel times
It is possible to calculate the economic effects of reduced travel times for society as a whole andto equate this to a social benefit. When calculating the economic effects of time, units of time11

value equivalent to labor costs are used. Units of time value are set for each vehicle type.
(2) Reductions in fuel consumption and fuel expenses
It is possible to reduce motor vehicle fuel consumption (gasoline consumption) in conjunction
with the shortened travel times mentioned above. One method of estimating the reduction is to use
the correlation between driving speed and fuel consumption. The amount of fuel consumed is
calculated from the average travel speed (average vehicle speed) and the travel time. There arevariations, however, in the accuracy of this method.
(3) Prevention of traffic accidents
Methods of estimating human and physical losses, which are types of economic loss, are notnecessarily the same in different countries and regions, but traffic accident statistics for each typeof accident are needed, and it is necessary to organize accident statistics.
Non-economic losses include declines in the quality of life such as mental losses from accidents.
One method of evaluating such losses is an assessment method based on the amounts that people
are willing to pay to avoid such losses.
(4) Reductions in emissions (carbon dioxide)
One method of estimating reductions in emissions is calculation based on average travel speed
and vehicle speed distributions. A simpler method is calculation of carbon dioxide emissions
based on average travel speed.
(5) Economic effects from the creation of industry
The creation of industries for ITS products and services can be considered as economic effects.
One example of a method of estimating the size of the industry market is estimating the
production values of the final products and services. To estimate production values, (i) the ITS
field is defined and (ii) statistics concerning product and service shipment volumes in therespective fields and market prices are investigated, and the market size is estimated.
5.3 Measurement methods
To measure the benefits described above, it is necessary to measure the underlying travel times
and traffic congestion length. The following methods are used to measure travel times and traffic
congestion length.
(1) Measuring travel times(i) Vehicle probes
Onboard vehicle equipment with GPS and smartphones can record transit locations and the timesof transit, making it possible to survey travel routes, travel times, waiting times at intersections,and other data.
(ii) Automatic vehicle identification (AVI)
Vehicles equipped with ID transmitters can be traced using multiple roadside receiver antennas
based on the same IDs, and travel times can be calculated.
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(iii) License plate recognition systems
Imaging systems installed on the roadside of multiple locations can read license plates, and travel
times between two points can be calculated based on the transit times of vehicles with the same
license plates. Generally, not all digits of the license plates are read from the perspective ofprotecting privacy. The system does not require onboard equipment.
(2) Traffic congestion length and congestion waiting times(i) Estimates from vehicle detectors and image sensors
Traffic congestion length can be estimated using vehicle detectors and image sensors installed on
the roadside. This method does not require onboard equipment.
(ii) Estimates from vehicle probes
Traffic congestion length and congestion waiting times can be estimated based on records fromonboard vehicle equipment with GPS.
5.4 ITS penetration rate and social benefit
ITS comprises infrastructure systems, onboard systems, and users. Normally, infrastructure andonboard system development does not take place all at once on a national scale, but isimplemented gradually. As a result, the social benefits will vary depending on the degree of
infrastructure development and the penetration rates of onboard devices. In addition, social
benefits will vary depending on the use rates of ITS by users including drivers and the degree towhich information is followed. Also, one example of calculating social benefits on a national
scale is to calculate the benefits in a standard city or multiple standard cities based on the benefits
to individuals and then to calculate the benefit nationwide.

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Section 6

Conditions for development and deployment of ITS

This section explains the important conditions for the development and deployment of ITS,
especially in developing countries. These may include the issuing of financing support,
standardization, capacity development, and policy making.
Financing is an issue that includes questions on financial source and on social and economic
justification for introducing ITS in developing areas. An ITS Master plan is a policy of
introduction of ITS including evaluation of where ITS is missing. This is another reason why
developing countries are losing opportunities for ITS investment.
Standardization is an important process to ensure sustainability, compatibility, expandability andalso cost effectiveness of introduced ITS. Building required standards is a challenge as it requires
vast knowledge on technical options, coordination among stakeholders, and a vision to achieve
varying objectives with one standard. Using and seeding international standardization processes
such as ISO help countries to build national standards in an effective and fair manner. Dialogue
between ITS standardization experts and transport/urban practitioners should occur on a regularbasis in order to fill conceptual gaps between the standard and its practical application in fields.
As ITS will be experienced and used by people in their daily lives, the ITS community should
accelerate outreach efforts to raise their awareness, especially decision makers, on needs toswiftly deploy ITS in addressing imminent urban and traffic challenges. Certification is also
necessary for interoperability. Main host organizations (Fig. 6-1) are shown below. And each URLof the website are set forth in the Appendix 2 to refer to their primary focus as well as their main
enabling standards for ITS applications.
Capacity development is essential for acceleration of ITS deployment in countries. Although there
can be many forms of capacity development, emphasis should be placed on the need to combine
bottom-up level of awareness and expertise of urban and transport practitioners as well as
broadening the vision of policy- and decision-makers in amalgamating ITS strategy with broadertransport and urban development policies. Networking urban and transport practitioners to shareexperience on ITS was recognized as an effective way to develop capacity.

14

Fig.6-1

Relationship of ITS Standardization Organizations(ITS Standardization Activities in Japan 2012 ; JSAE)

15

Section 7

Template for ITS Master Plan

7.1 Role of the ITS Master Plan
The government sets basic principles and targets relating to transportation, and after identifying
current issues, an ITS Master Plan that sets forth approaches to achieve those targets is adopted.
Based on the national master plan, individual regions formulate regional ITS Master Plans basedon regional issues and in line with the national master plan.
The ITS Master Plan includes principles, targets and a roadmap for development and deploymentof ITS to request related experts from the public, private and academic sectors for theirunderstanding and cooperation in its implementation.
7.2 Main items included in the ITS Master Plan
(1)Basic principles• Clarify the type of transportation society that we seek, as well as the temporal and spatial
spans in which that transportation society is to be achieved.
(2)Traffic Status• Specify the status of traffic networks, mobility and information technologies nationally or
regionally when considering the introduction of ITS; specifically, the number of vehicles
registered and total road length as well as the development of basic traffic management
systems such as traffic signals and traffic control systems and typical ITS technologies thathave already been introduced.
(3)Issues that should be addressed• Clarify the status and analysis results of traffic-related problems such as traffic accidents(number of accidents, number of fatalities, etc.), traffic congestion, pollution from exhaustemissions, and carbon dioxide.
(4)Targets for each issue• Set the specific targets (quantitative targets and timing for achieving them) for each issue.
(5)Means and technologies for achieving targets• Specify the ITS technologies and services that are identified to be introduced for each issue tobe resolved.
• Clarify the scheme of related legal and institutional policies and the system for securing
standards and interoperability.
(6) Implementation systems (plan proposal and implementation organizations) and capacity building••

Clarify the responsibilities and organizations for planning and implementation.
Determine the scheme of capacity building & training for planning and implementation.
16

(7)Roadmap (schedule for achieving targets)• Specify what approaches will be used and how much will be invested to achieve targets.
• For example, the schedule from plan proposal to basic infrastructure development, selecting
projects, moving from trials to practical use, deployment and conducting further development.
• Incorporate into the plans processes for evaluating whether the expected results including
higher safety, reductions in traffic congestion, increased convenience, improvements in theenvironment, and economic benefits were achieved.
(8)Updated plans and processes• Incorporate into the plans reviews and plan updates in response to environmental changes,
development of new technologies, and results of assessments of effects.

17Appendix 1

Outlook

Australia
China

Japan
Malaysia
Singapore

Australia
1. The History of ITS in Australia
ITS in Australia, as in many parts of the world, had its origins in the humble and not-so-intelligent
traffic signals. Mechanical and gas lit signals were first used in Europe and the US in the early
1900s. In 1928 the traffic signals in Baltimore1 (USA) could be activated by sounding the horn.
Electrically powered traffic signals were in use in Melbourne in 1928 and vehicle activatedsignals were installed2 in Sydney in 1933. These were amongst the first to be activated by the
now ubiquitous inductive loops.
Traffic signals progressively became more widespread and sophisticated as Australia’s cities grew
rapidly in the 1950’s and 60’s.
In the major cities the more critical inner-city sites and arterial routes were hard-wired to central
systems, called Area Traffic Control. These were predominately fixed-time but trimmed by local
vehicle actuation. By the late 1960’s these systems were barely coping. Firstly, the morningand evening peak traffic demand was at the systems’ capacity so they needed to be made evenmore efficient. Secondly, Australia’s outdoor lifestyle highlighted the inability of fixed-timesystems to cope with rapid and unpredictable changes in traffic demand. Two common
examples are; the dramatic exodus from the beaches as a cool change envelops the whole city on
a summer’s day, and, the impact on transport networks as sports-mad fans travel to several
75,000-plus venues across a city each weekend. (In July 2013 Liverpool Football Club (UK)played before its largest-ever crowd of 95,000 at a mid-week friendly game in Melbourne.
Non-finals events with 90,000 attendees are not uncommon).
Australia has consistently been at the vanguard of traffic planning, design, operation andmanagement. In the late 1960s to early 70s this was evidenced by the development of threemajor computer controlled traffic signal systems, SCATS in Sydney, BLISS in Brisbane andTRACS in the wider Queensland. The latter has progressed to the STREAMS system and theformer remains one or the World’s most widely used traffic signal systems. In the 1970’s thesesystems used the recently developed computer’s real-time communications capabilities tomeasure and analyse traffic flows and determine optimum operation on a cycle by cycle basis.
1

M.G.Lay, “Ways of The World”, 1992.

2

M.G.Lay, “Strange Ways”, 2010.
18

They expanded to include essentially every urban, and many rural, traffic signal sites in Australia– approximately 9,000.
Public transport was becoming increasingly vital in Australia’s car-centric cities. Governments
were committed to increasing patronage and services and by 1986 all 660 trams in Melbourne hadpriority at each of the 650 traffic signals they passed through. Bus priority systems weredeveloping in Melbourne and Brisbane and later in Perth, Adelaide and Sydney.
Australia has also been an early adopter of comprehensive Transport Management Centres where
sophisticated systems support operators to effectively manage many transport modes includingcars/trucks, buses, trams, and in some cases, ferries.
Australia’s six states and 2 mainland territories have, since Federation in 1901, developed anddeployed their own traffic systems. Each State and Territory had (and has) its own transport
department and was virtually totally responsible for funding the design, deployment and operationof transport systems via its own road and public transport authorities. The federal government
provided a supporting and coordinating role but did not provide significant direct funding forsystems. It did contribute direct funding to major construction and safety projects. Major
cities, notably, Brisbane, Sydney and Melbourne each implemented their own systems so that
Melbourne had about 5 different traffic signal coordination systems using different hardware andtechniques, Brisbane had two but Sydney City Council had largely devolved its systems to thestate road authority.
By the late 1980’s the institutional arrangements were beginning to become critical to Australia’s
traffic management systems. Whilst standardisation of traffic signs, traffic signal hardware androad rules were well advanced they were not complete (fully uniform national road laws were notachieved until late 2000). There was a very real risk that with many diverse agencies developing
and deploying increasing complex systems that incompatibilities would lead to wasted resources
and lost opportunities.
Other issues were also becoming apparent.
Firstly, technologies were advancing rapidly and commercial enterprises were becoming
increasingly involved in developing and selling transport related products. Examples include,
GPS systems were advancing towards deployment (in 1990 one US hire car company wasconsidering its own GPS system to locate vehicles “lost” by hirers in car parks),
telecommunications companies were undergoing significant changes due to competition and wereseeking markets other than fixed land lines. It was apparent that some means to channel thiseffort into positive directions may be necessary as would mechanisms to discourage any unwanted
products. Standards would be important.
Secondly, driver distraction was emerging as a major potential safety issue with new technologies.
Whilst speed, alcohol, and increasingly, drugs were the major road killers it was becoming
apparent that any positive benefits of in-vehicle systems would be jeopodised if they were notsensitive to distraction issues and good ergonomic design.
Thirdly, many potential systems may impact what the community regarded as a personal or
private right. One example occurred in Hong Kong where, as part of a cordon pricing scheme,transponders were fitted to vehicles to detect their entrance into the cordon and charge the owner.
The proponents had not adequately considered community concerns such as “user pays/tolls”,
19

“informed consent”, “protection of privacy” nor sough to engage in open two-way dialogue.
The scheme was abandoned after sustained community outrage. It was clear that any “newtechnology” systems, as it began to be called, would have to fully consider community
expectations and rights and that benefits would have to be shown to outweigh any negatives.
On 16 August 1990 an agreement was signed by one of the state road agencies and Telecom
Australia, the sole telecommunications provider in Australia (now Telstra), to jointly investigate
new technologies in transport. The project was called the Transport Information Management
System (TRIMS).
After making strong progress in identifying and addressing issues such as those identified above
and having concluded a highly successful trial of transponder and detection technologies on
freight vehicles at the Port of Melbourne a meeting of national stakeholders agreed to form theIntelligent Vehicle Highway Systems (IVHS) society of Australia.
IVHS Australia continued to receive strong support from counterparts in Asia, Europe and theAmericas and a number of meetings and exchange visits were undertaken.
Whilst it is true that IVHS had its roots in the road transport sector it was widely recognised thatthe benefits of new technologies apply across all transport modes and are certainly not restricted
to “vehicles” nor “highways”. So, in keeping with practices overseas, the name IVHS waschanged to Intelligent Transport Systems Australia (Incorporated) on November 9, 1992
ITS Australia had been born.
2. ITS Timeline1902 Radio signals across the Atlantic**
Note:
**

1910

First coordinated traffic signals**

1920

20

World firstExperimental TV**
First overhead lane control**First vehicle-actuated traffic signal**. First traffic signals in Australia
1930

First traffic signals in Sydney.

“Marshalite” (clock face) traffic displays deployed - last used on Nepean Hwy ~1975

1940

Early computers - government owned

1950
Computers sold commercially

1960

21

Sydney area traffic control (hard wired)

Embryonic WWW at UCLA**
1970 DEC PDP 11 released** (only computer able to run SCATS until ~1990)
First microprocessors**
Intel 8080 microprocessor (required for SCATS traffic signal controllers)

Eagle area traffic control system - St Kilda Junction
SCATS installed in Sydney. Apple home computer released
Ericsson area traffic control systems - Port Melbourne, Prahran, Malvern
Mobile phone network in Japan**
1980
IBM PC**
Early ATMs and telephone banking. Johnston St Bus Lane signals replace manually placed
cones
IBM XT (286). CRB SCATS central computer located at Kew
IBM AT (386). Apple Macintosh.
RTA (Vic) Traffic Control and Communications Centre Hawthorn. CCTV cameras used for traffic - 23 ex CHOGM cameras (1981)
Windows released**. School Zones (static signs) in ACT**. SCATS & tram priority**throughout Melbourne (SCRAM project). Tram & bus tracking (MTA)
Fuel minimisation pilot** (first major use of LEDs for traffic in Australia). Ice/Wind rural
warning signs.
Fibre optic CCTV on SE Arterial then progressively to all freeways.
New Traffic Control Centre - Camberwell.
1990 WWW available to the public**. SCATS on PCs.
Quartz Halogen traffic signal lanterns.
Antilock breaks in passenger cars. West Gate Freeway truck height warning.
DriveTime** on SE Arterial and then progressively on all freeways (includes incident detection
and management). VMS on freeways.

Dynamically variable speed limits on M4 Sydney.
222000 Multi-lane free flow tolling (CityLink)**.

LED traffic lanterns.

Next bus/tram/train information. Ramp metering trialled. School zones (dynamic signs**)
trialled. Dynamically variable speed limits on Western Ring Road. SmartBus (priority) trials.
Traffic Management Centre - Kew. Emergency vehicle pre-emption.
GIS-based traffic information via WWW.
GPS navigation systems in cars. Intelligent cruise control. IAP on freight vehicles (not in
Victoria). Travel time on arterials via WWW.
Commercialisation of real time traffic information.
Electronic stability control in cars.
Real time congestion avoidance advice. Ignition alcohol interlocks. CCTV & real time traffic
information to mobiles. IAP in Victoria. IP communications and battery backup for signals.
2010 Next generation ITS/freeway management system (eg M1 project).

23China1 .Current transportation problems
1.1 Road safety problems
In recent years, the average number of traffic accident fatalities in China are around 70,000
per year, and the number of injuries are about 300,000, which lead to 1 billion yuan direct
economic loss. The rapid development of road traffic has caused a sharp contradiction amongpeople, vehicles; the road transportation security is still grave.
Number of injures, accidents and direct economic loss in China(million yuan)

1.2

Public transportation service need further development

The operation dispatching management of public transportation service providers is still in alow level; Efficient emergency cooperation mechanism has not been established; And thecooperation among different urban passenger transportation modes need to be enhanced; Public
transportation website information need to be enriched.
1.3 Demands on freight transportation are not fully met
The overall operational efficiency of logistics in China is still in a low level, and the logistics
cost is quite high. What’s more, the information sharing and the informatization of freighttransportation are still in its primary stage.
1.4 Various kinds of systems are not sufficiently integrated and the sharing of data is not adequate,
overall effectiveness and economies of scale still cannot be realized.
1.5 Innovations are insufficient, key technology and products with independent intellectual
property right are still lacking.

24

1.6 The pace of standardization is far behind the increase of demand for development of ITS.
1.7 The value chain and industrial chain of ITS have not yet come into place, and the mechanism
to promote the market-orientation of ITS is still absent.
2 Measures to resolve problems(Policies, organizations, targets, projects, introduction of ITS technology, and so on)
China attaches great importance to the development of ITS, and has clearly brought forward
support to ITS development by the following measures.
2.1 Development Plans
The 12th Five-Year plan of Highway and waterborne transportation indicates one of therequirements in traffic information development in the“12th five-plan” is “striving to develop ITS
to guarantee the efficient and unimpeded operation of the transportation system, reduce the energy
consumption and pollution caused by traffic congestion.”“Accelerating the development of ITS, improving transport efficiency and reducing transportcost” have been clearly put forward in the 12th Five-Year plan of Highway and Waterborne
Transportation.
2.2 Intelligent Safeguard of Traffic Safety
Key tasks in this field include: application of active warning and driver assistance systems basedon cooperation between vehicles and road; refined weather forecast and warning on express ways
and key waterways; realizing network control and emergency response directed on commercial
vehicles and vessels and achieving national full tracking and network control on the waterway
transport of dangerous goods; improving intelligent monitoring and control on significant sourceof risk, detection on dangerous goods and emergency response capability against pollution;
promoting the establishment of collaborated emergency response and rescue service by different
departments of transportation, police and medical care.
2.3 Intelligent Operation and Services of Public Transportation
Key tasks in this field include: applying and promoting intelligent coordination system of buses,
Bus Signal Priority Systems and control systems on exclusive bus lanes; improving coordinationand services of passenger terminals; carrying out intelligent coordination system and services oftaxis and bicycles in connection with bus stops and metro stations; gradually establishing an
intelligent urban passenger transport system that covers buses, subways, taxis and bicycles.
2.4 Advanced Freight Transport Management
Key tasks in this field include: promoting the application of intelligent coordination technologies
on freight transportation and improving management in drop-and-pull transportation; promoting
the integrated application of intelligent technologies and equipment at ports and storage yards;
promoting the national services system that focuses on the intelligent coordination of inter-modaltransportation of containers; applying booking services for the parking and unloading of cargo25

transportation and promoting regional logistics information sharing platform and services toaccelerate the effective connection of different modes of transport.
2.5 Intelligent Control and Management of Transportation
Key tasks in this field include: coordinated management of urban transportation that covers urban
road network, multiple modes as well as hubs; improving capability in monitoring and emergency
response of national and provincial highway networks; carrying out evaluation of the operation
status of wide range regional highway network and decision-making support applications;
Realizing control and management of freeway traffic flow; Enhancing decision-making support
for national waterway management, monitor on waterway environment and operation status;
digital identifications of vessels, navigation aids for vessels and dynamic tracking on vessels.
2.6 Comprehensive Transportation Information Services
Key tasks in this field include: carrying out transportation information services based on
Dedicated Short Range Communication (DSRC), Next Generation Internet and broadband mobile
communications network; applying and promoting push-delivery transportation broadcast
services on express ways and intelligent waterway information services in inner river waterways;
establishing a comprehensive transportation information service system that covers both urban
and rural areas and different modes of transportation.
2.7 Technological Breakthroughs in ITS
Key tasks in this field include: enhancing researches on the real time acquisition and processingof transportation data, the exchange of traffic information, intelligent safeguard of traffic safety,
and intelligent management and control; prioritizing breakthroughs in key technologies, such as
identity authentication of key transport elements, real time traffic status sensing technology basedon collaboration of multi-sensors, information exchange technologies based on DSRC either
between vehicles, between vehicles and (road or waterway) infrastructure, traffic collision alert
and active anti-collision technologies based on the collaboration between vehicles and roadsurface, traffic status analysis and regional intelligent decision-making and coordination
technologies.
2. 8 Standardization of ITS
Key tasks in this field include: Sponsoring research and establishment on fundamental and key
standards, such as the marks of ITS, illustration and exchange of data, exchange of traffic
information, and security authentication; enhancing research and establishment on the standardsof traffic monitoring, intelligent operation of public transportation, and transportation
information; taking an active part in the research and establishment of international standards of
ITS; founding testing platforms for the consistency and conformity of ITS standards andestablishing market entry systems as well as certification and accreditation system of ITS
products.

26

2.9 Initial Formation of ITS Industry
A few prominent key enterprises and a number of Small and Medium-sized Enterprises (SMEs)
with technical expertise in ITS should be gathered and nurtured. Large-scale applications andservices in the field of integrated information service, traffic operation management andtransportation electronic payment will be achieved. An industrial chain of ITS covering productmanufacturing, systems integration and operational services will be preliminarily formed.
3

Direction of future measures

3.1 Institutional Innovation on ITS
A better institutional environment for ITS should be cultivated by carrying out favorable policies
that encourage the cooperation between government authorities and enterprises, opening up themarket, specialized division, and franchising. In this way, the motivations for developing ITS will
be strengthened. Government authorities should encourage the publicity, sharing and explorationof traffic information according to the government information publicity policy, and improve theinstitutional management concerning ITS.
3.2 Overall Planning of ITS Development
Overall coordination mechanisms among provinces, departments and regions should beestablished to achieve complementary advantages, specialization and cooperation, resources
sharing, and coordination. To provide support for the interconnection, information sharing andapplication among intelligent transportation systems, ITS architecture needs to be constantly
updated and maintained. Regulation on the management of ITS and the overall planning andcoordination of key ITS projects should be improved.
3. 3 Multi-channel Fund Raising in Support of ITS
Funds should be raised through multiple channels and more support should be directed to theconstruction and maintenance of ITS with fundamental significance and in public interest. Fundsof various informatization construction programs, and technological programs should be fully
utilized for the research and development of key technologies, demonstration projects,
standardization systems and platform building of ITS. The profit model of ITS should also be
developed to attract investment from private sectors and to boost the prosperity of the industry bytaking advantage of the market-oriented mechanism.
3.4 Safeguard of ITS Information
Strategic design ITS information security should be carried out. To guarantee the information
security of ITS, an uniform information key management and security authentication systemshould be established. To ensure the security and reliability of data acquisition, transmission,
process and application of traffic information, alert mechanisms on the safety of information
should be set up, and safety evaluation, risk evaluation and security protection of important ITS
should be strengthened.
27

3.5 Education, Training and Publicity
To cultivate professional and technical personnel in ITS, courses on ITS should be established ininstitutions for higher education and vocational schools. To improve the professionalism of
employees in the industry, well-planned training on ITS should be provided to them. International
exchange and cooperation should be promoted in the field of ITS, and overseas students should be
attracted to participate in national development of ITS. ITS technologies and applications should
also be popularized, publicized and promoted among the general public.

Fig.1

28

Japan1

Current status of road and transportation problems and response policies(1) Total road length and number of vehicles owned
As of April 1, 2010, the total road length in Japan was 9,126.8 km of highways, 67,237.7 km ofgeneral national roads, 142,407.8 km of prefectural roads, and 1,049,970.8 km of municipal roads,
for a total of 1,268,743 km. In addition, vehicle ownership has peaked and has been in the rangeof 75 million vehicles for the past several years. At the end of 2012, vehicle ownership was
75,595,763 vehicles.
(2) Transportation safety problems
The number of traffic accident fatalities peaked in 1970 and subsequently declined rapidly as aresult of road infrastructure development, traffic education, and stronger enforcement. There wasa gradual increase in the 1980s, but the number of fatalities is again falling as a result of theintroduction and spread of vehicle safety equipment and ITS. In 2003, the government adopted apolicy of cutting the number of traffic accident fatalities to less than 5,000 in 10 years. This target
was achieved early, and consequently, a new goal of reducing fatalities to no more than 2,500 by
2018 was set. The long-term objective is to achieve zero traffic accident fatalities.
According to a National Police Agency announcement released in January 2013, the total numberof traffic accident fatalities nationwide in 2012 was 4,411, a drop of 201 (4 .4%) from theprevious year and the 12th consecutive decline. The number of injuries was 824,539, down 3.5%
from the previous year, and the number of traffic accidents was 664,907, down 3.9% from theprevious year, and both figures were down for the eighth consecutive year. The number of traffic
accidents peaked in 2004 at 952,191 (Fig.1). Looking at the ages of persons killed in traffic
accidents, seniors aged 65 years or older numbered 2,264, which is 51.3% of the total. Although
the number of fatalities is declining, the incidence of serious accidents along routes to and fromschools and the percentage of fatalities involving seniors aged 65 years and older are increasing,and it is necessary to adopt measures to address accidents involving seniors.
Fig.1 Number of Traffic Accidents in Japan(Japan National Police Agency)29

(3) Environmental and traffic congestion problems
In Japan, the transportation sector accounts for approximately 20% of total carbon dioxide
emissions, a leading cause of global warming, and of that percentage, approximately 90% is
accounted for by automobile emissions. In addition, lost time caused by traffic congestion in
Japan is 3.81 billion person-hours annually (as of 2002), which converts to approximately 12
trillion yen. The government seeks to reduce losses from traffic congestion and completely
eliminate traffic congestion over the long term from the perspective of environmental
considerations. The government adopted the New Strategy in Information and Communications
Technology in May 2010. The strategy emphasizes safety as well as environmentally friendly
transportation of people and goods using ITS. Measures are now being implemented to achieve
the objectives of using ITS to cut traffic congestion on major roads nationwide to accelerate
reductions in automobile carbon dioxide emissions and cut levels to half those in 2010 by 2020.
2 Measures to resolve transportation problems(Policies, organizations, targets, projects, introduction of ITS technology, and so on)
At the time of the 2nd ITS World Congress held in Yokohama in 1994, development of individual
ITS technologies was actively undertaken through collaboration by industry, government, andacademia, and since then, the foundations for ITS development in Japan have been laid. This
period was the first stage of development. In the following second stage, on the occasion of the
11th ITS World Congress held in Nagoya in 2004, the second time that Japan hosted the Congress,
individual systems were integrated and measures were undertaken with a focus on promoting the
spread of and practical use of ITS as social tools (Fig.2).
Fig.2 R&D, Deployment and New Challenges

30

The Vehicle, Road and Traffic Intelligence Society (VERTIS) was established in 1996 to promote
the use of ITS in Japan and to prepare for the second ITS World Congress in Yokohama. VERTIS
incorporated as a nonprofit organization and changed its name to ITS Japan in 2001. As arepresentative of the private sector including industry and academia as well as ITS-relatedorganizations, ITS Japan serves as a coordinator for collaboration between government ministries
and agencies involved in ITS and has played an important role in the implementation of national
ITS projects through collaboration by industry, government, and academia.
(1) First stage
Research and development in the ITS field in Japan began in the early 1970s. A groundbreaking
ITS system in Japan was the Comprehensive Automobile Control System (CACS), a dynamic
route guidance system that employed road-to-vehicle communications. In the late 1980s, many
public-private sector development projects involving vehicles, road infrastructure, and traffic
control were implemented (Fig.3).
Fig.3 ITS Developments in Japan

Starting with the 2nd World Congress in Yokohama in 1996, the term ITS was used in the name of
the world congress, and the spread of ITS began to accelerate. Comprehensive Plan for Intelligent
Transport System (ITS) in Japan was adopted in July 1996 as a policy for promoting ITS byrelevant government ministries and agencies, and the actions of those ministries and agencies
were integrated. The concept defined ITS development in nine fields (Fig.4), presented a roadmap
for the development, practical application, and widespread adoption of ITS, and promoted ITS asa national project through cooperation by industry, government, and academia (Fig.5).

31

Fig.49 Areas of ITS Development and Deployment

Fig.5 Comprehensive ITS Plan in Japan (1996)

During the first stage, research and development of car navigation systems, VICS, ETC, ASV, andother individual ITS technologies was actively conducted in line with the ITS Overall Concept,
and Japan became an example of successful ITS use.
Cumulative car navigation system shipments reached approximately 54.28 million units in
32

February 2013 and their use increased. Advances have been made such as providing diverse
traffic information in the form of probe information and adding safe driving support functions(the ITS page of the Ministry of Land, Infrastructure, Transport and Tourism Website can befound at: http://www.mlit.go.jp/road/road_e/index_e.html).
In conjunction with the recent spread of smartphones, in addition to installation-type carnavigation systems, systems that use smartphones have also started to appear.
Cumulative shipments of Vehicle Information and Communication System (VICS) onboard
devices, service for which began in April 1996, reached 35.68 million units in September 2012.
Also, cumulative shipments of electronic toll collection (ETC)-compatible onboard devices,
service for which began in March 2001, reached 53.14 million units in March 2013, and the rateof ETC use among Highway users exceeded 88% (February 2013), greatly improving traffic
congestion at toll gates. In addition, the widespread use of ETC has urged the development of ITS
spot systems that use DSRC, a basic technology, including smart interchanges and parking fee
collection systems (a comprehensive portal site for ETC can be found at:
http://www.go-etc.jp/english/index.html).
In the area of advanced safety vehicles (ASV), various advanced technologies have been put into
practical application in recent years including nighttime driving support systems, lane-keeping
assist systems, pre-crash safety systems, and forward obstacle detection systems using radar.
During the fourth phase of the ASV project from 2006 to 2010, a comprehensive ASV strategy
was adopted, the adoption of practical technologies was promoted, and development and practicaluse of communications systems was encouraged. In the fifth phase, which covers the period from2011 to 2015, an ASV support plan was launched. The objectives are to make rapid advances in
ASV technology that has been put into practical use and to encourage the development of driving
systems that utilize next-generation communications.
(2) Second stage
On the occasion of the 11th ITS World Congress held in Nagoya in 2004, The Japan ITS
Promotion Conference was established by persons involved in ITS in industry, government, andacademia and the Executive Summary of ITS Promotion Guideline was adopted. The focus is on
addressing how past achievements can be widely adopted and put to practical use as social tools.
Areas mentioned as being particularly important to ITS include safety, user peace of mind, theenvironment, efficiency, comfort, and convenience.
This policy was reflected in the New IT Reform Strategy adopted by the government in January
2006. The strategy positioned ITS as a key technology that can contribute to safety, theenvironment, and convenience.
Based on the New IT Reform Strategy, the ITS Promotion Conference, made up of representativesof relevant government ministries and agencies and industry, was established and began
implementing measures to develop and put to use safe driving support systems based on
integrated public-private sector policies intended to achieve the world's safest road transportsociety.
A number of projects were implemented including a new traffic control system that uses
bidirectional communications with individual vehicles through optical beacons (UTMS;Universal
33

Traffic Management System)) by the National Police Agency, ubiquitous ITS by the Ministry ofInternal Affairs and Communications, Energy ITS by the Ministry of Economy, Trade andIndustry, Smart Way system that provides safety information to drivers in real-time using 5.8 GHz
band DSRC, and Advanced Safety Vehicle (ASV) project by the Ministry of Land, Infrastructure,
Transport and Tourism that supports safe driving by exchanging information concerning position,
speed, and so on among vehicles using communications. Large-scale Field Operational Tests wereconducted for these projects under the guidance of the Japan ITS Promotion Council.
Regional trials were conducted in 2008 and 2009 in eight regions nationwide concerning Driving
Safety Support Systems (DSSS), ASV, and Smart Way system, and joint trials were conducted inTokyo from January to March 2009 to confirm the compatibility of the different systems. In
addition, ITS-Safety 2010 public demonstrations were conducted at the new Tokyo waterfront
subcenter in February 2009 to increase awareness of the contributions that ITS can make to safety
among the general public.
Under Innovation 25, the national long-term strategy and policy (adopted by the cabinet on June 1,2007), projects to accelerate the incorporation of results back into society are being implemented(2008 to 2013), and road traffic systems using ITS are being included in those efforts. Specificlong-term targets include the early development of model cities and model routes and, as meansof deploying those results nationwide, halving carbon dioxide from traffic, substantially reducing
traffic congestion, eliminating traffic accident fatalities, and encouraging the use of multi-modaltransportation. Many ITS-related national projects including the development and large-scale
trials being conducted under the New IT Reform Strategy mentioned above are also being
implemented as projects for giving back to society.
3 Direction of future measures
The 20th ITS World Congress, which will be held in Tokyo in 2013, is taking place at an
important time for the dissemination of optimal next-generation ITS based on the results achievedin the first and second stages, and looking ahead to conditions in Japan in the future. To achieve
the mobility society of the future, it will be important to address societal issues, verify ITS thathas been developed to date from various perspectives, and achieve sustainable mobility.
One important perspective is changes in information systems. Advances in telecommunications
technology have been rapid in recent years, and mobile phones, smartphones, smart grids, theInternet, cloud computing, and other technologies have had an impact on mobile communications
networks, making it necessary to create ITS systems that incorporate these technologies. In
addition, measures to save energy and use electricity in transportation are accelerating, and thecontributions of ITS in achieving a sustainable mobility society will be significant. With regard to
reducing carbon dioxide, measures are being undertaken to address the automobile environment,
including making advances in gasoline and diesel engine systems and increasing the use ofelectricity. At the same time, diverse investigations are being conducted such as trials in model
cities, citizen participation, and automated driving. As measures for creating a next-generation
mobility society, in addition to promoting the electrification of automobiles, using electricvehicles for mobility sharing, introducing personal mobility, and expanding technologies such as
vehicle battery management that collaborates with smart grids, the contributions of ITS to34creating transport systems compatible with innovative energy supplies will be important. Also,
smart community trials are being conducted at model cities in various regions. Rather than
measures that address only transport systems by themselves, measures to build and integrateenergy and information communications networks that make up cities and communities areneeded.
Due to the effects of the major earthquake that occurred in March 2011 and responses to global
warming, environmental and energy problems are becoming increasingly severe. It is no
exaggeration to say the environmental and energy fields are broad and influence every aspect of
our lives. In addition, with the occurrence of widespread flooding in Thailand, approaches todisaster resiliency as a type of strength that can quickly restore overall functioning even if social
systems and some business functions are interrupted as a result of the occurrence of risks are
becoming increasingly important, and it is believed that ITS can make important contributions
from the perspectives of logistics and mobility.

35

Malaysia
1. Status of Current Transportation(1) Road length (km)106,075 km State Roads (2009)
18,580 km Federal Roads(2009)
1,820 km Toll Highways
Total = 126,475kms
Total = 111,378 kms(2010)(2) Vehicle ownership number :No. of registered vehicles (2010) = 20,188,565 ; of which motorcycles account for
9,441,907
Note; however that cumulative no. of passenger and commercial vehicles registered from1980 to June 2013 (excluding motorcycles) = 5,651,625(3) Transportation safety problems
Number of traffic accidents : 414,421 (2010)
Number of traffic accident fatalities: 6,872 (2010)
Number of traffic accident injuries: 28,269 (2010)
Characteristics of traffic accidents:
The tremendous increase of motorised vehicles on the roads has invariably led tosignificant rise in the number of traffic accidents. The number of traffic accidents in 2007
almost doubled as compared to the number of traffic accidents that occurred in 1997. Sixty
percent of total fatalities reported over the years involved motorcyclists. This high accident
rate has led to road accidents being the 5th leading cause of death in Malaysia (Departmentof Statistics, 2008) and caused 9.3 billion ringgit of losses to the country in the year 2003
(ADB-ASEAN, 2003) . In the list of world rankings, Malaysia is ranked 46th of 172
countries with regards to occurrence of deaths in registered vehicles due to road accidents(WHO, 2009).

36

Road fatality statistics of Malaysia in relation vehicle and population are as follows(ref. derived based on population, registered vehicles and road fatalities information fromhttp://www.miros.gov.my/web/guest/road)Year

Population

RegisteredRoad Fatalities

VehiclesRoad Fatality forRoad Fatality for

Every 10,000

Every 100,000

vehiclespopulation

2006

26,640,000

15,790,732

6,287

3.98

23.6

2007

27,170,000

16,813,943

6,282

3.74

23.1

2008

27,730,000

17,971,901

6,527

3.63

23.5

2009

28,310,000

19,016,782

6,745

3.55

23.8

2010

28,910,000

20,188,565

6,872

3.40

23.8

(4) Traffic congestion and environmental problems
Many cities in Malaysia, and in particular in the Klang Valley, face mounting challenges tolong term sustainable transport systems. High rates of urbanisation, high vehicularownership and rapid growth of development inevitably lead to increase in travel demand.
This is compounded by:











constraints in the public transport system, in terms of coverage, service quality, integration
with other modes of transport, service reliability, and poor public perception further
encourages private vehicle ownership and use
less priortisation towards planning for and the provision of facilities, amenities andpathways that encourages non-motorised transports such as bicycle lanes, pedestriaways
etc.
lack of enforcement of road traffic rules, e.g. illegal kerbside parking, red-light runninglack of parking
tolerances for high traffic mix,
high percentage of private vehicles and in particular, motorcycles
poor driver attitudes, e.g., frequent lane changes, poor observance of basic road rules
lack of traffic information (including parking information) to allow drivers to pre-plan trips
Between 1985 and 1997, the modal share of public transport decreased from 34.3 percent to19.7 percent. This represents a major shift away from public transport and in particular bus
transport, which is partly attributable to higher personal affluence leading to an increase in
car ownership and also to deficiencies in the bus services. The increasing reliance on privatetransportation, in particular private cars, has created considerable pressure on the road
network which has contributed to the problems of traffic congestion.
In the year 2000, the per capita CO2 emission of Malaysia was 5.4 metric tons which isabove the global average (3.9 metric ton per capita) and average in Asia (2.2 metric ton percapita) (World Resource Institute, 2007). In 2008, the per capita CO2 emission increased to37

7.7 metric tons. Increasing CO2 emissions and the contribution from motor vehicles(estimated at 21% of total CO2 emissions in 2000) is a worrying trend. Nonetheless it ismuch anticipated that the National Automotive Policy, due to be announced by theGovernment in 2013 will provide significant impetus towards use of “green” or energy
efficient vehicles (EEVs) vehicles which would undoubtedly help in reduction of CO2
emissions.
2. Policies for Transportation problems(1) Principle on and approaches to addressing transportation problems
Resolution or mitigation of transport issues is well accepted as being a holistic issue that
requires broad based support from Government, road users, commuters and various
stake-holders. No one solution fits all. Presently, there are 11 million vehicles and 9 million
motorcycles on the road, with about 500,000 new cars added every year. Building moreroads, unless these form links as part of a larger strategic network, is therefore not asustainable option for our cities. In recent years, the Government has identified Urban
Public Transport as one of six principal National Key Results Areas (NKRA) that focuses ondelivering immediate impacts to the public. Recent key efforts have focused on thefollowing:







Increasing bus fleet sizes (owned and operated via Government linked companies)
Introduction of Bus Expressway Transit (BET) routes
Increasing number of carriages sets for commuter rail services
Construction of Integrated Transport Terminals at city fringes to de-congest CBD frominter-urban urban buses
Expansion of Light Rail Transit (LRT) lines
Construction of a new Mass Rapid Transit System (MRT)
Additionally, City Hall Kuala Lumpur, is also completing in stages the “Skywalk”, which isa series of connected elevated walkways to inter-link various key public transport terminals(LRT, buses, etc) and various points of interest in the city.
In tandem with Government’s renewed emphasis on urban public transport, the Land Public
Transport Commission (LPTC) was set up in June 2010 with the goal of ensuring that thepeople have access to reliable, efficient, integrated and safe public transport. LPTC isdeveloping the National Land Public Transport Master Plan which provides a long term
programme to address the current deterioration in public transport with plans to executehigh impact, effective delivery initiatives for 20-year sustainable quality public transport
service for the nation. It is the goal of public transport to drive forward the ambition of
Vision 2020 and 1Malaysia. These have the vision for Malaysia to achieve industrialized
and fully developed nation status by sustaining growth of 7% per annum. It is expected that
ITS and in particular Advanced Public Transport Systems (APTS) will play a large role in38

the roll-out of such future services and capabilities. Presently LPTC is embarking on the
deployment of a Performance Monitoring Hub whereby stage buses would be fitted with the
GPS for real time tracking and monitoring of bus services; including the delivery of ETA
information at key stops.
(2) Traffic policies and relevant laws
There are presently no laws or policies governing ITS, although guidance can be sourced
from the ITS Strategic Plan (2000), ITS Master Plan (2003) and ITS System Architecture(2007). The ITS Master Plan and ITS System Architecture were initiated by the Ministry ofWorks, Malaysia.
In regards to climate change, it is noted that Malaysia became a Non-Annex I Party to theUnited Nations Framework Convention on Climate Change (UNFCCC) when it ratified the
UNFCCC in 1994. Malaysia ratified the Kyoto Protocol in 2002 and the country is fully
cognizant of its progression towards a sustainable growth path in a carbon constrained
world. It is expected that the new National Automotive Policy, due to be announced andlaunched soon (2013), will continue or promote emphasis on “green technology” andenhanced environmentally friendly vehicles (“EEVs”), with focus on not just hybrids, butalso conventional internal combustion engines that meets a multi-tiered fuel economy andexhaust emission target.
3. Status of ITS Introduction(1) History of ITS introduction
ITS Malaysia was formally established in July 2007 with its first pro-tem committee, under
the patronage of the Secretary General of the Ministry of Works, Malaysia. The first electedcouncil members of ITS Malaysia came into office at the inaugural Annual General Meetingof the Association in 2008. The primary objectives of ITS Malaysia are as follows.
1. To facilitate knowledge and information exchange among members, industry players,
trade professionals, engineers, consultants, system developers, solution providers, etc
through various networking and information sharing such as via workshops, conferences,seminars, technical talks.
2. To represent the industry in assisting and providing inputs to various Government
agencies on standardization, harmonization, policy, funding, deployment and other issues
that may impact on the industry and/or Government.
3. To facilitate and foster greater cross-disciplinary collaboration between the academia,
public and private sector in various ITS efforts, initiatives and programmes.
4. To serve as a bridging point between the local ITS players with other international ITS
39

related organizations, agencies, and/or trade associations.
5. To identify, encourage and nurture new areas of research and development in ITS thathave specific importance to the country and the region.
The Association’s mission is to spearhead, encourage and embed ITS holistically into theresearch, planning, design, deployment, operations, maintenance and management oftransport and carrier systems in Malaysia for safe and sustainable mobility of the future.
ITS in Malaysia has traditionally been championed by the Ministry of Works; andmembership of ITS Malaysia has been drawn largely from professionals, vendors, suppliers
from the road engineering fraternity. Recent efforts have sought to expand the membershipfor a more inclusive representation from the public transport sector, automobile industry
players and telecommunication service providers. The ITS Malaysia Council currently
includes representatives from the Malaysian Highway Authority, Ministry of Works
Malaysia, City Hall Kuala Lumpur, LPTC, the Malaysian Communications and Multimedia
Commission (MCMC), Multimedia Development Corporation (MDec), local academia, andvarious private sector representatives.
ITS Malaysia has participated in all ITS World Congresses and ITS Asia Pacific Forums andExhibitions. ITS Malaysia was also the host organization for the recently concluded 12th
Asia Pacific ITS Forum and Exhibition in Kuala Lumpur in April 2012.
ITS Malaysia presently cooperates and collaborates with the following organizations inmany of its activities:
 Ministry of Works Public Works Department
 Malaysian Highway Authority
 The Institution of Engineers Malaysia
 The Road Engineering Association of Malaysia (REAM) Road Engineering Association of Asia and Australasia (REAAA) The Chartered Institution of Highways and Transportation (CIHT, Malaysian Branch) Transportation Science Society of Malaysia
 Local Academia(2) Deployment of ITS technologies and services:
Following are some of the key ITS studies, projects and deployments:
ITS Strategic Plan
Realising the increasing loss of opportunities due to lack of integration between different
ITS projects, the Road Engineering Association of Malaysia (REAM) took the proactive
40

initiative of formulating the ITS Strategic Plan in 1999. The key objectives of the Plan wereas follows: Propose a systematic approach for ITS implementation
 Identify key ITS application sectors that were most relevant to Malaysia
 Provide strategic directions for research and development
 Suggest a working framework for system integration at National level
 Make a case for ITS as a means for supporting sustainable economic development in key
transport areas
The Plan identified four initiatives that could be implemented by both public and private
sectors as follows: Demonstration projects of selected ITS user services
 Research and development programme Professional development and training Outreach programmes
In September 2000, the Government of Malaysia endorsed the ITS Strategic Plan as a guidefor the development and deployment of ITS in Malaysia within the broad implementation
policies and strategies outlined in the Plan.
ITS Master Plan
In 2003, the Government embarked on the National ITS Master Plan Study. The key
outcome of this was to progress the work of the ITS Strategic Plan and to establish ingreater detail the key strategies, direction and framework for the development anddeployment of ITS in Malaysia. The Master Plan identified among others, a structured
deployment programme for various priority ITS strategic projects in key sectors such as
Advanced Traffic Management System, Advanced Traveler Information System, Advanced
Public Transport Systems, Commercial Vehicle Operations, Safety Systems, Electronic
Payment Systems, Advanced Vehicle Control Systems, Emergency Management Systems
and Information Warehousing Systems.
ITS System Architecture
The ITS System Architecture Study was a progression of the ITS Master Plan, and wascompleted in the period 2006 – 2007. The System Architecture provided a unified
framework for the coordinated deployment of ITS in Malaysia by providing detailed
descriptions of interactions between travelers, vehicles, roadside devices and control centers.
The Architecture also described the information and communication requirements, the data
structures to be shared between interacting systems, and the standards required for dataexchange.
41

Key ITS Deployments and Developments in Malaysia
As our Malaysian Government takes the inevitable path towards greater e-Government
using ICT as a leverage to propel our nation towards greater competitiveness, ITS
deployments can also be expected to becoming more pervasive in the coming years.
Our Prime Minister has set very clear set of goals encapsulated within the National Key
Results Areas (or NKRAs) and have used these to define the larger Government andEconomic Transformation Programmes. The core objectives of these programmes are tocreate more adaptive and timely delivery of services and to technologically advance
Malaysia to higher standards of living in line with our Vision 2020 towards developed
nation status.
The Government of Malaysia is investing about USD 500M to upgrade public transport
services; and a further USD 2.3B for the extension of the light rapid transit system. The
Government has also recently started tenders for the various packages for the USD 12B,
new 150km long Mass Rapid Transit system which is targeted for operations in 2016/2017.
The next several years will indeed be very challenging for Malaysia. Our Government isembarking on many projects in the area of advanced public transport systems in ITS as wellincreasing emphasis on sustainable transport development strategies that require greater
optimization of resources, and therefore increasing leverage on ITS technologies andsystems. The following are some recent developments toward this path.
1. Integrated Transport Information System (ITIS)The Government embarked on a pilot ITS project to manage traffic congestion along
major key roadway corridors in the Klang Valley. The "Integrated Transport Information
System" or ITIS costing some US $100 million was completed in 2005 and has now been
operating successfully by the City Hall Kuala Lumpur for two years. Key objectives ofthe system are the early detection of disruptive traffic incidents and, in to collaboration
with first responders, to clear the blockages so that normal traffic flows can be restored
expediently. The system operates 140 variable message signboards (VMS) and a widearray of automated traffic counters to provide a real time view of the overall traffic
network. The system leverages heavily on ATMS and ATIS platform technologies. The
success of ITIS has enabled Government to take a stronger long term view of thesustainability of ITS applications for the country. The Government is now studying
options for adopting similar systems to other cities in Malaysia to assist in the
management of urban traffic congestion.
2. Electronic Payment Services Interoperability
A problem currently plaguing the country is the use of disparate electronic payment
systems and, in particular, for electronic toll collection, bus ticketing and parking
collection. The Government is keen to harmonise the various use of “smart” cards or42

electronic payment schemes so that the commuting public can enjoy a common“one-card” system.
3. Intelligent Enforcement
The Government continues to be deeply concerned over road accident fatalities, and inparticular, where these are due to aggressive driver behaviour with scant regard for roadand traffic regulations. The Master Plan has identified Intelligent Enforcement as a way
to help the various agencies to enforce road and traffic regulations without the need tore-deploy valuable human resources to the field. The Government has recently approvedand commenced the roll-out of the Automated Enforcement System (AES), with the hopethat stronger, more effective and consistent enforcement would help reduce roadaccidents.
4. SMART (Storm Water Management and Road Tunnel)
This is the world’s first combined storm water management and road tunnel (SMART),
one of Malaysia’s finest engineering showcase. The project was featured in Discovery
Channel’s Extreme Engineering, and ITS was innovatively deployed for the 5km
motorway tunnel linking the city center with the southern gateway. SMART is also
equipped with a state-of-the-art operations control room with the latest systems inoperations management, surveillance and maintenance.
5. PLUS Traffic Monitoring Center
PLUS, prior to a recent privatization exercise, was Asia’s largest public listed tolled
expressway operator; with close to 1000kms of tolled expressway in Malaysia alone.
Dubbed as the most sophisticated traffic monitoring centre in the country, the PLUS TMC
operates 24x7 to provide traffic and incident reporting, and driver assistance.
6. Malaysia Highway Authority
MHA collates and coordinates traffic information for various toll operations at a nationaland regional level. As the regulator of tolled highways, MHA also underpins thescoping and specification for ITS related works including traffic control and surveillancesystems and toll collection systems. Over the last couple of years, MHA has beenformulating its plans for the rollout of the multi-lane free flow system for toll collection.
The MHA also operates its own Traffic Management Center which is linked to various
toll concessionaires. Via the MHA TMC, various integrated services related to traffic
advisory and information will be rolled-out to road users.
7. Integrated Transport Terminals (ITT)The ITT is a new generation of high-tech multi-modal integrated transport terminals.
The ITT in Bandar Tasek Selatan commenced operations in 2011 and serves buses
plying the southern connectors to the city. The ITT also serves as a main interchange for43heavy rail, commuter and express rail, and light rapid transit systems. Various
applications in ITS enables the use of an integrated ticketing system and bus arrival
information in enhancing passenger comfort and security.
8. Mass Rapid Transit System
The MRT, now called My Rapid Transit, is the main component of the Greater Klang
Kuala Lumpur/Klang Valley National Key Economic Area and will be the largest
infrastructure project in the country. It will significantly improve the coverage ofrail-based public transport in the Greater Kuala Lumpur/Klang Valley area and will spur
us towards a 50% public transport modal share by 2025. The current modal share is 17%.
The Government approved the execution of the MRT in December 2010 and constructionof the first 51km line, which will run from Sungai Buloh in the northwest of Kuala
Lumpur, to Kajang in the southeast of the Federal capital, was officially launched in July
2011. Various construction packages are being tendered and awarded in stages, withoverall completion and start of operations targeted by 2016 / 2017.
9. Land Public Transport Commission
The Land Public Transport Commission (LPTC) was set up in June 2010 with the goal of
ensuring that the people have access to reliable, efficient, integrated and safe public
transport. LPTC is developing the National Land Public Transport Master Plan which
provides a long term programme to address the current deterioration in public transportwith plans to execute high impact, effective delivery initiatives for 20-year sustainable
quality public transport service for the nation. It is the goal of public transport to drive
forward the ambition of Vision 2020 and 1Malaysia. These have the vision for Malaysia
to achieve industrialized and fully developed nation status by sustaining growth of 7%
per annum. It is expected that ITS and in particular Advanced Public Transport Systems(APTS) will play a large role in the roll-out of such future services and capabilities.
Presently LPTC is embarking on the deployment of a Performance Monitoring Hub
whereby stage buses would be fitted with the GPS for real time tracking and monitoringof bus services; including the delivery of ETA information at key stops.
10.Establishment of Special ITS Unit, Ministry of Works
In recognition of the increasingly pervasive deployments of ITS in Malaysia, the Ministryof Works had recently in 2011, formed a special unit to provide oversight of ITS
development, scoping, planning and integration with relevant and impacted projects
under the Ministry of Works in Malaysia. This is an important first step towards greater
harmonization of forward planning, execution, management and operations of ITS
components in various state and national level projects.
4. Policies and Plans relating to Transportation and ITS Introduction in the Future
It is expected that in the near to mid-term; continuing emphasis, mainly driven by44

Government, will continue along the following lines: Expanding and enhancing the urban public transport sector. In particular, this involves
the completion of the MRT, extended LRT lines, additional carriages for commuter rail,and expanded bus fleets.
 Completion of selected strategic highway links within the Klang Valley (primarily by
way of privatization) for improved traffic dispersal; and continuing push for greater
adoption of electronic (toll) payments, and in the long term, multi-free flow tolled
system.
 Integration of rail, bus, pedestrianisation (e.g., “Skywalk”) and park-ride facilities as
encouragement towards a more sustainable split of public: private modes of transport.
 De-congestion of urban centers from inter-urban buses via establishment of outer citytransport hubs (“Integrated Transport Terminals”).
 Deployment of real time monitoring and fleet management tools for public buses (andperhaps commercial fleets) such as the Performance Monitoring Hub System (by LPTC).
 Improved real time enforcement of road rules such as via the Automated Enforcement
System.
 Establishment of traffic data warehousing as a platform for spurring and the creation of
web-based tools and applications for deploying real time travel conditions for better
journey planning across different transport modes.
 Policies to encourage and increase adoption of EEVs for reduced CO2 footprint within acarbon constrained eco-system.

45

Singapore
1. Current Transportation in Singapore
Statistics taken from LTA Annual Vehicle Statistics 2012
(1) Road Length (km)Arterial Roads : 652
Collector Roads : 561
Local Access Roads : 2,051
Expressways : 161(2) Vehicle Ownership Number
Cars & Station Wagons : 605,149
Rental Cars : 14,862
Taxis : 28,210
Buses : 17,162
Goods & Other Vehicles : 160,417
Motorcycles & Scooters : 144,110
ALL MOTOR VEHICLES : 969,910(3) Transportation Safety Problems
Number of Traffic Accidents : 7,168
Number of Traffic Accidents Fatality : 168
Number of Traffic Accident Injuries : 9,106
2. Key ITS Timeline
1980

Area Traffic Control (ATC) of Traffic Signals
Green Link Determining System (GLIDE)

1990

Central traffic control center
Radio broadcast of traffic information via TrafficWatch
Expressway Monitoring and Advisory System (EMAS)Electronic Road Pricing System (ERP)
Electronic Regulatory Signs (ERS)
TrafficScan System using Taxis’ GPS probes

2000

i-transport Platform
Revamped of ITS Operations Control Centre (ITS OCC)
Junction Electronic Eyes (J-Eyes)
One.Motoring web portal
Electronic Parking System (EPS)46

Enhancement of TrafficScan System
Unified Maintenance Hub (UMH)
ITS Masterplan
Pedestrian Green-Man Countdown Timer
Parking Guidance System (PGS)
Green Man Plus (GMP)
Your Speed Sign (YSS)
Traffic Information Platform (TRIP)
Bus Arrival information Display
2010 -today
Traffic Message Channel Location Table (TMC-LT)
Traffic Message Channel (TMC) standard adoption
EMAS on Major Arterial Corridors
Achieve Contactless e-Purse Application Standard (CEPAS)
Live Traffic on LTA Twitter
EMAS enhancement
MyTransport.SG mobile application on iOS and Android
Radar-based traffic collection system
Transport DataMall
Expansion of Green Man Plus
Traffic Data Quality Assurance Program and Analytics
Next Generation ERP system evaluation test
GLIDE Digitisation
ITS Masterplan 2.0
3. History of ITS Introduction
With just a land area of 715m2, Singapore’s resident population has increased significantly from
3.5 million in the late 1990s to more than 5.3 million today. Vehicular population has also
increased from 700,000 in 2002 to slightly over 960,000 in 2012. The inherent issue on land
constraints have placed public and private transport under strain as they compete with otheressential sectors such as housing, industrial and recreational purposes for available land use.
Given the changes in Singapore’s demographic and socio-economic landscapes and a growing
vehicle population, Singapore adopts a holistic approach in managing and optimizing road usage.
This includes leveraging on traffic management tools and providing motorists with real-timetraffic information.
Singapore started its ITS journey in the 1980s with a modest area-wide computerised traffic lightsignal system and adopted a step-by-step approach in implementation of ITS after monitoring theeffectiveness of each new ITS in improving road safety and traffic efficiency.

47

Green Link Determining System (GLIDE)
To catch up with changes in traffic condition due to rapid infrastructure development in Singapore,
the modest area traffic control (ATC) system was upgraded to a traffic-adaptive system called the
GLIDE (Green Link Determining System) in 1988. The GLIDE system detects traffic flows via
vehicle detector loops that are embedded in the ground near the stop-line of the junction. The
GLIDE program works out the required cycle times, allocate green times and works out therequired offsets to provide linking between junctions automatically to meet the dynamic changes
in the traffic condition and hence, providing motorists with “greenwave” from one junction toanother with minimal stops. Due to its adaptive capability, this system is able to cater for unusualchange in traffic flow and demand.
ITS Operations Control Center (ITS OCC)
About 55% of average daily traffic flow in Singapore is on the expressways/highways. Any
incidents such as vehicle breakdown and accident can cause a rapid built up of traffic andeventually lead to congestion on the expressways if not responded to promptly. In 1991, a traffic
central control center was set up to monitor our first expressway tunnels of a total length of 2.4km.
The humble traffic control room has expanded to what is now called the ITS Operations Control
Center (ITS OCC) that monitors entire Singapore road networks, including more than 161km of
expressways and road tunnel systems.
The ITS OCC operates 24/7 throughout the year, monitoring and managing traffic flow based on
information gathered by the various ITS. Once traffic incidents are detected, traffic controllers at
the OCC will initiate and coordinate efforts to remove obstructions from expressways and majorarterial corridors such as dispatching recovery crew and Traffic Marshal to the site and assist to
remove the incidents and control the traffic so that traffic flow can resume in the shortest possible
time.
Expressway Monitoring and Advisory System (EMAS)
The control room was expanded to monitor all the expressways in the mid 90s using an AdvanceTraffic Management System (ATMS) called the Expressway Monitoring and Advisory System(EMAS). Using video analytics, the video detection cameras with virtual loops were also
extended to count traffic and determine vehicle occupancy. The information can be used to obtaintraffic counts, measure speeds and detect congestion. With enhanced incident detection capability,
the incident detection is almost instantaneously with the average response time of the towing crewto the incident site being less than 10 minutes.
The EMAS also serves as a mean to disseminate traffic and incident information to motorists via
the electronic message signboards strategically located along expressways and roads leading to
the expressways. Besides enhancing road safety, timely information also enables motorists tomake more informed decision on the choice of routes available, and more importantly allows
congestions on incident road to be better managed. The pre-designed messages are stored inside amessage library of the EMAS system for prompt implementation of the messages by the operator.
Today, the EMAS system assists to manage an average of over 3,400 cases of incidents and roadworks on our expressways each month.
48

TrafficScan
In the mid 90s, GPS based Taxi Booking System was launched. With the successful
implementation of this system, many taxis in Singapore were tracked with GPS locations andtravelling speed. This gave birth to the innovative use of moving taxis as mobile speed sensors
throughout Singapore roads. To have a better feel of ground conditions throughout Singapore, theTrafficScan system was introduced in the late 1990s. It is a system that makes use ofGPS-equipped taxis as probes on the roads to capture the associated speed information as they ply
the roads. These data, together with the other speed data collected from cameras and other sourceswere collated in real time to provide useful information on the traffic conditions and average
travelling speed of the road networks.
Electronic Road Pricing (ERP) System
In September 1998, Singapore implemented the world’s first electronic road pricing system aspart of the congestion management strategy. The Electronic Road Pricing (ERP) system replaces
the previous manual road pricing system scheme that has been in operation since 1975. The ERP
system uses a dedicated short-range radio communication system to deduct ERP charges fromsmart cards which are inserted in the In-Vehicle Units (IUs) of the vehicles. Each time thevehicles pass through an ERP gantry when the system is in operation, charges are deducted fromthe smartcards automatically.
Electronic Parking System (EPS)The success of ERP has led to the subsequent implementation of the Electronic Parking System(EPS) that allows the automatic deduction of parking fees based on the same technologies
achieved in ERP and replaces the manual settlement of parking fees via paper coupons and cash at
carparks. The same IU and smart contactless cards are put into practical use to bring convenience
to motorists. Motorists can enter and exit any EPS enabled car park without having to go throughthe hassles of handling parking tokens/tickets or ensuring adequate parking coupons being
available and displayed in the car.
i-transport System
The i-transport system was implemented in 2004 to integrate all the various ITS to achieve systeminteroperability and harmonising data transfers to offer an effective and efficient trafficmonitoring & control via a single, congruent transport platform. This platform also enables themonitoring of the condition of road tunnels (including the current Kallang Paya Lebar
Expressway (KPE), the Southeast Asia longest underground expressway).
Island-wide traffic data and information are gathered via a wide variety of sensors such as thosefrom the detector loops, video detection cameras (with image processing capability) andin-vehicle GPS devices. These enable good measures of the traffic flow condition on the road
network that include the traffic volumes, speed, travel time, etc.
These traffic data collected are pushed into the i-transport system whereby it collates and fuses
them for operations and disseminations to the public. Besides displaying road advisory messages
and travel time information on the variable message signboards, the traffic information such as49

traffic speeds, travel times and incident information are also made available to motorists via
multiple channels such as the internet website (www.onemotoring.com.sg), mobile phones andradio broadcast via TrafficWatch. The traffic information are also shared with the industry where
they are in turn disseminated through their products and services such as navigation systems andsmartphone applications.
Junction Electronic Eyes (J-Eyes)
Junction Electronic Eyes (J-Eyes) are surveillance cameras mounted near major road intersections
on arterial roads and serve as remote eyes for the traffic operations in the ITS OCC. They are used
to spot and rectify causes of traffic congestions, thereby allowing operations to implement
appropriate action plans to enhance traffic flow at major road intersections.
Parking Guidance System (PGS)
To manage the congestion at car parks’ entrances and circulating traffic to look for alternate
parking space, a Parking Guidance System (PGS) was introduced. Motorists now can be informedof the availability of parking lots in parking facilities near to them when they approach theirdestinations through display on strategically placed road-side panels. The PGS has successfully
helped to reduce the cruising time of motorists to search for parking lots and this in turn reduces
circulating traffic at these areas. At present, the PGS are set up at key strategic shopping stretchessuch as our Marina Centre, Orchard and Harbourfront areas.
Public Transport System
As part of the initiatives to develop a commuter-centric public transport system, real-time bus
arrival information system is implemented at bus stops to help commuters better manage their
waiting time and make informed travel decisions.
In addition, Key Bus Services Maps have also been installed at selected bus stops in the Orchard
Road area. Designed primarily for tourists and infrequent public transport users, each map
provides pictorial information on key bus services calling at the bus stop and the routes they cover.
It also indicates the MRT stations along the routes, significant buildings and locales such asplaces of interests, tourist attractions and major shopping malls.
To enhance the public transport experience and to empower commuters to make informed
decisions when using our public transport system, LTA expanded the outreach of the public
transport information through various other channels such as the MyTransport.SG mobile app andwebportal as well as the PublicTransport@SG portal.
Green Man Plus (GMP)
Green Man Plus (GMP) is one of the latest initiative undertaken to address the needs of elderly
pedestrians who may require more time to cross the road. This is done by tapping the
CEPAS-compliant senior citizen concession card on the reader mounted at selected traffic lightpole. The system will then extend the green man time and allow elderly pedestrians to cross theroads at a more comfortable pace. The system has now been extended to the use by mobility
challenged group of road users.
50

Standards Adoption
The adoption of internationally recognised and established transport standard in disseminating
traffic information will encourage and spur greater innovations and researches locally into
products that will be compliant to international standards to be used internationally.
Singapore developed and achieved certification on its Traffic Message Channel Location Table(TMC-LT) from the Traveller Information Services Association (TISA) in July 2010 based on theinternationally recognized and widely adopted TMC standard. Currently, TMC services arecommercially available in Singapore and motorists can enjoy access to real-time traffic
information through TMC-enabled navigation devices.
Singapore also developed the Contactless e-Purse Application Standard (CEPAS) national
standard that enables different card issuers to offer cards and services that are compatible with the
ERP system without any modifications. This allows greater competition and promotes innovations
through services. The same card can be used to pay for ERP charges, and other transport-relatedtransactions, including parking, buses and Mass Rapid Transit (MRT) charges. More products
and services are being made available to consumers, not just in transportation but also in theservice sectors. With continued innovation and competition, more people will be encouraged to
pay through this cashless mode.
Traffic Data Quality Assurance and Analytics
Massive amounts of traffic data are collected from the wide variety of ground sensors everyday
for monitoring, controls and dissemination. Thus, it is important that these data collected anddisseminated are consistently of high quality. A traffic data quality assurance program wasestablished to provide the governance and guidelines to provide the strategic guidance for ahighly reliable and accurate traffic data is achieved on a regular basis.
The importance of analysis to process and assimilate the data to yield greater insights intotransport trends and travelling behavior should not be undermined. Traffic data analytics withgood visualisation allows for added visual impact to better understand and interpret data andtrends from different perspectives. Having such insights ensures that traffic applications (forinformation delivery) perform to expectations in allowing better decision making and planning.
Mobilephone data are also collected from a smartphone traffic application called “trafficlah” that
can intelligently self-learn the motorist’s regular travel route and push down relevant,personalized traffic information based on the users’ frequent travel route. These anonymous
crowd-sourced travel data allows LTA to gain more in-depth and meaningful analysis on the travel
patterns and provides useful insight for enhance traffic management and planning purpose.
OutReach via Social Media
Drivers who try to catch those all-important radio traffic announcements about highway accidents
or traffic jams can follow @LTAsg on Twitter for traffic news introduced in 2011. Not only canthey get traffic news on their Twitter timelines via their computer but also via the Twitter
applications on their smart phones while on the move. Today, there are close to 20,000 followers@LTAsg on Twitter.
News releases and road announcements from LTA is also regularly made available on LTA's
51

official Facebook page. So far, there are more than 35,000 likes on the Facebook page. It also
serves as a mean of gathering ground feedbacks and sentiments on transport-related matters andpolicies.
Active Industry Engagement & Collaborations
It is also essential to leverage on the industry's strengths and innovations in technology andcustomer service, to package and disseminate traffic information in the best possible medium to awider public audience in a seamless fashion. An industry Engagement Framework was thus
established to ascertain key areas of focus, identify industries to actively pursue collaborations toproliferate traffic information as well as potential studies on new transport technologies.
In line with the growing demand for traffic data, DataMall@MyTransport.SG was launched toshare LTA’s rich repository of land transport dataset such as public transport, traffic and geospatial
data. Since its inception, the initiative has garnered strong interest from business partners,
research institutions and 3rd party developers, generating 2 million data downloads per month.
This in turn supports more than 8 million monthly hits from 35 new, innovative transport-related
applications created on mobile devices.
DataMall@MyTransport.SG marks the synergetic collaboration between LTA, Industry andcommunity to create an ecosystem that encourages the development and co-creation of innovativetransport applications, which empower the public with timely and relevant travel information for
smarter travel choices.
Singapore ITS Masterplan 2.0
Given the many constraints in road expansion, managing and optimizing road usage will remain
as one of Singapore’s topmost priority. Furthermore, Singapore’s social and economic landscapes
are changing rapidly.
To meet these challenges, LTA together with ITS Singapore developed the Singapore ITS
Masterplan 2.0 in 2013 to respond to the changing needs and to provide the necessary strategic
leadership, guidance and support to facilitate an era of highly connected and interactive transport
community with innovative and integrated mobility solutions in the coming years. Emphasis will
also be placed on more public-private collaborations so as to leverage on the industry’s innovation,technical expertise and marketing capability to reach out to a wider audience.
Through all the above initiatives and efforts, Singapore hopes to bring to all commuters asmoother journey with smarter choice.

52

Appendix 2

URL of the main ITS Standardization Organizations

AASHTO (American Association of State Highway and Transportation Officials):
http://www.transportation.org/Pages/default.aspx
ANSI (American National Standard Institute):
http://ansi.org/
ASTM (ASTM International)
http://www.astm.org/
CEN (European Committee for Standardization):
http://www.cen.eu/cen/pages/default.aspx
CENELEC (European Committee for Electrotechnical Standardization)
http://www.cenelec.eu/
EIA (Energy Information Administration)
http://www.eia.gov/
ETSI (European Telecommunications Standards Institute)
http://www.etsi.org
ICTSB (ICT Standards Board)
http://www.ictsb.org/
IEC (International Electrotechnical Commission)
http://www.iec.ch/IEEE (The Institute of Electrical and Electronics Engineers, Inc.)
http://www.ieee.org/index.html
ISO (International Organization for Standardization)
http://www.iso.org/iso/home.html
ISSS (International Society for the Systems Sciences)
http://isss.org/world/index.php
ITE (Institute of Transportation Engineers)
http://ite.org/
ITU-R (International Telecommunication Union Radiocommunications Sector)
http://www.itu.int/ITU-R/index.asp?category=information&rlink=rhome&lang=en
JISC (Japanese Industrial Standards Committee)
http://www.jisc.go.jp/eng/index.html
NEMA (National Electrical Manufacturers Association)
http://www.nema.org/Pages/default.aspx
SAE: (Society of Automotive Engineers)
http://www.sae.org
TIA (Telecommunications Industry Association)
http://www.tiaonline.org

53

ITS Asia-PacificPurposeITS Asia-Pacific seeks to facilitate Intelligent Transport Systems (ITS) cooperation andcoordination between countries/areas in the Asia-Pacific region, taken to mean Asia and Oceania,
irrespective of political, industrial, cultural or institutional barriers.
ITS Asia-Pacific offers its members opportunities for networking and information-sharing throughassistance in the coordination of the region’s involvement in the World Congress on ITS, andhosting the ITS Asia-Pacific Forum.
ITS Asia-Pacific plays a key facilitation and liaison role for its members within the Asia-Pacificregion and with related organisations in other regions.
Member countries/areas are encouraged to develop ITS for application across the Asia-Pacificregion and to assist each other with information to enable this.
The objectives of ITS Asia-Pacific are• To support economic growth and better quality of life by solving transport problems of amodal or multi-modal nature through the developing and deploying of ITS;
• To establish the framework for cooperation by building a foundation on which ITS
Asia-Pacific members can share and find solutions for common problems; and• To support other international organizations by linking organizations in various sectors.
Roles and Activities
The roles and activities of ITS Asia-Pacific are(1) To identify common problems and find solutions to each problem with a view to thefollowing;• Awareness of Asia as a fast-growing region, with megacities emerging;• Recognizing and sharing of the current situation and subjects; and• Finding solutions and coordinating concrete plans.
(2) To develop human resources for the next generation through:• Personnel exchanges between member organizations to strengthen propagation of informationand experience; and• Internships to foster leaders of the next generation.
(3) To collaborate with related international organizations such as:• Government agencies in each country/area;• Financial sectors such as the World Bank, Asian Development Bank, Asia Pacific Economic
Cooperation; and• Academic societies such as EAST (Eastern Asia Society of Transportation Studies).

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Policy Direction
The policy direction for ITS Asia-Pacific includes• Application of ITS technologies in conjunction with transportation infrastructuredevelopment;• Focusing on transportation problems of transitional countries including mixed traffic, traffic
safety, energy, environmental problems, and ITS applications in rural areas;• Establishment of master plans for ITS and ITS organisations;• Facilitation of ITS special interest groups;• Encouragement of the use of ITS to improve road traffic operation, public transport; and• Emphasis on the implementation of pilot projects and model deployment initiatives.
The intention of ITS Asia-Pacific is to bridge the gap between transitional and industrialised
economies. This extends to countries outside the Asia-Pacific region.
Structure
ITS Asia-Pacific consists of the General Assembly, the Asia-Pacific Board of Directors andcommittees as determined from time to time.
Each member country/area is encouraged to:• Develop an ITS organization;• Develop and deploy ITS-related technologies and services on a continuing basis;• Support and promote the ITS Asia-Pacific Forum, including representation at the event,development of the program, and encouragement of exhibitions; and• Host the ITS Asia-Pacific Forum when appropriate.

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ITS Asia-Pacific Board of Directors
Country/Area
Members
Australia
China
Chinese Taipei
Hong Kong,China
India
Indonesia
Japan
Korea
Malaysia
New ZealandSingapore
Thailand

Name

Organization

Dean Zabrieszach
Xiaojing Wang
S.K.Jason ChangPaul Cheng
Arosha Bajpai
Elly Sinaga
Hidehiko Akatsuka
Dubo Shim
Siew Mun Leong
Mohammed Hikmet
Mong Kee Sing
Passakorn Prathombutr

ITS Australia
China National ITS Center/ITS China
ITS Taiwan
ITS Hong Kong
AITS India
ITS Indonesia
ITS Japan
ITS Korea
ITS Malaysia
ITS New Zealand (Chair)
ITS Singapore
ITS Thailand

Secretary GeneralJapan
Hajime Amano

ITS Japan

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