Intelligent Transport Systems (ITS)Introduction Guide

Intelligent Transport Systems (ITS)Introduction Guide

PREFACE

Lately, a number of countries in Asia Pacific Region have been developing road infrastructure rapidly.
Meanwhile, rapid economic growth and population concentration in urban areas have caused urban traffic
problems such as congestion, accidents, and environmental problems that became serious in developing
countries as well as in developed countries. In such circumstances, several countries are making attempt
to resolve such traffic problems using Intelligent Transport Systems (ITS), some of them showing
significant improvement. In order to introduce and advance ITS in countries, it is critical to share common
perceptions of knowledge/expertise in the following aspects: 1) how to employ ITS effectively in order toresolve urban traffic issues, 2) how to integrate information technologies and transport infrastructure, and3) how to build a platform for ITS to perform properly.
Given such environment, Asian Civil Engineering Coordinating Council (ACECC) approved theestablishment of the Technical Committee for the theme of “ITS-based Solutions for Urban Traffic
Problems in Asia Pacific Countries (TC-16),” proposed by the Japan Society of Civil Engineers (JSCE) at
the Technical Committee Coordination Meeting in Tokyo, on March 1, 2012.
The TC-16 consists of ten members from eight countries: Japan, Korea, Thailand, Taiwan, Australia,
Malaysia, the Philippines, and the United States. Since its establishment, we have collected examples of
ITS-based solutions using state-of-the-art Information and Communication Technologies (ICT) for
aforementioned common issues in Asian countries, and encouraged discussion on approaches of ITS
introduction according to country’s level of economic growth and national land development.
In this Guide, we described ITS-based solutions for urban traffic problems and low-cost ITS introduction
processes in detail, based on discussions in the TC-16 activities. In addition, examples of ITS introduction
and its various applications in different countries are presented for reference.
Lastly, we strongly wish that civil and road engineers in Asian countries take advantage of this “ITS Guide”
and the Guide will contribute to resolving transport issues. This publication is supported by International
Scientific Exchange Fund (ISEF) of JSCE. And we would like to take this opportunity to express our
sincere gratitude for those supported and advised in the course of development of the Guide.

Chief Editor
August, 2016

Hiroshi MAKINOACECC TC16 TC MEMBERS
Chair

Hiroshi MAKINO (ITS Division, NILIM, MLIT, JAPAN)

Co-ChairShunsuke KAMIJO (Institute of Industrial Science, University of Tokyo, JAPAN)
Chi-Hyun Shin (Kyonggi University, Korea)

MemberSorawit Narupiti (Chulalongkorn University., Thailand)
Jason Chang (National Taiwan University., Taiwan)
Edward Chung (Queensland University. of Technology, Australia)
Ahmad Farhan Mohd Sadullah (University. Sains Malaysia, Malaysia)
Ching-Yao Chan (University of California at Berkeley, USA)
Ricardo G.Sigua (University of the Philippines, the Philippines)

Secretary

Kazuya TAMADA (ITS Division, NILIM, MLIT, JAPAN)
MLIT: Ministry of Land, Infrastructure and Transport
NILIM: National Institute for Land and Infrastructure Management

Intelligent Transport Systems (ITS)Introduction Guide
Editors

Hiroshi MAKINO (ITS Division, NILIM, MLIT, JAPAN)
Shunsuke KAMIJO (Institute of Industrial Science, University of Tokyo, JAPAN)
Chi-Hyun Shin (Kyonggi University, Korea)
Edward Chung (Queensland University. of Technology, Australia)

Assistants

Takahiro TSUKIJI (National Highway and Risk Management Division, Road Bureau,
MLIT, JAPAN)
Kazuya TAMADA (ITS Division, NILIM, MLIT, JAPAN)
Tomoaki MIZUTANI (ITS Division, NILIM, MLIT, JAPAN)
Takumi NISHIMURA (Transport and Socioeconomic Research Division, IBS, JAPAN)
Hiromi KASUYA (Transport and Socioeconomic Research Division, IBS, JAPAN)
MLIT: Ministry of Land, Infrastructure and Transport
NILIM: National Institute for Land and Infrastructure Management
IBS: The Institute of Behavioral Sciences

Table of Contents

1.

2.

3.

4.

5.

6.

Introduction ........................................................................................................................................ 1-1
1.1

Introduction ................................................................................................................................. 1-2

1.2

Topic: What is ITS? ..................................................................................................................... 1-3

Issues in Road Traffic......................................................................................................................... 2-1
2.1

Urbanization ................................................................................................................................ 2-2

2.2

Increase in transport demand, and CO2 emissions ................................................................... 2-3

2.3

Exacerbation of Traffic Safety ..................................................................................................... 2-6

2.4

Exacerbation of Traffic Congestion............................................................................................. 2-7

Components of ITS ............................................................................................................................ 3-1
3.1

Pattern of ITS Configuration ....................................................................................................... 3-2

3.2

Vehicles (ITS Onboard Unit) ....................................................................................................... 3-3

3.3

Communications ......................................................................................................................... 3-7

3.4

Positioning ................................................................................................................................ 3-14

3.5

Mapping .................................................................................................................................... 3-19

3.6

Sensing ..................................................................................................................................... 3-20

Applications ........................................................................................................................................ 4-1
4.1

Traffic Control.............................................................................................................................. 4-2

4.2

Traffic Signal Control .................................................................................................................. 4-8

4.3

Electronic Fee and Toll Collection (EFC) System .................................................................... 4-14

4.4

Probe car data collection .......................................................................................................... 4-27

4.5

Road Management Using Probe Car Data............................................................................... 4-32

4.6

Information Provision Services on Roads ................................................................................ 4-37

4.7

Bus Location ............................................................................................................................. 4-43

4.8

Public Transport Priority System (PTPS) ................................................................................. 4-45

Introduction and Promotion of ITS ..................................................................................................... 5-1
5.1

ITS Planning and Evaluation ...................................................................................................... 5-2

5.2

Items to be studied at the time of ITS Introduction................................................................... 5-10

5.3

Items to be studied to ensure the Smooth Promotion of ITS ................................................... 5-20

5.4

Step-Up Approach to the Introduction of ITS ........................................................................... 5-26

5.5Training and Education ............................................................................................................. 5-28

Appendix: Acronyms .......................................................................................................................... 6-1

1

1.

Introduction

Introduction

1-1

1

Introduction

1.1 Introduction
Roads are a core piece of infrastructure that supports the movement of people and logistics, forming thefoundation of social and economic development and interconnecting cities, ports, projects and airports.
But while road maintenance and improvements bring about economic development, the increased volumeof traffic causes problems such as traffic accidents and congestion. In recent years the growth of
population, progress of urbanisation and rapidly increasing car ownership in Asian countries has
exacerbatedthe negative effects caused by cars, resulting in a massive increase of traffic accidents,

congestion and environmental deterioration due to emission gas.
The Intelligent Transport Systems (ITS) is a new road and traffic system which combines information,communication, and control technologies to properly integrate drivers, vehicles and roads in a way that
supports people driving. Its aim is to solve not only car traffic issues but also socioeconomic issues, which
include ageing, a declining CBD, tourism vitalization, and sustainable economic development utilizing
information communication technology.
This document will explain the elements of ITS, provide concrete applications to solve the issues and list
measures to efficiently and effectively implement it as a working system in Asian countries. ITS places
vehicles at the centre of the system as a moving object, rather than building a system in a factory or office.
It uses sensing, positioning, mapping, communication and networks to solve issues by integrating themand then connecting people, vehicles and roads.
The ITS applications aim to solve the issues at three main levels: society, the road administrator anddrivers. At a societal level, the applications would decrease accidents by way of safe driving support, as
well as reduce traffic congestion by providing ongoing congestion information, in lowering theenvironmental impact. For the road administrator, hazardous locations and frequently congested areas
could be easily identified by probe information collected from vehicles; this would enable the roads to be
managed more efficiently and at a lower cost.

Drivers would enjoy economic advantages such as

reduced tolls, use of the route information and benefits such as nonstop toll payment and parking fee
payment.
Some countries have attempted to implement ITS and experienced positive results. However, they havestill come up against various issues which have inhibited its success, such as systems not being properly
integrated, not having enough expertise, not establishing a master plan,or, importantly, financial

restrictions.
In order to effectively introduce an ITS, it is important to select information communication technology andapplications tailored to each country and region. , This includes drawing up and efficiently promoting anappropriate introduction plan and project scheme, building consensus among related parties, andensuring an adequate budget and system is in place.
We hope that this document would provide workable suggestions in solving common car traffic issues
experienced around the world.

1-2

1

Introduction

1.2 Topic: What is ITS?
Intelligent Transport Systems, or ITS, is a new transportation system which aims to resolve a variety ofroad traffic issues, such as traffic accidents and congestion, by linking people, roads, and vehicles in an
information and communications network via cutting-edge technologies. It includes, for example, a roadtraffic information provision system in which road traffic information is collected via roadside sensors andthen provided to drivers.
ITS provides people with a variety of convenient road traffic applications. In addition, the provision of new
ITS applications through the use of a variety of information and communications technologies greatly
contributes to the creation of new business opportunities and markets, as well as the vitalization of
economic activities.

Figure 1.2-1 Components of ITS
The three most important components needed for establishing ITS are location, mapping, andcommunications.
An example of the component technology used for location includes the Global Positioning System (GPS)and the Galileo system, a system that is being promoted in Europe. As GPS receivers have become quite
inexpensive, they are now extensively used on familiar information devices, such as car navigation
systems and mobile phones.
Mapping is a technology that plots location information on a map and can be realized with the help of adigital map.

1-3

1

Introduction

Communications can be realized via a variety of telecommunications and broadcasting technologies,
such as FM multiplex broadcasting, mobile phones, and DSRC. This needs to be spelled out in full. As
these communication media have varying characteristics, such as long-range or short-range, one-way or
two-way, and free or fee-based, an optimal combination of communication media needs to be studied andselected according to the types of ITS applications.
It is also important to establish a common platform using ITS as the base for these information
technologies for linking people, vehicles, and roads. To be more specific, in addition to establishingcommon communication infrastructures, common communication methods, and common data formats,among other things, it is important to establish onboard unit, roadside units and the systems, among otherthings, that are compatible with all available applications.
It is expected that the establishment of a common platform will contribute to the improved scalability of
applications and improved user convenience, such as securing the compatibility of single onboard unit
with multiple applications.

1-4

2

2.

Issues in Road Traffic

Issues in Road Traffic

2-1

2

Issues in Road Traffic

2.1 Urbanization
Globally, population in urban areas increased at a far more rapid rate during the 20th century than those inrural areas. According to the United Nations, 30% of the world’s population lived in urban areas in 1950;
today that figure stands at 54%. The UN expects that by 2050, 66% of the world’s entire population will
live in cities.
Today, the world’s largest city is Tokyo; followed by Delhi, Shanghai, Mexico City, Mumbai, and Sao Paolo.
It’s predicted that by 2050, urban populations in Asia and Africa in particular will have increased
exponentially.
Assuming these predictions are correct and urbanization continues to increase, it is also fair to assume
that road traffic issues, such as congestion and its impact on the environment will only worsen.

Figure 2.1-1 Urban and Rural Population of the World, 1950-2050(Source: UN, World Urbanization Prospects)

2-2

2

Issues in Road Traffic

2.2 Increase in transport demand, and CO2 emissions
According to estimates by the International Transport Forum (ITF), road and rail passenger traffic will
increase by 120%–230% by 2050 worldwide (estimates vary depending on

future oil prices and urban

transport policies). The increases are predicted to take place mainly in non-OECD countries where
passenger traffic is expected to increase by 250%–450%. As a result, worldwide CO2 emissions fromsurface passenger transport are estimated to increase by 30%–110%.

Figure 2.2-1 Passenger Transport in vehicle-kilometers, 2050 (2010 = 100)
(Source: ITF, ITF Transport Outlook 2015)

Figure 2.2-2 CO2 Emissions from Surface Passenger Transport, 2050 (2010 = 100)
(Source: ITF, ITF Transport Outlook 2015)

2-3

2

Issues in Road Traffic

Worldwide freight traffic by road and rail is estimated to increase by 230%–420% by 2050, increasing
associated CO2 emissions by 140%–350%. Again, the increase in CO2 emissions associated withworldwide surface freight traffic is expected to originate in non-OECD countries. By 2050, Asian countries,
including China and India, are anticipated to account for over 50% of global surface freight traffic (35% atpresent).

Figure 2.2-3 Surface Freight Transport in tonne-kilometers, 2050 (2010 = 100)
(Source: ITF, ITF Transport Outlook 2015)

Figure 2.2-4 CO2 Emissions from Surface Freight Transport, 2050 (2010 = 100)
(Source: ITF, ITF Transport Outlook 2015)

2-4

2

Issues in Road Traffic

According to the International Energy Agency (IEA), global CO2 emissions reached 32.2 billion tonnes in
2013. Approximately 23% of CO2 emissions are derived from the transport sector, which includes air, ship,
rail, and road traffic. Of the CO2 emissions caused by the transport sector, three quarters are of those arecaused by road traffic.

Figure 2.2-5 World CO2 Emissions by sector in 2013
(Source: IEA, CO2 Emissions from Fuel Combustion)

Figure 2.2-6 CO2 Emissions from Transport(Source: IEA, CO2 Emissions from Fuel Combustion)

2-5

2

Issues in Road Traffic

2.3 Exacerbation of Traffic Safety
Approximately 1.3 million people have lost their lives in traffic accidents globally. A further 20 to 50 million
people have been injured. Traffic accidents are the primary cause of death for young generations
worldwide. A vast majority of these fatal accidents and injuries happen in developing countries where
awareness and provision for traffic safety are relatively low. In addition, almost half of the victims arevulnerable road users such as pedestrians, bicycle users and motorcyclists. Along with the grief causedby traffic accidents, they cause immense economic losses corresponding to about 1%–3% of GNP.

Deaths (million)

Malaria
Tuberculosis
HIV/AIDSRoad Traffic Injuries

Figure 2.3-1 Projections of Global Mortality (All Ages) to 2030
(Source: WHO, Global Burden of Disease 2008)

2-6

2

Issues in Road Traffic

2.4 Exacerbation of Traffic Congestion
The European Union (EU) predicted in its White Paper on Transport (2011) that economic losses causedby traffic congestion will increase by 50% in EU nations by 2050.The situation is far more serious in Asian
megacities. The World Bank estimated in 2014 that the economic costs of delayed deliveries caused bytraffic congestions in Kuala Lumpur alone corresponded to up to 1.8% of Malaysian GDP.
【Jakarta, Indonesia】【Delhi, India】【Dhaka, Bangladesh】【Ulaanbaatar, Mongol】

Figure 2.4-1 Traffic Congestions in Asian Cities(Source: Meeting Document for Council on Infrastructural Development)

2-7

2

Issues in Road Traffic

2-8

3 Components of ITS

3.

Components of ITS

3-1

3 Components of ITS

3.1 Pattern of ITS Configuration
The patterns of ITS configuration may include (i) two-way communication (active system), (ii) one-way
communication (passive system), and (iii) telematics systems, among other things.

Figure 3.1-1 Components of ITS

The chief characteristic of the active system (i) is that it is readily deployable to a wide variety of
applications via interactive communication.
On the other hand, the chief characteristic of the passive system (ii) is that the installation of onboard unit
is simple and low cost.
The telematics system (iii), which was adopted in Europe for the charging of tolls to trucks, among otherthings, is advantageous in charging fees for a wider geographic area as it does not require the installationof roadside infrastructures.
In many of the countries where there are a large number of relatively low-income road users, a systemthat allows the use of low cost onboard unit has been adopted. However, there have disadvantages thatleave a heavier burden on backyard systems, incurring substantial costs and forcing a road user topurchase new onboard unit when a new application is added. It is recommended that, when studying the
adoption of the pattern of ITS configuration, its future scalability be taken into account.

3-2

3 Components of ITS

3.2 Vehicles (ITS Onboard Unit)
3.2.1 Essential Functions of Onboard Unit
Onboard unit (OBU), which is mounted on a vehicle, is expected to play the following roles in ITS:
communicate with roadside infrastructures, transfer necessary information, process the payment of tolls,
and act as an interface (as a bridge) between road infrastructures and a driver, amongst other things.
To be more specific, the essential functions of onboard unit are summarized as follows:

Table 3.2-1 Functions of Required for ITS OBU
Function

Explanation

Instruction

The function which returns user’s response to the command received

response function

by ITS OBU to roadside system using the button of ITS OBU

Memory access

The function which loads or writes data stored in memory of ITS OBU

function

according to the command from roadside system

IC card access

The function which sends or receives payment information according

functionto the command from roadside system
The function which executes transaction automatically according to

Push-type
informationdelivery function

the type of contents from roadside system
There are two types of method: one is the method which delivers
contents themselves (contents push type) and the other is themethod which delivers the location to contents (URL, etc.) andacquires the content by HTTP or something (pseudo push type).

Common security
function

The function which certifies equipment by cross certification between
ITS OBU and roadside system and is compatible for encrypted
communication using the key exchanged through cross certification

3-3

3 Components of ITS

3.2.2 Concept to Ensure Future Scalability
When implementing ITS applications, it is important to take into account ITS compatibility with possible
future applications. If it is necessary to install new onboard unit in a vehicle or to make modifications to theexisting onboard unit, when a new application is added, roadside units must check whether relevant
applications are installed in onboard unit, etc., thus making procedures for implementing applications
more complicated and causing a problem in managing the sound implementation of applications. In
addition, the replacement of onboard unit and addition of applications to onboard unit results in causing
undue burden to users, etc., in terms of time and cost.

EFC

Figure 3.2-1 Concept to Ensure Future Scalability

3-4

3 Components of ITS[Reference] ITS Onboard Unit in Japan
In Japan, it has been agreed through discussions with automotive manufacturers that ITS onboard unit
is initially equipped with several common basic functions that are considered to be required once
multiple applications become available. Specifically, such common basic functions includecommand/response function, memory access function, an IC card access function, a push-type
information delivery function, onboard unit ID communication function, and onboard unit’s basic
command function. An overview of each of these functions is outlined as follows:In addition, by developing and installing roadside systems that are capable of utilizing these basic
functions of ITS onboard unit, it is possible to implement such new applications without new onboard
unit or modifications to the existing onboard unit.
As a specific example of an ITS onboard unit that meets the above criteria, ITS onboard unit that has
been put to practical use and has been widely used in Japan is shown below.
In Japan, ITS onboard unit with a large liquid crystal display (LCD) screen and speakers which GNSS
and DSRC unit capable of processing payments by credit cards are combined is put to practical use andsold on the market.

＋

Figure 3.2-2 An example of ITS OBU in Japan (From Panasonic Corporation HP)

ITS onboard unit incorporates some notable functions, some new, such as Internet connections,processing payments by credit card, voice commands, push-type information delivery and probe. This isin addition to the enhancement of IVI’ existing function so as to provide traffic congestion information
over a wider geographical area due to the increased communication capacity. It is now possible todevelop a variety of applications for use when a vehicle is in operation, parked, or stopped, by
combining these basic functions. (See Figure 3.2-2 )3-5

3 Components of ITS

Table 3.2-2 Common basic function of ITS OBU (Basic API, Basic security function)
EFC
Car navigation
system (IVI)

Expressway toll payment (Killer application)
Navigation (Killer application)

New IVI

Broader and easier to understand

AHS

Safe driving information provision (World first)

Probe car data

IVI / enhancement of safe application is enabledInternet

On-demand application (Sightseeing information, update of map

Credit card payment

Cashless payment, establishment of business model

Voice guidanceEasy roadside broadcast, sightseeing guideA car navigation system will most likely evolve as a device that primarily operates as the brain of avehicle, in conjunction with the vehicle information held by a vehicle and the operation of a vehicle.
Importantly, a car navigation system will most likely evolve by incorporating communication functions
where it is weak; based on applications that enable it to operate in conjunction with EFC, which
processes the payment of tolls while a vehicle is in operation, AHS, which provides information on safe
driving, and electric vehicle (EV) charging information.
It is also expected that smartphones will create a new market for car navigation systems for casual
users/drivers who are not interested in purchasing a car navigation system.
That said, it is necessary to fully study the development of human-machine interfaces (HMI) assumingthat a car navigation system is used when a vehicle is in operation. We advise aiming to link car
navigation system to functions, such as EFC and AHS, after the development of HMI.
The important thing is that, as in the case of cloud applications which have been popular in the media
recently, information is seamlessly transferred and shared regardless of what devices are being used.
For example, your trip by vehicle will likely go like this: you research your destination at home prior toyour trip, determine a travel route, tourist attractions to visit and where to stay. All this information istransferred to a car navigation system. The car navigation system then guides you to your destinationsmoothly and safely, avoiding traffic congestion along the way by utilizing IVI and EFC. At yourdestination, you get information on tourist attractions and other helpful tips via a smartphone so that you
can enjoy sightseeing.
In other words, differences in communication standards and communication devices do not mattermuch. The important thing is that the contents and applications that users need are seamlessly
provided.

3-6

3 Components of ITS

3.3 Communications
3.3.1 Comparison of Radio Communication Technologies
There are a variety of means of communication that connect roads (roadside systems) with vehicles (ITS
onboard unit), such as mobile phones, DSRC and FM multiplex broadcasting. As each of these means ofcommunication has its own unique characteristics, it is advisable to use the radio communication
technology that best suits the characteristics of applications.
That said, it is uneconomical in terms of costs to install a device that is compatible with the relevant
communications standards for each application. Therefore, when establishing ITS, it is important to selectthe optimal means of communications by taking into account the required specifications of applications
and other relevant matters.
Technologies that connect roads and vehicles are roughly divided into communications technologies andbroadcasting technologies.
The comparison of communications and broadcasting technologies is shown as follows:

Table 3.3-1 Difference between “communications” and “broadcasting” technology
Communication

Broadcasting

Information provided area

Relatively small range(dependent on method)

Relatively wide range(dependent on method)

One way / Two way

Two way(One way in some cases)

One way

Suitable application type- Information provisionaccording to individual user
- Applications which require
two way communication- Wide range and concurrent
information provision

In the case of ITS communications, it is necessary to study communication technologies in terms of
capacity levels, areas covered, response time and reliability (requirements for communication reliability
are more stringent, especially in the case of applications related to safe driving assist and the processingof toll payments). Specifically, as requirements for communication technologies are more demanding in
the case of remote road-to-vehicle communications, such as those related to safe driving assist underhigh speed operation, and vehicle-to-vehicle communications, it is important to adopt highly reliablecommunication technologies with short response time (such as DSRC). (See Figure 3.3-1)

3-7

3 Components of ITS

Accident prevention inmerging section
Real time traffic information
Curve accident prevention
in intersection
Information provision on
accident or stopped vehicle

Collision prevention
Cellular phone or wireless LAN
Hour

MinuteDSRC or optical beacon

ITS FORUM RC-006, WAVE, etc.

1 sec.

20 ms

10 sec.

Low

Crossing accident
prevention

100 msReliability of communication

High

Figure 3.3-1 Relation between response time / reliability of communication and ITS applications

Table 3.3-2 Characteristics and use of wireless communication technology
Capa-technology

city*

Broadcasting

Wireless communication

Stability

Communication

Use in ITS

expenses- Car navigation system

DigitalWidebroadcast

range

FM

Large

Slow

○

○

Large

Slow

○

×

multiplex
CellularCommunication

Speed*

Wide

network

range

WIMAX

Large

Slow

LTE

Large

Slow

×
×

×
×

Large

Slow

×

×

Middle

Fast

○

○

WI-FI
(2.4GHz)

Small

DSRC

range
Optical(Infrared
communica- Request type applications- Probe car data collection- Membership application- Not for EFC because of poor
speed.
- Internet during stop
- EFC and safety applications- V2V, V2I- Used for internet during stop
- Information provision and

Small

△

Fast

○

collection by lanetion)

Note：*In the table above, “capacity” indicates “maximum throughput,” and “speed” indicates “speed ofcorresponding moving vehicle”*Besides above, communication area in the areas introducing ITS need to be considered.

3-8

3 Components of ITS[Reference] Overview of DSRC Technology (V2I communication technology in Japan)
DSRC which is used in EFC, a typical application of “Smartway,” is explained here.
An EFC system must ensure a high level of security because it handles information relating to paymentof tolls on toll roads, as well as personal information relating to traffic congestion, amongst other things.
An EFC system must be also highly flexible and reliable as it has to cope with a variety of ways in whichtoll roads are administered (toll rates set according to the distance travelled, uniform toll rates, etc.) andenormous traffic volumes.
The active DSRC system adopted in Japan, which is compliant with the ARIB STD-T75 standard (aninternational standard) fully satisfies these requirements and consists of the characteristics described
below. This is why the DSRC technology has been adopted as a means of communication for the EFC
system in Japan. The DSRC technology is also suitable for safe driving assist systems as free flow andexpanded functions.
(i)High Reliability

By mounting an oscillator onto onboard unit, the active DSRC system becomes less susceptible toelectromagnetic interference or obstruction coming from its surroundings, thereby ensuring a roadsideunit’s high level of reception. The active DSRC system is an optimal two-way communication technology
for the EFC system and other applications that require high reliability.
(ii) Wide Communication Areas
The active DSRC system ensures a wide communication area of more than approximately 30 meters(smaller communication areas can also be set as required), which enables a roadside unit to have a
two-way communication of a large amount of data with a number of vehicles.
(iii) High Scalability due to Adoption of Active DSRC System
The active DSRC system, which is compatible with full duplex communications, can transmit
high-speed, high-volume data transmissions. The active DSRC system can be integrated into different
EFC systems used in other countries or regions, and it also can be applied to parking payment systems,
traffic or travel information systems, cruise assist systems, probe car data systems and commercial
vehicle operation management systems.
(iv) Effective Use of Frequency
In the case of the active DSRC system, the same frequency can be used for short installation distances,thus allowing the effective use of limited frequencies.

3-9

3 Components of ITS

Table 3.3-3 Comparison of EFC system between Japan, EU and North America
Frequency

Communication
methodInteractive
communication type

Japan

5.8GHzActiveFull duplex / half duplex

EU

5.8GHzPassive

Half duplex

North
America

915MHzActiveFull duplex

3-10

Transmission speed
Outbound : 4Mbps
Inbound : 1Mbps
Outbound : 500Kbps
Inbound : 250Kbps
Outbound : 500Kbps
Inbound : 500Kbps

3 Components of ITS[Reference] Overview of ARIB STD-T75 Standard- ARIB STD-T75 is the standard applicable for EFC and information shower application enlarged
including ARIB STD-T55.
- It is used for current EFC and applicable for other applications. Larger number of channels was savedby making the frequency half of ARIB STD-T55.
- New channels were added, and 14 channels (7 for inbound, 7for outbound) became available.
Adoption of QPSK and error correction sign enhanced speed and reliability of communication.
- Two-way communication with 4 Mbps is available for 56 vehicles (maximum) in 30m application area.
- It is reflected in ITU-R recommendation 1453 as an international standard.

Table 3.3-4 Overview of ARIB STD-T75 Standard
Access method
Frequency
TDMA multiplex
Number of channel
Interval of send and receive
frequency

TDMA-FDD
5.8GHz band
8, 4, 2
Inbound:7, Outbound:740MHz
π/4 shift
DQPSK (Differential QuadraturePhase Shift Keying)4096kbps

Modulation method

ASK (Amplitude Shift
Keying)Transfer speed

1024kbps

Access control method

Adaptive slotted ALOHA method

Communication available
speed
Error correction sign

180km/h (maximum)
CRC

BCH sign

ARIB STD-T85 has been drawn up utilizing the extended communication specification related to DSRC
Application Sub-Layer (ASL) as a standard specification in order to make multiple applications
executable on the DSRC system prescribed in the DSRC system standard, ARIB STD-T75. ARIB
STD-T85 provides a logical structure that makes it easier to use onboard devices and apply them tobusiness processing systems that have not been targeted, such as applications using the Internet.
[Reference] Overview of Vehicle-to-Vehicle Communication Technology
Vehicle-to-vehicle communication technologies have been trial tested for practical applications in Japanand the United States, amongst other countries. An example of Japan’s vehicle-to-vehiclecommunication technology (ITS FORUM RC-006) is depicted blow.

3-11

3 Components of ITS[Reference] Overview of Vehicle to Vehicle Communication Technology
A vehicle-to-vehicle communication technology is expected to be deployed to applications relating tosafe driving assist and vehicle operation. However, the challenge is that the positive effects of theintroduction of a vehicle-to-vehicle technology do not appear until the technology becomes widely usednationwide. This is because they are dependent on the penetration rate of the technology. (Theprobability of materialization of communication is proportional to the square of a penetration rate of thetechnology.)- ITS FORUM RC-006 is the guideline which describes the specification of V2V communication system
aimed at safe driving support, by ITS information communication forum.
- It is issued to use 700 MHz effectively, which became available by the analog broadcast end.
- It is aimed at one-way broadcast and being available for hundreds of vehicles.
- Application to safe system is expected because of UFH- Consideration of effective use is necessary because there is only one available channel.
- Use for V2V communication was expected at first, now use for V2I communication is expected.
Table 3.3-5 Specification of ITS FORUM RC-006
Access method
Frequency
Number of channel

Modulation method

Transfer speed
Packet length
Frame cycle
Error correction
Aerial power
Communication available speed

CSMA / CA method
720MHz band
1
OFDM
Symbol modulation method BPSK, QPSK, 16QAM
Number of subcarrier wave 52
Effective symbol length
8.0μs
Guard interval length
1.6μs
Occupancy band
8.3MHz
18Mbps (maximum)
1,500octet (maximum)
100ms or its integral multiple
Convolutional code with constraint length 7, R=1/2, 3/4
10mW / 1MHz (maximum)
Relative speed between 0km/h and 140 km/h

Source: ITS Forum “Experimental guideline for driving support communication system using 700MHz band”

ARIB STD-T109 is a standard for communication between cars drawn up using ITS FORUM RC-006,
an experiment guideline in the 700 MHz range.
In an environment where there are a lot of cars on the road, access control is required to prevent
packets from sending from these cars simultaneously. Therefore, ARIB STD-T109 uses CSMA/CA, anaccess control method used in wireless LAN.
ARIB STD-T109 is a common communication system that time-shares one channel in the 760 MHz
range and operates communication between cars and between a road and a car.

3-12

3 Components of ITS[Reference] Issues on Frequency Allocation for V2V and V2I communications
In general, allocating frequency is a high priority issue in radio utilization, as well as in ITS application.
Currently, key frequency bands being discussed globally are: 5GHz band mainly allocated to V2V andV2I communications, and 79GHz band considered to be allocated to millimeter wave radar for object
sensing.

EFC

EFC

Figure 3.3-2 Frequency Allocation of 5.8GHz-5.9GHz bands(Source: Presentation at the UTMS Seminar, January, 2014)
The figure above shows the comparison of 5.8GHz-5.9GHz frequency band allocation in Europe, North
America, and Japan, respectively. In Japan, 5.77GHz-5.850GHz are allocated to Electronic Fee
Collection (EFC) and ETC2.0 (ITS Spots) and widely used already.
Although 5.875GHz-5.905Hz band in Europe, and 5.850GHz-5.925GHz band in North America areallocated to V2V and V2I communications of C-ITS(Cooperative ITS), they have not been widely used
yet. Then, wireless communications without any permission required such as Wi-Fi required wider
bands and share the band with ITS applications.
Today, 5.8GHz-5.9GHz band is allocated as industry-science-medical (ISM) band, or national defense,
and weather radar. However, sharing Wi-Fi communications without any authorization would cause
frequency interference, and become serious problems in ITS applications which require immediacy andreliability. For instance, there are discussions on pros and cons of allocating 5.725GHz-5.875GHz bandto broadband wireless communications such as Wi-Fi in EU nations. Therefore, countries face an urgent
issue to allocate 5.8GHz-5.9GHz band to ITS applications and launch new services.

3-13

3 Components of ITS

3.4 Positioning
3.4.1 Necessity for Location Information for ITS
ITS is designed to resolve not only vehicle/traffic issues, such as traffic accidents, traffic congestion andadverse effects on the environment - but also social issues, such as the aging of population, urban issues,
promotion of tourism, and sustainable economic development.
The fact that ITS is a mobile object (vehicle), rather than a system established in a manufacturing plant orin an office plays a central role in its potential for success.
The basic structure of ITS consists of five components: sensing, positioning, mapping, communication,and networking.
In other words, mechanisms for the distribution, storage, and processing of information work
collaboratively to operate a variety of applications by effectively utilizing these five technologies; sensing
technology for collecting information on external circumstances via camera or radar installed on a moving
object or road infrastructures; positioning technology for identifying the location of a moving object;mapping technology for plotting and displaying the location on a map; communication technology forlinking a moving object to the Center (a base station), as well as a moving object to other moving objects;
and networking technology. (See Table 3.4-1 Driving support applications using map)
In addition, in recent years, increasing importance has been placed on traffic probe information
applications which utilize information collected from a vehicle. As probe information applications require
highly accurate location information, there is a higher requirement for highly accurate location
identification technologies.

3.4.2 Accuracy of Location and Identification Technology Required for ITS
Of all the moving objects, vehicles are operated in a very limited space called a “road.” While airplanes flyin the air where there are no obstacles and ships cruise on open oceans and seas, vehicles are often
operated in a confined space surrounded by obstacles such as inside tunnels, elevated highways,
underground roads and parking facilities. Despite this, the demand for low-cost location identification
technology is much higher in the case of vehicles compared to airplanes or ships because most of thevehicles are owned by individuals.
It is because of this high demand that the required specifications of location identification technology in a
vehicle are low cost and the capability to accurately identify location even in a confined space surroundedby obstacles.

3-14

3 Components of ITS

Table 3.4-2 summarizes the relationship between the accuracy of location information and ITS
applications. In addition, Table 3.4-3 lists the location identification technologies that are now commonly
used.
GNSS is widely used as an ITS application due to cost advantages of roadside units and onboard
equipment. However, GNSS has disadvantages such as the inability to accurately identify location suchas inside tunnels, areas mountainous or surrounded by buildings, to name a few – and it’s susceptible toerror by over a meter. In order to establish an application using relative locations of pedestrians andvehicles, accuracy of technology in location identification needs to be further improved. Projects toimprove high-precision positioning include EU’s Galileo System, and Japan’s Quasi-Zenith Satellite
System (QZSS). Other approaches to improve positioning accuracy by using correction data fromroadside units are important in positioning at enclosed locations such as tunnels, indoor parking, etc.
where satellite acquisition is difficult.

3-15

3 Components of ITS

Table 3.4-1 Driving support applications using map
Mode1) Stop section

Map data
Static information
Dynamic information
Speed regulation
Information on
hazardous section
Information on sag
section, speed
Information on stop2) One-way lane

Information on one-way

Targets
1) Speed regulation
1-1. Speed information

2) Safe speed3) Congestion at sag

1-2. Traffic regulation
information

1. Road information
provision

1-3. Lane information

1) Driving lane

1-4. Sign information

1) Sign
1) Congestion
2) Workzone3) Special traffic
regulation

1-5. Traffic information
1-6. Road surface
information

1) Flooding, freezing

1-7. Zone information

1) Traffic calming zone

1-8. Weather information

1) Rain, snow
2) Visibility
1) Merge
2) Overtake

2. Information
provision on
surroundings

2-1. Surrounding vehicle 3) Direction change
information
4) Oncoming vehicle

Information on regulated
Changeable information
lane, changeable lane
Sign information
Congestion information
Workzone information
Special traffic regulation
information
Flooding, freezing,
weather information
Information on trafficcalming
Weather information
Visibility information
Merge section
Overtake prohibited
sectionDirection change
prohibited section
Road width

Orbit information,
availability of orbit
Detail information on
1) Straightintersection
Detail information on2) Right turnintersection
Detail information on
3) Left turnintersection
1) ACC (adaptive cruise Gradient of road,control)curvature
Gradient and curvature2) Shift controlof roadGradient and curvature3) Suspension controlof roadGradient and curvature4) Light controlof roadGradient and curvature5) Stability controlof roadGradient of road, charge6) Electric power control
area
Lane information
1) Lane keep
(branch, merge section)
regulation speed,2) Speed control
dangerous speed3) Stop
Information on stop5) Tram2-2. Intersection
information

3-1. Vehicle
characteristics control

3. Vehicle control

3-2. Vehicle control

4) collision avoidance
4-1. Environmental
information

1) Reduction of CO2
emission
1) Parking lot

4. Mobility support
4-2. Traffic node
information

2) Park and ride3) Multi modal

Road shapesensor / communication

Merge information
Surrounding vehicle
information
Surrounding vehicle
information
Oncoming vehicle
information
Tram information
Oncoming vehicle
information
Oncoming vehicle,
pedestrian information
Oncoming vehicle,
bicycle information
Distance between
leading vehicle

Roadsurface information
Roadsurface information

Roadsurface information
Roadsurface information
Lane information
Roadsurface information

Roadsurface information

Information on gradientand curvature of road
Congestion informationand speed
Parking lot information
Occupancy, parking(location, operating time) location
Parking lot information
Operation of public(location, public
transport, occupancy,transportation)parking location

Distance between
leading vehicle, relative
Fuel consumption
information

Operation of public
Traffic node informationtransport, occupancy,(parking lot, connection)parking location

Source: ITS Japan next generation digital road information committee“Report on activities of next generation digital road information committee in 2009”3-16

3 Components of ITS

Table 3.4-2 Accuracy of location information required for ITS applications
Accuracy of location
information
±10m
±1m
±0.1m

Relation with road

ITS application

Route
Inbound / outboundLane, stop line,
vehicle, humanRoute guidanceRoad information provision (alert)
Safe driving support, vehicle control,
V2V cooperation, V2P cooperation

Table 3.4-3 Comparison of generally used positioning technology
Positioning
technology

Accuracy

Characteristics

GNSS*± severalmeters- Recognize position on earth using four GNSS satellites
out of 24 around earth and receiver.
- Cannot recognize position in places where GNSS wave
doesn’t reach such as tunnel.
- High accuracy will be realized by correction using
QZSS (Quasi-Zenith Satellite System)

Mobile basestation± several
hundredmeters- Recognize position by ID of base for cell-phone and
PHS and strength of wave from the base.

RFID± several
centimeters

Wireless LAN± severalmeters- Accuracy is high- Recognize position by reading RFID tag on roadside.
- There is an example of automated driving experimentusing similar method (magnetic nail)- Recognize the position of wireless LAN client byarriving time and strength of wireless LAN wave.
- Only in the vicinity of wireless LAN base station.

*Technologies for correcting GNSS’s location identification include correction technologies utilizing
ground-based infrastructure beacons, correction technologies utilizing information from dead-reckoning(DR) sensors, such as compasses, gyroscopes and wheel pulses equipped in onboard unit or vehicles,
and correction technologies using digital road maps.

3-17

3 Components of ITS[Reference] Highly accurate positioning using the Quasi-Zenith Satellite System
The Quasi-Zenith Satellite Systems is a satellite positioning system developed in Japan, which performs
positioning highly accurately using the same frequency (1575.42 MHz) signal as that of the GNSS andcomplementing the GNSS.
The geostationary orbit is a circular orbit looking as if it stopped from the ground because it stays on thesame longitude by moving at the same speed as that of the earth’s rotation. An inclined geostationary
orbit is called the Inclined Geosynchronous Orbit. It forms a figure of eight in the south and north fromthe earth. The quasi-zenith orbit is an orbit that can stay longer in the northern hemisphere by making
the inclined geosynchronous orbit elliptical.

1) (1) GNSS compensation
A quasi-zenith satellite can stay for 13 hours in the northern hemisphere. The positioning system isplanned to include three quasi-zenith satellites and one geostationary satellite. Any one of the threesatellites launched to different quasi-zenith orbits is planned to cover areas around the vertex of Japan,
but only one satellite is used now. Though four satellites are required for positioning, it is not uncommon
to have less than four satellites on the LOS (line of sight) between buildings. As one more satellite of
LOS can ensure they are in the vertex, positioning between buildings can be improved.
Even a signal from a LOS satellite has an error in the quasi-distance due to multiple paths. However, asatellite with a higher elevation angle can emit an electric wave which then reflects a wave that moreeasily reaches near a building, than one with a lower elevation angle. This means that in the centre of aroad distant from a building, a signal from a satellite with a higher elevation angle like a quasi-zenithsatellite is insulated from the influence of multiple paths - and less influenced by positioning of a car
navigation system. A quasi-zenith satellite stays around the vertex in Japan and Australia while it does
not appear in South-East Asian countries but it can ensure its significance of existence as a satellite witha higher elevation angle.

2) (2) GNSS reinforcement
As a signal of a GNSS is sent from space of 20,000 km or more above the ground, it is faint. An electric
wave is difficult to reach and has an error due to the influence of various natural environments, surface
topography, and ambient radio wave environments. GNSS reinforcement aims at realizing highly
accurate positioning by giving a quasi-zenith satellite’s original reinforcement information. A quasi-zenithsatellite is expected to provide highly accurate positioning anywhere nationwide as it sends anunaffected signal from directly above.

3-18

3 Components of ITS

3.5 Mapping
Positional data need to be associated with map data. Obtaining positional data alone would not provide
the location of a moving object, or route search function unless positional data are linked with map data. A
number of map data are required for ITS: base map data, road network data (link/node), and informationon the above data connected, road characteristics data (traffic restriction, stop line, sidewalk, interchange,etc.), static information (landmark, warning, etc.), and dynamic information (traffic restriction, road surface,
weather, etc.). These data turn into useful information to drivers through applications such as route search.
Therefore, completeness, accuracy, and “freshness” are required for data in each application. In particular,
freshness is critical in map data for user convenience. A method to keep the map as up-to-date as
possible with information which is renewed every day is the key. If a route search application does notrecognize a newly opened road section, the service would not be provided to users. How to update map
data is fundamental in ITS application.
The concept of Dynamic Map in terms of international standards, currently under discussion, is amechanism to build a map overlaid with static information such as landmark, and dynamic informationsuch as local information and traffic signal. In order to realize driving support service, systems of linking
the base map with static, quasi-static, quasi-dynamic, and dynamic data is essential.

•

Figure 3.5-1 Concept of Dynamic Map(Source: SIP-adus)

3-19

ITS forecast information(information on nearby vehicle &pedestrian, traffic signal, etc.)•

Information on accident, congestion,
local weather forecast, etc.

•

Information on traffic regulation, roadwork, weather forecast for wide area•

Information on road surface, traffic
lane, 3D structure, etc.

3 Components of ITS

3.6 Sensing
3.6.1 Sensing Technology for Further Improving Traffic Efficiency
In order to further improve traffic efficiency, it is important to fully understand the mechanism of traffic
congestion and detect the causal factors of the congestion.
Traffic congestion is expressed by traffic flow rate (q) and average speed of traffic flow (v), and it isimportant to understand the status of these factors.

Free flow
Critical flow

Congested
flow

Figure 3.6-1 Relation between traffic flow ratio (q) and average speed (v)(1) Sensing Technology for Measuring Average Speed of Traffic Flow (v)A variety of sensors have been developed and put to use for the purpose of measuring the average speedof traffic flow. The representative types of such sensors are shown as follows:

Table 3.6-1 Average speed sensing technology
Technology
OutlineUltrasonic wave sensor

Image processing- Sensor set downward
from gantry, or
sideways from roadside- Read license plates
for travel time
between two points

Optical beacon- From travel time
between two points(by acquiring ID with
optical beacon)- Low accuracy in- Necessity for OBUs tonight-time and badbe accommodated
weather- Widely used in EU and - Widely used in
Remarks- Widely used in Japan
US
Japan*In addition to the above, a technology for measuring the average speed of traffic flow by using a probe
Disadvantage- Machinery malfunction
and maintenancecar data is also available (provided that, if probe car data are not widely used, the frequency of suchmeasurement may be low).

3-20

3 Components of ITS(2) Sensing Technology for Measuring Traffic Flow Rate (q)Techniques for measuring traffic flow rate are roughly outlined as follows:

Table 3.6-2 Traffic flow ratio sensing technology
Technology
OutlineDisadvantage

Remarks

Loop coil

Ultrasonic wave sensor

Image processing- Embedded coils inroad surface todetect moving metal- Sensor set downward
from gantry, or sideways
from roadside- Recognize movement
and number of vehicles
by image- Machinery
malfunction andmaintenance- Machinery malfunction
and maintenance- High cost due to gantry
and sensor in each lane
- Not being able to detectvehicles out of lanes- Low accuracy innight-time and badweather- Widely used in EU andUS- Multiple lanes can bemeasured at the sametime.
- There is no restrictionof installing over thelanes

A sensing technology using a space-time Markov Random Field (MRF) model is taken up as an example
of image sensors. A space-time MRF model is a technology that performs sensing by putting a regional
division in place in a block of eight pixels by eight pixels as one unit and by defining a correlation in thetime axis direction that refers to the motion vector per each block between image frames. By using thistechnology, it is possible to obtain a variety of traffic statistics, including traffic flow rate (q) and average
speed of traffic flow (v) without being affected by changes in lighting intensity and the shadow of buildings,
among other things.

(a) Tracking against occlusion(b) Tracking in building shadow

Figure 3.6-2 Conceptual diagram of time-space MRF model and an example of sensing

3-21

3 Components of ITS

3-22

4 Applications

4.

Applications

4-1

4 Applications

4.1 Traffic Control
4.1.1 Content of Application
On urban and inter-city expressways, the occurrence of events such as traffic congestion, traffic accidents,
abnormal weather and disasters poses a problem in ensuring the safety of road users and smooth trafficflow.
The purpose of a traffic control system is to ensure the safety of road users and smooth traffic flow. Thisis done by collecting information concerning a variety of events that occur on roads and the resultant roadconditions, traffic conditions and weather conditions – and then processing and providing suchinformation to road users in a prompt and proper manner.

4.1.2 Configuration of Traffic Control SystemAtraffic

controlsystemlargely

consistsof(i)informationcollection

infrastructure,(ii)

information-processing infrastructure, (iii) information provision infrastructure, (iv) communications
infrastructure, and (v) monitoring infrastructure. In addition to the above infrastructures, disasterprevention infrastructure may be included if there are structures that need to be monitored, such as
tunnels.
(i) Information Collection Systems
The information collection infrastructure collects information on traffic conditions, weather conditions, etc.
As for the method of collecting information on traffic conditions, a vehicle detector is employed in manycases for collecting information on traffic volume, speed, and occupancy levels. The following
infrastructure have come to be used more often in recent years: probe cars capable of continuously
collecting information on traffic conditions, imaging sensors capable of detecting unexpected incidents(such as sudden deceleration, traffic accident and falling objects), and license plate readers capable ofdirectly measuring required travel times,. As a side note, the method for collecting information on required
travel times by utilizing EFC’s information on time when a vehicle passes through a tollgate has been put
to practical use in Japan.
In addition, it is recommended to install weather sensors such as rain gauges to cope with the spate ofrecent “guerrilla rainstorms” (localized torrential rains), and flood meters in locations that tends to besubmerged by floods, such as underpasses.
It is possible to promptly obtain information on disabled vehicles or falling objects on roads by installing
emergency telephones and CCTV monitors at regular intervals along roads.
Furthermore, in order to optimally control the entire road network, it is recommended to collect information
on adjacent expressways and ordinary roads that run parallel to expressways, from other road managers.

4-2

4 Applications(ii) Information-processing Systems
The information-processing infrastructure processes a vast amount of information provided by the
information collection infrastructure, evaluates the levels of traffic congestion, prioritizes information thatneeds to be provided to the information provision infrastructure, and processes the content of information
to be provided.
In recent years, systems have been developed to provide road users with information on projected traffic
conditions by analyzing real-time traffic conditions and past trend data. On the metropolitan expressways
in Japan, a road information board displays not only information on traffic congestion (such as
traffic-congested zones and length of traffic congestion) but also information on trends in changes intraffic congestion.
(iii) Information Provision Systems
The information provision infrastructure provides information processed by the information-processing
infrastructure to road users.
Road information boards and highway radio applications are commonly used as the information provisioninfrastructure. A road information board provides more specific information, such as information on areas
where there is traffic congestion or traffic is regulated and the length of traffic congestion. If there are
wide-area detour routes available to avoid traffic congestion, it is recommended that a graphic roadinformation board be installed to provide road users with information that enables them to visually
understand traffic conditions and available alternative routes and decide on optimal routes which suit
them.
Currently, information for personal computer (PC) compatible or Internet-compatible mobile phones andsmartphones is also provided to road users via the Internet. In addition, it is possible to provide moredetailed information to road users by installing a large display road information board or an interactive
road information kiosk in expressway rest areas, which is a computer terminal that provides roadinformation to road users.
In Japan, road-to-vehicle communication systems such as IVI or ITS Spot are utilized as a means ofproviding information to road users while they are driving. This information includes wide-area roads andcomparisons on the number of available routes, amongst other information. It is recommended thisinformation be provided to road users to assist in their effective use of road networks.
(iv) Communications Systems
The communications infrastructure connects the information collection infrastructure and the information
provision infrastructure, both of which are installed roadside, to the information-processing infrastructure,
which is installed at a road manager’s traffic control center or similar.
In Japan, such a connection is often made via wire communication (optical fiber or exclusive line). In
recent years, optical fibers have been more extensively used because they are superior in terms ofcommunication capacity and scalability.

4-3

4 Applications

In cases where roads are newly constructed, it is more efficient to install the communications
infrastructure concurrently.
If it is difficult to newly install a wired communication network for costs and other reasons, it is possible touse an Internet connection as a virtual private network (VPN) connection or use radio communication
networks, provided that, as such methods are inferior to an exclusive wired communication line in terms of
reliability, it is necessary to fully compare and review all the available methods.
(v) Monitoring Systems
The monitoring infrastructure displays and monitors a variety of information, such as road traffic
conditions collected by the information collection infrastructure, the results of information processing
conducted by the information-processing infrastructure and the status of information provision.
In many cases, the monitoring infrastructure consists of a large monitor display unit and an operation
console. In recent years, the method of displaying a simplified route map showing road routes undercontrol and their traffic conditions in a monitor display unit in an easy-to-understand manner has becomea favoured method.

Figure 4.1-1 System configuration flow

4-4

4 Applications

Figure 4.1-2 The whole image of the technology related to ITS

4-5

4 Applications[Reference] Example of Traffic Control System
Expressway companies are monitoring the traffic situation of expressways for safe, secure, andcomfortable driving and are evaluating a variety of equipment necessary for traffic control 24 hours aday. Figure 4.1-3 shows the example of traffic control center of Central Nippon Expressway Company
Limited.
Traffic control and facilities control

From users

Road control center

Informationacquisition

Facilities control

Understanding ofsituation & decision

Traffic control

Central NEXCO collects

Initial countermeasures

Information
provision

Monitoring andcontrol of facilities

水噴霧設備

Figure 4.1-3 An example of traffic control center(Source: Central Nippon Expressway Company Limited)

4-6

4 Applications[Reference] Active Traffic Management (ATM) in the UK
Chronic traffic congestion to the tune of 120,000-plus cars occurs every day on the M42 near
Birmingham in the UK. Active Traffic Management (ATM) was introduced on road sections of 17km in2006 in an attempt to combat this problem.
ATM aims at alleviating traffic and improving safety by actively managing traffic. It does this by using
information technology such as changing regulatory speeds and opening berms to general drivers
according to traffic.
In a normal traffic situation, if nothing is displayed on the variable information sign, the speed is limited
to 70 mph (approximately 110 km/h) and berms are available only in the case of emergency.
When the system confirms congestion, the vehicle detection loop and CCTV in the control room informs
drivers of countermeasures on the variable information board. First, “congestion alert” and “accident
alert” are displayed. Then the speed limit and lane closure are displayed.
As congestion and accidents increase traffic, berms are used for general traffic. When the closure
information on the variable information board disappears, the speed limit is displayed for drivers.

Figure 4.1-4 Active Traffic Management (ATM) on M42

4-7

4 Applications

4.2 Traffic Signal Control
4.2.1 Content of Application
In large city areas where traffic congestion has become very serious, it is possible to increase theefficiency of traffic flow by adopting more sophisticated signal control systems to help alleviate traffic
congestion.
For methods of traffic signal control, a coordinated signal control system is commonly used. This systemdefines main roads as primary roads and roads that intersect with primary roads as subordinate roads;
traffic on primary roads is then controlled on a priority basis. Studies are currently underway on a network
signal control system which aims to optimize traffic flow across the entire road network through the further
sophistication of coordinated signal control.

Road network

Controlparameters
Sub area
Node nLink tC: cycle, S: split, O: Offset, j: Joint link

Figure 4.2-1 Conceptual diagram of network control(Source: S. Kamijo, Sensing technology for making traffic efficient)
It is also possible to perform more sophisticated signal control functions by using real time traffic datasuch as traffic volume, occupancy rate and queue length (see the next page).
A vehicle detector, which is installed on the upstream section of a traffic signal, is commonly used tocollect information on traffic volume, occupancy rate, etc.

4-8

4 Applications

Table 4.2-1 Classification of Traffic Signal Control by Generation and Key Input Data
Generation
1
1.5

Designed control
contents
Traffic volume
Traffic volume/
Occupancy2

Traffic volume/
occupancy/
vehicles in queen/
degree of saturation
All of the above, andestimated time of arrival(detector -> stop line)

2.5

3

All of the above, andforecasted time of arrival

Control design

Control

Systems abroad

Designed off-line
Designed off-line,
but use data ofdetectors
Online generated

Fixed time control
Pattern selection withunit time data

SCATS
(split, offset)

Compute per time unit
with time unit data

SCATS (cycle)
SCOOT (cycle)

Online generated

Calculate estimateddelay per second(cycle/signal indication)

Online generated

Calculate forecasted
delay of 1 – 2 minutes
ahead per 3 – 5
minutes

SCATS(split, offset)
MOVA(isolatedintersection)
OPAC (US)PRODYN(France)UTOPIA (Italy)

Source: Japan Society of Traffic Engineers, Revision of manual for traffic signal

4.2.2 System Configuration
In order to further advance traffic signal control and obtain a more detailed understanding of the traffic
data, the following methods can be utilized (in addition to an existing vehicle detector): (i) installation of
new sensors at intersections (utilization of imaging sensors, etc., for the collection of data, such as inflow
traffic volume, outflow traffic volume and bifurcating traffic volume by direction) and (ii) utilization of probe
car data for the collection of data on vehicle speed and queue length.
Through the installation of new sensors at intersections by utilizing probe car data, traffic signal control
could be sophisticated. By assuming inflow traffic volume and queue length as the amount of vehiculartraffic demand, it is possible to determine the cycle length that is required to cope with such vehiculartraffic demand and the distribution of traffic signal splits. It is also possible to determine optimal offsets
between intersections based on vehicle speed data obtained from probe car data.
In order to enhance the reliability (real-timeliness) of data on vehicle speed and queue length from probe
car data, it is necessary to secure a sufficient number of vehicles fitted with probe devices.

4-9

4 Applications

Figure 4.2-2 System configuration flow

4-10

4 Applications[Reference] Example of Traffic Signal Control and Traffic Control Systems in Japan
In Japan, a traffic control system that is capable of controlling all traffic conditions from under-saturation
to over-saturation has been realized by implementing either macro or micro control, or both macro andmicro controls in combination, depending on traffic conditions.
In Japan, signal control is performed by using sensors that are installed roadside at close intervals. In
countries or cities where the number of existing roadside sensors is small, it is possible to realize moresophisticated signal control by introducing probe car data that is capable of measuring both the length oftraffic congestion and vehicle speed as well as utilizing data obtained from probe car data for signal
control.

Traffic
control center
交通管制センター

制御

上

流

の

交

通

情

報

プロ
ーブ
情報

報
セン
サ情

信号

報

サ情
セン

制御

信号

Arterial
一般道road
渋滞
長計
測●Macro control“MODERATO”- Japanese unique method of measuring congestion length- Execute suitable control continuously based on congestion length in addition to traffic volume●Micro control “Profile traffic signal control” changed from “Sensitive control”- Control traffic signal finely based on the traffic volume of the upstream- Correspond to rapid change in traffic volume- Function individually without traffic control center
Figure 4.2-3 Image of the system using Japanese style traffic signal control and traffic control

4-11

4 Applications[Reference] Representative Traffic Signal Control Technologies
A variety of traffic signal control systems have been developed in many countries of the world. The threemost well-known traffic signal control systems in the world are Australia’s Sydney Coordinated Adaptive
Traffic Systems (SCATS), the United Kingdom’s Split Cycle Offset Optimization Technique (SCOOT),
and Japan’s Management by Origin-Destination Related Adaptation for Traffic Optimization(MODERATO).
(1) SCATSIn SCATS, the basics of signal control are the optimization of splits at a single intersection. The degree ofsaturation (DS) is used as a parameter, and splits are controlled according to the rate of DS ofintersecting traffic flows. In SCATS, loop detectors are installed in front of the stop line of an intersection,
and DS values are calculated based on the ratio of ON-OFF time of these loop detectors. In the following
figures, thick lines represent the ON state, in which a loop detector detects a vehicle.

Detector installed area(a)Detector installation in SCATS
g secondt second

Saturated flow

Unsaturated flow

Congestion due
to traffic ahead(b)Concept of Loop Detection

Figure 4.2-4 Traffic Flow Measurement Method in SCATS
Broadly speaking, the time when a loop detector is ON is short when traffic is light, while it is long when avehicle queue is generated by traffic congestion.

4-12

4 Applications

The number of passing vehicles and the inter-vehicle time are measured immediately before the stop
line. This will not only directly measure the level of congestion at an intersection but also facilitate system
control by consolidating measuring sensors near an intersection. SCATS has been adopted in many
countries in Asia because of its simplicity. Loop detectors are commonly used for SCATS but their main
disadvantage is the high cost of installation and repair. Going forward, it is important to try to reduce thecost of installation and repair by adopting imaging sensors, etc.

(2) SCOOT
SCOOT’s main characteristic works by optimizing offsets by predicting vehicle arrival profiles. For thisreason, in the case of SCOOT, it is desirable to install detectors upstream from the average queue length
at a traffic light. In fact, in many cases, detectors are installed on the upstream side and at locations
about 20 meters from the exit of an intersection.

Detector installed area

Figure 4.2-5 Detector installation in SCOOT(3) MODERATO
MODERATO, an index that utilizes the number of vehicles queued at an intersection, is used as DS. This
is in addition to the inflow traffic volume into an intersection as used in SCOOT. As there is heavy traffic
congestion in Japan, DS is weighted by the demand of vehicles in queue at an intersection. It is not
unusual in Japan for the length of traffic congestion to extend past one kilometre. Because of this,sensors are installed for more than one kilometre at an interval of several hundred meters from a criticalintersection where traffic congestion is heavy.

SCATS, which is designed primarily for traffic signal control for a single intersection, is designed tocontrol offsets by selecting patters according to traffic volume. Thus, it looks like offsets are controlled on
an after-the-fact basis. In contrast, SCOOT is a strategy that is intended to allow arriving vehicles to passthrough an intersection in the most efficient manner by preparing vehicle arrival profiles, and it forms thebasis of today’s coordinated signal control systems. In MODERATO, which is based on SCATS, thelength of congestion is factored into DS with the aim of reducing lengthy and heavy traffic congestionthat originates from congestion at a critical intersection where main roads cross each other.

4-13

4 Applications

4.3 Electronic Fee and Toll Collection (EFC) System
4.3.1 Toll System
There are two methods of Electronic Fee Collections (EFC): DSRC and autonomous methods. DSRC
charges tolls using vehicle to infrastructure communications between roadside antennas and onboard
units. Autonomous method charge tolls by onboard unit by acquire its own location based on information
through Global Navigation Satellite System (GNSS).
DSRC method has advantages of high accuracy, making fraud difficult, as well as not requiring
communication costs. However, it requires furnishing facility at every location for tolling, and thus, it is notsuitable for having numerous tolling points or for toll roads that often change tolled sections.
Autonomous toll method has advantages of changing setting flexibly such as distant based toll. However,
it would require roadside facility to regulate and control fraud. It also requires high communication costs.

4.3.2 Service Contents
EFC with DSRC is a system designed to manage the entry of vehicles to a toll road as well as processing
the payment of tolls by utilizing radio communications between the EFC onboard unit of passing vehicles
and a roadside system. EFC users can enter a toll road without having to stop at a toll gate. With the useof EFC, it is also possible to offer EFC users a mileage bonus program that is based on the amount of tolls
paid (reward points are given to EFC users for the amount of tolls paid and when a certain level of reward
points is accumulated, they can be used to pay a part of tolls.)
In addition, it is expected that the use of the EFC toll payment processing system using DSRC will be
expanded to serve as a multipurpose payment processing system, such as for processing payments atparking facilities and gasoline stations. DSRC, which is suitable for use for free-flow systems (payment of
tolls using radio communication devices installed alongside a toll road), is capable of coping with a wide
variety of charging methods.

Figure 4.3-1 Image of EFC system

4-14

4 Applications

Table 4.3-1 Contents of each application
Application
Payment process

Mileage

Contents- Automatically collect tolls based on travel distance or flat rate
system at barriers of toll road
- Correspond to discount process such as time-based discount- Issue points based on the fee- Toll can be discounted depending on the accumulated points

4.3.3 System Configuration
DSRC EFC consists of roadside antennas, roadside units, in-vehicle onboard unit, and Integrated Circuit(IC) cards.
Information about the tolls is exchanged at the entrance or exit of a toll road via two-way radio
communications between vehicles and roads using active DSRC in the 5.8 GHz band, and tolls arecharged according to the distance traveled. Depending on its system configuration, EFC is also capableof being flexible, coping with a variety of toll collection methods, such as distance-based pricing, flat rate
pricing, time-based discount pricing, and long distance travel discount pricing.

Figure 4.3-2 Mechanism of DSRC EFC (Source: ITS Handbook)

4-15

4 Applications

VehicleRoadside

CenterOther entities

EFC OBEV2I communication
function

DSRC RSU
V2I communication
functionControl infrastructure
Payment processing
serverCredit payment
system

EFC processing
function

Roadside infrastructure

ID control server

Backyard system

Mileage point control
serverGate bar
Toll display

EFC card

TV camera

Figure 4.3-3 System configuration flow
In the case of EFC, a Radio Frequency Identification (RFID) tag system is made available in addition to an
active system and a passive system. The comparison of different EFC systems is shown in the tablebelow. It is recommended that, as there are advantages and disadvantages in each of these EFC systems,
the adoption of an EFC system be studied carefully, taking future scalability into consideration.

4.3.4 Expanded services
The autonomous EFC serves to charge tolls on motorists but it is also used as a platform for a wide rangeof ITS services thanks to the sophisticated functions embedded in onboard devices, including seamless
self-positioning, communication with the centre system and driver interface.
Examples of these services are provided below. An autonomous EFC is generally superior to asmartphone in position orientation accuracy and device reliability with the ability to solve regional roadtraffic problems and wide commercial applicability.
(1) Traffic Management
Meticulous traffic information (vehicle position, speed, origin and destination, etc.) is compiled fromonboard devices and analyzed to formulate, regulate and guide road planning.
(2) Travel/Traffic Information
Traffic and congestion information is relayed to the driver and optimal routes that avoid jams are provided.
(3) Public Transport Information
Bus operation conditions are assessed and communicated to users and controls such as departure
increases and route changes.
(4) Taxi Dispatch
A taxi dispatch system utilizing onboard devices and communication infrastructure to facilitate dialogue
between users, taxi managers and drivers.
(5) Fleet Management
Truck and other commercial vehicle operation conditions are assessed to facilitate scheduling.

4-16

4 Applications[Reference] The Image of the Processing of the Payment of Tolls on Toll Roads (where tolls vary
according to the distance travelled) The comparison of the processing of the payment of tolls by onboard unit and the Centre (using aread-only RFID system, etc.) is shown below. If tolls are processed by the Centre, there is a heavier
burden on the Centre. This means the Centre must be highly reliable, as all relevant data collectedboth at the entrance and exit of a toll road must be sent to there and then consolidated by the Centre
itself. In addition, the relevant communication network must be highly reliable as there is an exchangeof data between the Centre and roadside infrastructures.
 Alternatively, if tolls are processed by onboard unit, there is less of a burden on the Centre. With the
charging and payment of tolls processed by onboard unit and a roadside unit, the Centre is only
processing the settlement of tolls with card issuers.
1)

When Payment of Tolls Is Processed by Onboard unit
Road administrator
Central unit

IC card

IC cardOBU

Input ofentrance
data

Payment

Load ofentrance
data

Charge,pay

OBU
ChargeRSU

RSU

Payment
data
Financial
institutions

Figure 4.3-4 Image of payment processing with OBU
2)When Payment of Tolls Are Processed by the Center (using RFID system)■Payment process
・Verification process(Entrance, exit, OBU-ID)
・Payment
Entrance data
（OBU-ID, etc.）

RFID

Charge, pay

Road administrator
Central unit

RFID

RSU

Financial
institutions

RSU

Figure 4.3-5 Image of payment processing at the Center

4-17

4 Applications[Reference] Examples of utilization of EFC Systems (utilization of EFC systems as smart IC systems,
etc.)
As it is possible to simplify a toll gate structure and eliminate toll collectors by utilizing DSRC EFC
systems, it is therefore possible to establish toll road interchange or entrance/exit facilities at lower costs
in a more flexible manner than those previously installed.
The installation of smart IC systems has already progressed in Japan and produced positive results. It
has alleviated traffic congestion, reduced travel time on ordinary roads, revitalized local economies andreduced the response time of emergency vehicles.


Example of smart IC

Figure 4.3-6 Example of smart IC (Miyoshi smart IC in Kanetsu Expressway) (Source: MLIT)

Example of Toll Road Exit for Ambulances

Figure 4.3-7 Example of Toll Road Exit for Ambulances

4-18

4 Applications[Reference] ERP (Electronic Road Pricing)Singapore has a road pricing system in place that controls traffic flow through its extremely congested
Central Business District (CBD) by charging any vehicle that ventures in. In 1975, it adopted a manualroad pricing system where police officers visually verified stickers affixed to vehicle windshields - butthey quickly realized that purchasing those stickers was burdensome and surveillance costs were high.
Planners ended up looking for a more flexible means of controlling traffic. The introduction of a newelectronic fully automated ERP system resolved these issues.

Figure 4.3-8 Road Pricing prior to ERP Introduction

Figure 4.3-9 ERP Overview

Because ERP is a completely electronic multi-lane free flow system, overall costs are low and there isno need for acceleration and slowing down at tolling areas making it both environmentally and user
friendly. A focus on the development of applications other than road pricing at the onset of system
conceptualization led to the adoption of a two-piece on-board device in which a prepaid IC card isinserted. The system is completely unmanned with cameras installed on gantries photographing any
vehicle without an ERP device mounted on-board. Any driver who may have forgotten to prepay theircards is sent a bill demanding the payment of a penalty fee automatically. Not long after ERP’s
inception, data showed a decline in traffic of approximately 20%.
As mentioned in item 3.4.3, the characteristics of ERP has realized services above and beyond mereroad pricing, that are both flexible and varied to an extent not experienced anywhere else in the world.

4-19

4 Applications

ERP is composed of antennas, vehicle detectors, surveillance cameras and lights mounted atop
gantries, devices installed in vehicles, IC cards and central computers. Tolls are determined by gantry
location, day of the week, time of day, and type of vehicle. Displays mounted on the gantry show the toll
amount, which can be visually checked by the driver when passing through. The on-board devices andantennas passively communicate in the 2.45 GHz band. Another feature is that almost all vehicles in
Singapore are equipped with ERP devices.

Figure 4.3-10 Overview of ERP System Equipment

Table 4.3-2 ERP Onboard Unit Standards
Radio frequency

2.45GHzRadio system

Passive system (homodyne detection)

Throughput

Down：56kbps
Up：124kbps

Card standards

ISO7816
ISO14443 Type B*

Temperature

0°C - + 85°C

*Card standards for Second generation OBU using Contactless IC card system

4-20

4 Applications[Reference] Autonomous EFC
Unlike DSRC, Autonomous EFC system, onboard devices acquire their own positions on the roadbased on signals received from GNSS satellites. Moreover, those devices communicate with centre
systems to report positioning and tolling information and update stored data.
A feature of this system is the lack of any significant roadside unit; however, in the interest of fairness,certain equipment is necessary for disciplinary purposes. For example, vehicles on a toll road without adevice installed onboard are photographed and charged a penalty fee. Equipment to regulate motorists
can be set up independently from tolling locations. For example, roadside infrastructure can beconstructed on major roads, whilst in other areas, mobile regulatory systems can be mounted in
vehicles to reduce costs, while maintaining maximum effect.

Figure 4.3-11 Standard configuration of an autonomous EFC(1) Germany and Slovakia's highway heavy vehicle tolling
In Germany, an automated tolling system for heavy vehicles of 12 tons or more operating on the
Autobahn was launched in 2005. It was later expanded to impose toll charges on some federal roads,
after trucks deviating on alternate routes to avoid tolling created congestion. In the summer of 2015, thesystem began tolling vehicles weighing 7.5 t or more. By 2018, all federal roads will be subject to tolling.
Slovakia's primary national highways and some regular roads began tolling heavy vehicles (3.5 t ormore) with an automated system in 2010.

4-21

4 Applications(2) Singapore's next-gen ERPWhile its DSRC-type ERP has already been introduced to alleviate downtown congestion, the city andstate plans to update it by switching to an automated tolling system. Planners want more accuracy than
the autonomous EFC projects being developed in Europe, enabling them better positioning among
Singapore's many buildings and tunnels and its particular road structure. They will also add multiple newfunctions to enhance motorist convenience such as traffic information transmissions and parking fee
charging. Launch is scheduled for about 2020.

4-22

4 Applications[Reference] Multi-purpose Payment System e.g. Parking
Multipurpose payment processing applications, such as those used to process payments at parking
facilities, consist of the following three applications; processing of payments, controlling the entry andexit of vehicles to a toll road (“entry-exit control”), and provision of facility information.
(1) Processing of Payments
Payment processing applications, such as those for processing payments at hourly parking facilities, areroughly divided into applications provided by the following two systems: a payment processing systemusing multipurpose IC cards and a payment processing system linked to vehicle numbers.
A payment processing system using multipurpose IC cards enables parking fees to be paid with regularcredit cards as pre-registration with the relevant parking facilities is not required. In addition, it enables awide variety of applications to be provided, such as recording information on discounts and reward
points and the usage of cards used for other payment processing applications, amongst other things.
A payment processing system linked to user numbers enables the provision of applications using EFC
onboard unit. But it requires pre-registration with the relevant parking facilities or a link to applications
for processing the payment of parking fees to EFC onboard unit’s vehicle number.

General parking lot (Credit payment)

ParkedEntry
ITS
ITS OBU

Exit
DSRC antenna

DSRC antennaITS
ITS OBU

Figure 4.3-12 Image of payment processing application(2) Entry-Exit Control
An entry-exit control system is divided into the following two types: the one using vehicle numbers andthe one using both user numbers and multipurpose IC cards.
An entry-exit control system using user numbers is designed to control the entry and exit of vehicles byreading the vehicle numbers of EFC onboard unit to identify whether vehicles are contracted or not. An
entry-exit control system using both vehicle numbers and multipurpose IC cards is designed to control
the entry and exit of vehicles by reading vehicle numbers or the ID numbers of multipurpose IC cards toidentify whether vehicles or their drivers are contracted or not.

4-23

4 Applications(3) Provision of Facility Information
Information regarding facilities like designated parking spaces for the handicapped, an overview offacilities, the usage of parking facilities, etc., is provided to ITS onboard unit in the form of text, voicecommands or still image, via push-type information distribution systems.

4-24

4 Applications[Reference] Examples of Application Introduction■ Introduction of parking fee settlement systems in Japan
 Machikado (Street Corner) e-Applications (Hanshin Expressway Company Limited)*Payment of parking fees can be automatically processed by using EFC at toll parking facilities.
(Implementation period: May 2008 to August 2014)
 Off-Expressway Parking Applications (Hanshin Expressway Company Limited)*The applications enable a user to pay the “through toll” by using EFC even when he/she exits an
expressway once, uses off-street parking facilities, and then re-enters an expressway again.
(Implementation period: February 2009 - ongoing) Times’ EFC Applications (Times 24. Co., Ltd.)*The EFC system can also handle affiliated applications (applications of providing discounts whenusing affiliated commercial facilities).

Figure 4.3-13 Example of Off-Expressway Parking Applications
Source: Hanshin Expressway Company Limited

4-25

4 Applications■ Introduction of a parking fee settlement system in Singapore
There are about 3,000 cashless parking lots all over the island constituting the EPS (Electronic Parking
System). Driver stress is greatly reduced as there is no need to stop or open and close the window
when entering or exiting a lot. Because the gate is managed by the host computer, parking fees can be
set at any random time making it a very advantageous system for the parking lot manager.

Antennaa) Gateb) System configuration
Figure 4.3-14 EPS (Electronic Parking System)

Compatibility with commuter cards began with the advent of 2nd generation onboard devices which had
their range of services upgraded in 2009. These can function with contactless IC card systems. Prior tothat was the incompatible first-gen onboard devices of the contact-type IC card system.

4-26

4 Applications

4.4 Probe car data collection
4.4.1 Contents of application
Probe car data collection is designed to monitor the operations of vehicles by obtaining information on
vehicle ID, etc., from passing vehicles via DSRC roadside radio communication equipment.
In the past, the main method for collecting road traffic information was to collect spot data using roadsidedetectors, and CCTV cameras but the utilization of DSRC or mobile phones for traffic data collection has
made it possible to upload probe car data from buses, taxis and ordinary vehicles. A mobile phone issuitable for collecting data from buses and taxis on a real-time basis but the disadvantage of using amobile phone for this purpose is that a user has to bear the relevant communication costs. On the other
hand, DSRC is not suitable for collecting information on a real-time basis, but its advantages is that
communication costs are free – and it can share information with EFC, amongst other things.
Probe car systems have made it possible to obtain sequential traffic data and it is expected that the use ofprobe car data systems will be further expanded to include the provision of a variety of applications, suchas traffic control, road management, and bus location systems.

Figure 4.4-1 Image of probe car data collection
Probe car data collection is provided by the five information collection related applications shown in Table
4.4-1. These applications are used for the collection of information on vehicle ID, time and location,
weather and vehicle behaviours, amongst other things.

4-27

4 Applications

Table 4.4-1 Contents of application
Application

Contents

Collection of vehicle ID- Vehicle ID

Collection of travel history- Information on time and location

Collection of detailed travel
history
Collection of vehicle control
information
Collection of operation
information- Information on speed, direction, acceleration, and angularvelocity- Information on outside temperature, wiper operation, ABS
operation, traction control- Information on vehicle, bus usage, freight vehicle, oversized
vehicle, hazardous material vehicle information

4.4.2 System Configuration
The basic system configuration as described below is used for collecting road traffic information usingprobe car data.
A network for the collection of road traffic information consists of roadside infrastructures and the centre.
The following application is used under this network format to provide road traffic information collection
applications; an application that collects data from roadside sensors and vehicles sends all the data to thecentre for data processing and provides information on road traffic and other conditions as processed by
the centre to travelling vehicles.

Control server
Dedicated network

DSRC RSU

Collect probe data
recorded on OBU
by active DSRC

V to I
communication

Figure 4.4-2 Image of system configuration

4-28

4 Applications

Figure 4.4-3 System configuration flow

4-29

4 Applications[Reference] Examples of probe car data collection
Road traffic information collection and provision applications using probe car data have already been
put to practical use in Japan. A representative example of such an application (Honda's Internavi
information applications) is shown below.
In this example, road traffic information is generated on a real-time basis based on probe car datacollected from more than 1.5 million members (as of March 2015) and then is provided to members on
their car navigation systems and smartphone applications.

Example of road traffic information
on display and the effects

Concept of the service

Figure 4.4-4 Example of traffic information collection in Japan
Also in the case of the Great East Japan Earthquake of March 11, 2011, road travel history informationcollected from probe car data is published on the Internet as the Traffic Performance Map (ITS Japan
published it after integrating probe data by multiple providers), which has been helpful for the promotionof rehabilitation and reconstruction efforts (Figure 4.4-5). Honda’s Internavi information applications
include the provision of information on disasters such as heavy rain, earthquake, as well as whiteout
forecast in snowy regions.

Figure 4.4-5 Example of providing the Traffic Performance Map

4-30

4 Applications

Figure 4.4-6 Example of providing information services at the time of heavy rain, earthquake
Source: Internavi homepage of Honda, http://www.honda.co.jp/internavi/

4-31

4 Applications

4.5 Road Management Using Probe Car Data
4.5.1 Contents of application
By using a probe car data system, vehicle data such as vehicle ID, time and location and acceleration, arecollected via roadside DSRC antennas, on a real-time basis or periodically and are then processed by thecentre to identify average travel speed, travel time, the occurrence of traffic congestion, a singular point inacceleration data, etc. The information thus identified is used for road management applications; such as
developing road traffic information, information on traffic congestion based on vehicle speeds, performing
traffic signal control, detecting emergent events and evaluating road repair and maintenance plans basedon changes in travel speed and travel route and vehicle behaviors.

Table 4.5-1 Contents of application
Application

Contents of application

Collection of vehicle ID information
Collection of time and location
information- Collection of vehicle ID information- Collection of travel history information including time andlocation information- Collection of travel history information including acceleration
Collection of acceleration information
information

4.5.2 System Configuration
An example of a conceptual framework for road management applications using a probe car data system
is shown below. A system configuration for road management applications using a probe car data system
consists of in-vehicle onboard unit (including an acceleration metre and communication functions), GNSS
and centres (for data collection and processing, etc.).

4-32

4 Applications

Figure 4.5-1 Image of road management using probe car data

VehicleRoadside

CenterITS OBEDSRC RSU
V2I communication
function

Information collection
and processing server

V2I communication
function

Information provisionand processing server
Onboard sensor
GPS
Acceleration
sensorFigure 4.5-2 System configuration flow

4-33

Other entities

VICS center,taxi operators

4 Applications[Reference] Examples of Road Management Using Probe car data
Road management applications using a probe car data system have been fully implemented in Japanand have produced positive results, especially in the areas of evaluating the effects of road repairs andmaintenance and implementing traffic safety measures. The representative examples of such roadmanagement applications are shown as follows:(1) Evaluation of road development and project“Lost time due to congestion” (which is a sum of differences between the amount of standard
travel time required for a vehicle to travel a certain distance under no congestion and the amount of
actual travel time for all the relevant road users) is calculated based on information on travel
speeds and traffic volume of each route obtained from probe car data.



By displaying lost time due to congestion per each route on a three-dimensional map, it is possible
to readily identify heavily congested areas.

Figure 4.5-3 Example of evaluation of road development and project
Source: MLIT Kanto Regional Development Bureau
http://www.ktr.mlit.go.jp/ktr_content/content/000041593.pdf(2) Evaluation of traffic safety measuresUsing probe car data from Honda’s Internavi information applications, the locations where sudden
braking (sudden deceleration) were identified and displayed on a digital map. Using this map, it waspossible to compare the situation before and after the implementation of traffic safety measures.



Such an evaluation was conducted in collaboration with the relevant local government (Saitama
prefectural government).

4-34

4 Applications

Frequent sudden
braking location

Trimmedroadside trees

BeforemeasuresAftermeasures

Figure 4.5-4 Example of evaluation of traffic safety measures using probe car data
Source: Road Bureau of MLIT

(3) Information provision in time of disaster using probe car dataIn the Great East Japan earthquake, information was provided via the internet by sharing probe cardata from telematics applications by private sectors and traffic regulation data by roadadministrators.

Support for immediate evacuation and restoration was made possible by information sharing andprovision with public and private cooperation.

This was conducted in Typhoon No.12 which attacked Kii peninsula in September 2011 and washighly effective for use in emergency transport.

4-35

4 Applications

Figure 4.5-5 Example of information collection and provision on passage history in time of disaster
Source: ITS Japan

4-36

4 Applications

4.6 Information Provision Services on Roads
4.6.1 Contents of Applications
The roadside information provision applications are designed to provide drivers with multipurpose
information in an easy-to-understand manner by using still image and voice commands, i.e. information toenhance safe driving, traffic alerts and warnings, road traffic information, including detailed information on
traffic congestion/travel times in wide areas and multiple routes, and information on public transportation,
amongst other things. Information to assist safe driving, which is provided in the form of text, voicecommands, etc., from the standpoint of user needs and supporting driving safety, can be provided todrivers on a priority basis over other applications.
The provision of these applications is targeted at vehicles travelling on expressways and theseapplications must be able to be provided to vehicles travelling up to around 100kms per hour.
In Japan, IVI applications have been put to practical use to provide, on a real-time basis, a variety of roadtraffic information such as information on traffic congestion, accidents, road construction and parking
availability in surrounding areas. Information by IVI is provided in the form of text or simple graphic or
displayed on the digital map of a car navigation system.
These applications can be provided as a series of applications from the collection and processing of
information to the provision of information in conjunction with the road traffic information collection
applications using probe car data as specified in Section 2.4.

Figure 4.6-1 Image of the next generation system for information provision application on road

4-37

4 Applications

The six applications as shown in Table 4.6-1 are currently under study for roadside information provisionapplications.
Information provided by IVI applications includes information on heavy traffic and traffic congestion,
information on traffic obstacles such as traffic accidents and disabled vehicles, information on traffic
restriction such as road closures and lane restrictions and information on parking availability, amongst
other things.

Table 4.6-1 Contents of application
Application
Information provision for safe
driving support
Information provision for alert
Information provision for multiple
purposes
Information provision by longsentence read
Information provision oncongestion and required time
Information provision on parking

Contents of application- Provide information for safe driving support to drivers
immediately when judging the situation danger based oncollected information by roadside sensors and vehicles.
- Provide information on dangerous location to drivers by
voice, grasping the condition of road surface by sensors onroad and vehicles.
- Provide information on weather, rest area, and othertransport modes to drivers by still image or voice.
- Provide easy-to-understand information to drivers by voice
and linkage with other information provision applications.
- Considering in different language(s).
- Provide in wide area and detailed information.
- Utilize probe car data from vehicles.
- Provide information on availability of parking lots for widearea.

4.6.2 System Configuration
There are two types of system configuration for the roadside information provision applications:(1) Vehicle-Infrastructure-to-Vehicle Network
This is a closed network at roadside. Applications that are required to process information collected fromroadside sensors and vehicles on a real-time basis and provide such information to travelling vehicles areused under this network format to provide roadside information provision applications.
2) Process andtransfer of collected
information

3) Information provision
on vehicle approach

Be careful
for merge!
1) Vehicle passage,
collection ofprobe data

Figure 4.6-2 Image of Vehicle, Infrastructure-to-Vehicle Network

4-38

4 Applications(2) Roadside Infrastructure-to-Centre Network
This network format consists of roadside infrastructures and the centre. Under this network format, all thedata collected from roadside sensors and vehicles is sent to the centre. The data is then processed by thecentre and then the road traffic information is provided to travelling vehicles.

MaintenanceserverDedicated
専 用ネッ
トワー ク
ネ network
ットワ ークDSRC RSU

V to I
communication

RSU

Roadside sensors

Figure 4.6-3 Roadside-sensor network

Figure 4.6-4 System configuration flow

4-39

4 Applications[Reference]Conceptual System Configuration of VICS
The VICS system is made up of roadside sensors that collect traffic volume and other data, central
processing units that process the collected data and information provision equipment, such as roadside
beacons and FM broadcasting, which provide information to vehicles.
The VICS system can be established relatively easily by utilizing existing infrastructures, such as
DSRC antennas for EFC and FM broadcasting facilities. Traffic data stored in a central processing unit
can also be used for traffic signal control and other purposes.
Process
処理
Information provision

Data collection

情報提供

データ収集

路側センサやRoadside sensor
DSRC等& DSRCFMDSRC

Centralprocessing unit
中央処理装置Figure 4.6-5 Image of system configuration of VICS application

Table 4.6-2 Comparison of road traffic information provision system
Broadcast method

Information provision method

Japan VICS

FM multiplex

Provide real time road traffic information withtext, still image, and map using car navigation
display.

EU

FM broadcast subcarrier

Provide real time road traffic information to
dedicated OBU.

RDS-TMC

4-40

4 Applications[Reference]Examples of Information Provision using VICS/DSRC
In Japan, a variety of roadside traffic information provision applications using DSRC (ITS Spot) have been
put to practical use as larger capacity and more diverse roadside information provision applications. This
is in addition to roadside information provision applications using VICS. Some representative examples ofsuch roadside information provision applications are shown as follows:1)

Provision of Wide Area Traffic Information

In intercity expressways where there are a number of routes available to choose from and in urban
expressways, information on the required travel time and traffic conditions of each route is provided
by using simple graphics and voice commands, and road link data for route selection (covering a
distance of roughly more than 1,000 kilometers) is transmitted to a car navigation system so that it
can select the optimal route.

Figure 4.6-6 Example of Applications to Assist Route Selection on Intercity Expressway

Figure 4.6-7 Example of Applications to Assist Route Selection on Urban Expressway
Source: MLIT http://www.mlit.go.jp/road/ITS/j-html/spot_dsrc/index.html

4-41

4 Applications

2)

Provision of Traffic Alerts and Warnings



A variety of information to assist safe driving can be displayed in an easy to understand format byusing simple graphics or voice commands.

Figure 4.6-8 Example of alert information provision and effectivenessSource: MLIT, http://www.mlit.go.jp/road/ITS/j-html/spot_dsrc/index.html
3)

Provision of Multipurpose Information



Information on parking availability, still image of parking facilities can be provided.

Figure 4.6-9 Example of alert information and effectivenessSource: MLIT http://www.mlit.go.jp/road/ITS/j-html/spot_dsrc/index.html

4-42

4 Applications

4.7 Bus Location
4.7.1 Content of Application
The bus location system in which vehicle ID, location information and other relevant information arecollected from public transit vehicles (e.g. buses) and sent to the centre for processing, is designed toprovide information on bus operations to potential bus passengers via the internet or other media tools.
For example, data on a bus, such as its location (from GNSS data) and vehicle ID number, are collectedby the centre using mobile phones and other media devices. The centre then provides real time
information pertaining to things such as the status of bus operations - and sends notification that a bus isapproaching a bus stop to potential bus passengers by means of mobile phone, the internet, information
terminals, or other media devices.
As in the case of probe car data from ordinary vehicles, data on bus operations collected for thisapplication also can be used for the provision of a variety of other applications, such as for preparing roadtraffic information.

Figure 4.7-1 Image of bus location application

4-43

4 Applications

4.7.2 System Configuration
The typical configuration of this bus probe system is shown below.
The relevant data is sent by a bus to the centre using a mobile phone or another media device and datathat is collected and analysed by the centre is distributed to home computers, mobile phones (e-mail),
information terminals and other media devices via the internet.

Figure 4.7-2 System configuration of bus location application

Figure 4.7-3 System configuration flow

4-44

4 Applications

4.8 Public Transport Priority System (PTPS)
4.8.1 Content of Application
The public transport priority system (PTPS) enables public transit vehicles such as buses to operate on
roads on a priority basis. PTPS is intended to support the smooth operation of buses by controlling traffic
signals, such as extending the green phase of a traffic signal on the side of the bus lane when a bus
approaches a traffic signal. In Japan, the most common PTPS is to control a traffic signal by detecting
buses via optical beacon-compatible onboard unit mounted on buses and optical beacons installed
roadside.

Schematic diagram of PTPS

Traffic control centerLAN for higher level device

Hub

Judgment ofpassing

Passing
information Router LAN for lower
level device

Hub

Traffic control system

Optical beacon
for PTPS

Bus with opticalbeacon unit
Extension of green time

Signals between bus stops

Figure 4.8-1 Image of PTPS application
Source: Police Agency for Ishikawa Pref.

VehicleOptical beacon
compatible OBE

Roadside

CenterOptical beacon

Information processing
infrastructure
Information collection
and processing server

Other entities

Traffic control system

Vehicle ID

Traffic signal control
systemFigure 4.8-2 System configuration flow

4-45

Traffic signal

4 Applications

4-46

5

5.

Introduction and Promotion of ITS

Introduction and Promotion of ITS

5-1

5

Introduction and Promotion of ITS

5.1 ITS Planning and Evaluation
In this chapter, we would like to discuss key items to be noted and considered in order to successfully
introduce ITS and promote the deployment of ITS according to plan.
The objectives of introducing ITS are achieving process improvements and cost reductions on the part ofroad managers by using probe car data systems, improving the convenience of road users using EFC,
revitalizing local economies by smart IC card systems and achieving economic revitalization through thedevelopment of new commercial applications, including the provision of information. Key items to beconsidered vary depending on the schemes of a project. Therefore, we would like you to consider anddiscuss items in this chapter by fully taking into account the objectives and schemes of each project.

5.1.1 ITS Planning

In promoting the implementation of ITS, it is important to develop the ITS introduction plan (we’ll callit the “ITS Plan”) to ensure efficient promotion, build consensus with stakeholders, secure budget
and resources, and establish an organisational structure.



The ITS Plan must contain its background, need and necessity, scope and positioning, ITS
installation, deployment and operation plans and evaluation of ITS.

(1) Benefits of Developing ITS Plan
It is important to note that the introduction of ITS is not just about resolving certain issues. It is important tobe comprehensive, taking into account all other relevant and possible plans and policies, including roadand transportation plans. It is expected that the following benefits may be realized by developing the ITSPlan:(i) Improved Efficiency

It is expected that the ITS to be introduced will have better interchangeability, resulting in improved
efficiency both for project operators and users. It is also possible to capture a synergy effect for
overall greater benefits through system integration.



It is possible to avoid overlapping investments in similar projects and research and development(R&D) initiatives.



ITS introduction will contribute to the revitalization of industries through the expansion of ITS
markets.

(ii) Building ConsensusThe plan will create a shared awareness about ITS, making it easier to obtain consensus fromstakeholders and local residents and, moreover, improving the social acceptability of the project.

Public recognition of ITS will therefore improve.

(iii) Securing of budget and resources and establishment of an organisational structure for the promotionof ITS deployment

5-2

5



Introduction and Promotion of ITS

The ITS Plan will facilitate the securing of budget and resources and will facilitate the promotion of
R&D initiatives in line with the objectives of the plan.



The ITS Plan will facilitate the establishment of effective ITS organisational structure and systems forthe promotion of ITS.

The ITS Plan will trigger the enactment or amendment of relevant laws and regulations to support the
ITS introduction, which will in turn facilitate the introduction of ITS.

(2) Process flow for the development of ITS Plan and content of ITS Plan
The typical process flow for the development of ITS Plan is outlined as follows:(i) Background, Need, and Necessity
Specifically identify road issues in target areas and position ITS as a support tool for resolving
such road issues.
(ii) Scope of the Plan(iii) Positioning of the Plan(iv) ITS Installation and Deployment Plans (roadmap --> solution)(v) Necessary Platforms(vi) ITS Operation Plan (organizational structure, popularisation of applications and onboard unit)(vii) Evaluation Methods (to measure effectiveness and improve applications)

The ITS Plan must contain the following seven items:(i) Background, need and necessity
Clarify the need for ITS by explaining the social background, as well as road issues that need to beaddressed. It is necessary to ensure that all stakeholders share common objectives and also to obtainconsensus from all stakeholders. In the “Background, Need, and Necessity” section, it is especially
important to quantitatively and specifically identify road traffic issues in target areas and to position ITS
as a support tool for resolving such road traffic issues in conjunction with hardware measures (such as
road construction). It is also effective to introduce probe car data as a tool for quantitatively identifying
road traffic issues. (Probe car data can also be utilized as a future tool for collecting and providing roadtraffic information.)(ii) Scope of ITS Plan
Describe the geographical scope of the ITS Plan and the hierarchical level of the project (such as
national, regional or project levels).
(iii) Positioning of ITS Plan (in relation to other road and transportation plans)
Describe the hierarchy, relationships and points of differentiation between the ITS Plan and other ITS
plans or other transportation and road improvement plans. For example, a project-level plan isgenerally positioned subordinate to a regional or national-level plan.

5-3

5

Introduction and Promotion of ITS(iv) ITS Installation and Deployment Plans (roadmap --> solution)
Describe the content and location of ITS installation and the future expansion plan of ITS. To be more
specific, describe the content of ITS applications and regions where ITS is to be installed, as well as
specific ITS applications (solutions) that are planned to be deployed in such regions. Also describe thefuture ITS expansion plans (roadmap).
(v) Necessary Platforms
Describe platforms necessary to ensure the introduction of the integrated and scalable ITS on aregion-wide basis. Specifically, describe communication methods and data formats, among otherthings, that are necessary for the ITS introduction.
(vi) ITS Operation Plan (organisational structure, and popularisation of applications, onboard unit, etc.)
Describe plans for the operations of ITS once it is installed. Describe an organisational structure to
support the operations of ITS and plans for the popularisation of ITS among road users (plans for the
popularisation of onboard unit if the ITS applications require their installation).
(vii) Evaluation Methods (to measure effectiveness and improve applications)
Describe evaluation methods. Describe the benefits that may be obtained from the introduction of ITS,
the methods for measuring such effects, measures to improve applications based on the evaluation
results.

5-4

5Introduction and Promotion of ITS[Example of Development of ITS Plan](1) Example of Development of National or Regional Plan for the Introduction of ITS Applications:1)

Korea’s ITS Master Plan

Figure 5.1-1

Outline of the master plan

・System Architecture
The National ITS Architecture categorizes ITS services into 7 main-service areas, 23 services and 46
sub-services. The seven main-service areas are traffic management, public transport, electronic
payment, traffic information distribution, travel-information provision, intelligent vehicle-road and freighttransportation. Among these 7 services, Korea has introduced and administered several services andsystems, as illustrated below.

Figure 5.1-2

ITS Architecture and Services

5-5

5

2)

Introduction and Promotion of ITS

Taiwan’s ITS Master Plan

http://www.iot.gov.tw/ct.asp?xItem=106040&CtNode=1407&mp=2

Figure 3 The visions and goals of ITS development

The sustainable development,
The global Interconnected
network society

Visions
Enriching comfort andsupreme living
environment

Enhancing continuous
national function basis

Proliferating human-basis
Promoting domestic ITS
sustainable transportation
Industries
development

Goals
Formulating theInterconnected network
society to enhance
emergency rescue system

Providing real time
Information to Improve
quality of life

Proliferating transportation
Increasing traffic safety toservice to promote equal
reduce life and property
development of urban cities
loss
and rural areas

Improving transportation
efficiency to mediate naturalenvironment system.

Applying creativetechnology to develop
value-added techniques

Reducing energy
consumption to lessen the Creating marketing effect totransportation pollution
increase job opportunity
emissionObjectives
ITS Deployment

Figure 5.1-3 The visions and goals of ITS development

Table 5.1-1 ITS application areas and user application items of the master plans of 2001 and 2004 Edition

5-6

5

Introduction and Promotion of ITS[Example of Development of ITS Plan](2) Example of Development of Plan for the Introduction of ITS Applications by Road Route:Toll Road Management

Relationship Between Toll RoadManagement & User Service of ITS

Classifications

Work contents
Telephone Inquiry Handling

Assurance ofService Level

User Services of ITS

Information services
Information Provision
Traffic Information Dissemination
Toll/fee collection
Parking lots service
Traffic Conditions Monitoring

Nonstop Toll Collection

Traffic regulations
Measures for traffic accidents
Assurance of
SafetyHeavy Truck Control

Emergency calls Handling
Measures for fire accidents *Highway Bus Information Provision

Weather Disasters Monitoring
Toll Road Usage Control
Maintenance ofFacilities

Convenient Parking AssistanceToll Road Service Authoroization
Ventilation facilities management *Road Pricing

Power Management
Environment Monitoring
Maintenance of road surface, etc.,

5

Record management

Figure 5.1-4 Example of Development of ITS Plan

5-7

5

Introduction and Promotion of ITS

5.1.2 Evaluation of ITS

If an ITS introduction project is properly evaluated before and after, it is possible to obtain assistancefrom an international organisation.



It is also important to establish a cycle for reviewing the direction of improving applications based on
the evaluation results.

It is important to evaluate the effectiveness of ITS, as appropriate, once it is introduced, and tocontinuously make system improvements to ensure that ITS applications are provided more effectively at
all times. In projects under the sponsorship of an international organisation, such as the World Bank, it isnecessary to demonstrate the appropriateness of a project prior to undertaking it, with the evaluation of
cost effectiveness of the project being a mandatory requirement.
In Asian countries, ITS is required to function not only as a technology but also as a social system.
Therefore, in introducing ITS in these countries, it is considered more efficient to promote the introductionof ITS in stages by evaluating the effectiveness of ITS in each stage and then determining the next steps
based on such evaluation results.
It is important to evaluate the effectiveness of ITS from a number of perspectives.
Evaluation of
経済効果による事
project
validity by
業妥当性評価economic effect

B/CB/C評価
evaluation
Benefit

評価項目
Evaluation
item（個別評価）
安全性
Safety時間短縮
Timereduction

Evaluation of
受容性による事業
project
validity by
妥当性評価
acceptability
評価
Evaluation

Evaluation of
利用者満足度によproject
validity by
る事業妥当性評価
user satisfaction
Improvement of

利用者満足度評
project by user価による事業改善

satisfaction

Evaluation of
事業収支による事
project
possibility
業可能性評価by revenue
Evaluation of
事業収支による事
project
validity by
業妥当性評価revenue

Cost

環境
Environment

Cashflow
NPV, EIRR

Poor
accessibility

アクセス貧困性
費用削減
Cost cutBusiness balance
事業収支評価evaluation
収入
Revenue
支出
Expenditure
Cashflow
NPV, EIRR

死亡率
Mortality
傷害率
Failure
rate
短縮時間
Time
reduction
CO2
NOX

Convenience
利便性（ユーザー満足度）(User
satisfaction)

パブリック・アクセ
Public
プタンス利用者満
acceptance
足度評価
evaluation

Evaluation
index
評価指標

Increase
収入増 ofrevenuePM
満足割合rate
Satisfaction
Accesspeopleアクセス人数
number
費用金額
Cost
収入金額
Revenue
その他
Others

投資額
Investment
維持運営費cost
Maintenance

Figure 5.1-5 System for evaluation
Source: ITS Toolkit

5-8

5

Introduction and Promotion of ITS

The ITS evaluation methods are outlined as follows:1)

Evaluation Technique Using Probe car data

Identify traffic bottleneck areas (candidate target areas for ITS introduction) prior to the introductionof ITS.



Utilize this evaluation technique as a post-ITS introduction evaluation tool.

Evaluate safety based on loss due to traffic congestion and acceleration/deceleration data.

2)

Evaluation Technique Using Simulation



Identify the effectiveness of the provision of road traffic information to help select alternate routes

3)

Evaluation Technique Using Simulation

Conduct questionnaire surveys and hearings for road users.

*There are cases where the effectiveness of ITS introduction was quantitatively measured by using
evaluation methods, such as Contingent Valuation Method (CVM).

5-9

5

Introduction and Promotion of ITS

5.2 Items to be studied at the time of ITS Introduction
5.2.1 Project SchemeThere are different types of schemes for the ITS introduction project. They are a public sector led
scheme, a private sector led scheme and a public-private partnership (PPP).



It is necessary to determine an optimal scheme for the introduction of ITS by taking into
consideration the content of systems, financing methods and other relevant factors.

The following three project schemes are available for the introduction of ITS:
(1) Public Sector Led Scheme
This is a scheme in which ITS is introduced into the infrastructures owned by public institutions, such as
governments, and is operated by a public sector organisation. The installation of ITS is financed from theroad fund based on gasoline tax revenue or public coffers, such as the general budget. Financing
methods may include the issuance of public bonds and loans from an international organisation, such as
the World Bank, the Asian Development Bank, and the Japan Bank for International Cooperation (JBIC).
It is also possible to finance the installation of ITS by issuing public bonds for road improvements andconstruction if ITS is introduced in synchronization with the improvement and construction of
infrastructure, such as roads.
The following ITS systems are primarily based on a public sector led scheme:Driver information provision system

Public transportation information provision/public transportation operation management systemTraffic violation detection systemTraffic control system

Road management system, etc.

(2) Private Sector Led Scheme
This is a scheme in which ITS is introduced and operated by a private sector business operator. There area variety of methods by which private business operators can introduce ITS, including using stand-alone
onboard unit such as car navigation systems and a vehicle independent method using onboard sensors.
Financing methods, which vary depending on the strategies of the relevant business operators, may
include self-financing, bank loans, and the issue of shares.
The role that the government plays in the private sector led scheme includes installing the necessary
infrastructure for digital maps, which are essential for a car navigation system In promoting the
introduction of ITS in a private sector led scheme, it is necessary to ensure that the ITS standards are

5-10

5

Introduction and Promotion of ITS

consistent with other ITS standards and that the ITS Plan is consistent with the national ITS introduction
plan.
Some of the ITS systems that can be introduced on a private sector led scheme are as follows:

Advance information provision system

Driver information provision system

Public transportation information provision systemMulti-modal payment system(3) Public-Private Partnership (PPP)The introduction of ITS based on a public-private partnership is currently being studied and implemented
in advanced countries. Under this scheme, it is possible to provide sophisticated ITS applications byutilizing the private sector’s technologies and expertise and operate ITS applications more efficiently bymaking full use of private-sector vitality.
The following two methods are generally considered to be most suitable for ITS introduction through PPP.
The first methods is to utilize private investment and expertise to build roads, and then introduce ITS suchas ETC 2.0 to secure budgets for managing and maintaining roads. Installing CCTVs or other roadsidesystems in addition to ETC 2.0 will enable traffic information to be collected. Providing traffic information
based on the information collected via IVI, GNSS navigation systems, and smartphones will support safe
driving for drivers. The process involved in ITS introduction in this case is shown in Figure 5.2-1.

Figure 5.2-1 ITS Adoption Process Using PPP

5-11

5

Introduction and Promotion of ITS

We need to optimize the transportation system totally. First, current road network needs to be utilized.
Traffic signal control and information provision to drivers are also promoted at the same time. When road
network is expanded through PPP and PFI, EFC facilities are also developed. Moreover, road network is
efficiently utilized using DRB and IVI (car navigation system, congestion information).
Upon introducing ITS, establishing technical platform for each system is essential in order to avoid
unnecessary resources on top of building roadmap toward the system introduction. When installingroadside unit (RSU), there are various elements to be carefully considered for coordination such as EFC
with prove function, traffic signal, CCTV with image processing, VMS, EFC gate, etc. In order to deploy
OBU, coordination with other systems such as EFC, prove data, car navigation system with IVI,
smartphones, etc. need to be carefully scrutinized. Besides, at employing communication system (e.g. 3G
or 4G, Wi-Fi, DSRC), an optimal system for the region and other systems needs to be cautiously selected.
If such systems are not compatible, investments on such technology development would be wasted.
Through each technology in ITS, various services could be provided. For instance, traffic information isprovided to expressway users through VMS. Furthermore, by using CCTV with image processing, traffic
could be monitored, and CCTV could be used as traffic counter. As stated earlier, as DSRC charges at
EFC through infrastructure to vehicle communication between roadside antenna and OBU, it collects
probe data, and provides DRG services to drivers through car navigation system in OBU. Then, drivers
are able to avoid traffic congestions and choose less congested routes. ETC is also used to charge at a
certain zone to restrict vehicle inflow for the purpose of protecting safety for pedestrians and bicyclists.
The second method utilizes PPP on roads developed. This entails authorized providers leasing land freeof charge for predetermined period of time to display advertisements on Variable Message Signs (VMS)or other information provision equipment, with the revenue generated from these advertisements areused to manage and maintain the ITS equipment. In addition to road administrators providing traffic
information on the information boards, CCTVs and probe information collection devices are installed
roadside to collect information. As in the first method, this method provides motorists with traffic
information based on the information collected.
Figure 5.2-3 shows an example of the second PPP method in Ahmadabad, India. In this example, aJapanese road information signboard manufacturer supported by JICA leased land free of charge andinstalled a VMS. A half of the screen displays sponsor advertisements, and the revenues are used to
manage and maintain the equipment. The other half of the screen displays information on road works andtraffic congestion, and other information that the road administrator provides. This information is createdfrom data collected by sensors that have been installed besides the information board, and drivers areable to see the VMS display contents and traffic information on tablet terminals. This service is expected
to provide traffic information to car navigation systems in the future.

5-12

5

Introduction and Promotion of ITS[Example of PPP (Public-Private Partnership)]
Following is an example of PPP in Ahmadabad, India. In this example, a Japanese VMS manufacturer
rented land free of charge by assistance of JICA and installed VMS. On half of VMS display, a sponsor
provides advertisement, and the manufacturer maintains the VMS devices using advertising revenue fromsponsors. On the other half of the display, road administrators provide information such as information onroad work, congestion, etc.
Congestion information is generated using data collected through sensors installed together with theinformation service equipment, and is provided on smartphones and tablets as well. In the future, suchinformation is expected to be also available with car navigation system.

Figure 5.2-2 Example of display of advertising and traffic information on VMS
Source: Nagoya Electric Works CO. LTD.
Land (provided free of charge)

VMS
Traffic
information

MaintenanceTraffic information
Advertisinginformation

SponsorFigure 5.2-3 Image of project configuration

5-13

Income fromadvertising5

Introduction and Promotion of ITS[Reference] Availability of Assistance from the Japanese Government
Japanese government’s assistance may be made available mainly for public sector-led projects andpublic-private joint projects.
(1) Action Necessary to Obtain Japanese Government’s AssistanceIf you desire assistance from the Japanese government, as a general rule you must submit a request forassistance to the Japanese embassy in your country. You will be able to receive technical, financial, orother assistance from the Japanese government if your request is approved.
Model procedures from the submission of a request to the introduction of ITS are outlined as follows:1)

Preparation and Submission of Request for AssistanceIn preparing a request for assistance, you must clarify the current status of road traffic conditions in yourcountry, countermeasures that you plan to undertake (what type of ITS you are planning to introduce) andthe content of your request (type of loans that you desire to obtain, etc.). The request is then submitted to
the Japanese embassy in your country.
As the preparation of a request like this requires a variety of expertise and knowledge, it is recommended
that you work together with the organisation described below. As no official development assistance(ODA) schemes for ITS are currently available in Japan, it is necessary to be creative; introduce ITS aspart of a social infrastructure development and improvement program, such as put forward the idea of ITS
in conjunction with road improvements and construction.
2)

Implementation of Development Survey

If your request for assistance is approved, a development survey will be carried out prior to theimplementation of a project (such as road construction). The Japan International Cooperation Agency(JICA) will carry out the development survey to identify the current state of affairs and road traffic
conditions in your country, as well as needs, market size and economic benefits for the project, among
other things. JICA will also review the project scheme as part of this development survey.
3)

Project Implementation

If the need for the project is approved as a result of the development survey, the project will be
implemented in line with the project scheme validated by the survey result.

5-14

5

Introduction and Promotion of ITS(2) Types of Assistance from the Japanese Government
The main types of assistance provided by the Japanese government are outlined as follows:
1) Technical AssistanceDispatch of Japanese specialists with expertise in their fields via JICA



Provision of technical information and information on expertise, ITS toolkit, ITS introduction guide2) Financial AssistanceProvision of grant assistance by JICA Grant assistance is more likely to be provided to projects which
implement measures to fight poverty, installation of public transportation systems (such as bus
location and traffic control systems), safety planning, and reduction of traffic accidents.



Loan assistance by JBIC or the World Bank.

3) Other AssistanceProvision of credit guarantee
The Japanese government will create a favourable investment environment by providing a credit
guarantee to the ITS introduction project to encourage Japanese private enterprises to take part in
the ITS introduction and installation project.

Assistance for Personnel Training and Education in Japan
Training and education will be conducted in Japan concerning technical information about ITS todevelop personnel who can take the lead in the local installation of ITS.

5-15

5

Introduction and Promotion of ITS

5.2.2 Legal SystemIt is necessary to fully understand the laws and regulations that are applicable to ITS systems andensure that the ITS system specifications are in full compliance with these.



It is also necessary to study the enactment or amendment of applicable laws and regulations.

ITS is made up of roads, vehicles and communications and a wide variety of laws and regulations are
therefore applied to ITS. (See Figure 5.2-4) If the ITS that plans to be introduced affects the existing laws
and regulations, it is necessary to review the content of ITS applications and their installation methods.
Roads: Laws and regulations related to road infrastructures must be carefully reviewed as ITS
requires the roadside installation of information collection devices, such as CCTV and sensors,and information provision devices, such as VMS.
Traffic Safety and Traffic Regulation: There are laws relating to overall traffic regulation to ensure
safety and regulatory requirements for transport business operators, including the transportationof passengers, and the ownership, repair and maintenance of vehicles. In recent years, laws andregulations to regulate the use of electronic devices while driving a vehicle have been enacted in
an increasing number of countries.
Radio Wave: There are a variety of conditions for and restrictions on the use of radio waves.
Permission, or at the very minimum, notification, is usually required in advance from regulatory
authorities to use radio waves. It is necessary to pay careful attention to all applicable laws andregulations on radio waves when introducing ITS that utilizes radio waves such as EFC.
Environment: Careful attention must be paid to the laws and regulations surrounding theenvironment, such as air pollution, noise and vibration.

5-16

5

Introduction and Promotion of ITS

Personal information
protection

Product
responsibility

Prevention of air
pollution

Traffic control andregulation

Traffic safety

Permission for
freight transport

Prevention of noiseand vibration

Protection of users
Protection ofenvironment

Traffic safety, regulation

ITS

Proper use of wave

Inspection andregistration of vehicle

Road system, management
system, structure

Protection ofenvironment

Permission forbroadcasting
Road development

Development planand resource

Broadcast, electriccommunication project

Toll road system

Permission for electriccommunication project

Figure 5.2-4 Legal system on ITS
Source: ITS Toolkit[Reference] Examples of ITS-Related Laws and Regulations in JapanRadio Act (which regulates the use of radio waves)

Telecommunications Business Act (which applies to the utilization of optical fibre networks.)

Road Act (which applies to the roadside installation of ITS-related facilities)



Ministerial Ordinance about Free Accommodation and Grant of Articles which Belong to the Ministryof Land, Infrastructure, Transport and Tourism (which applies to the opening up of public
infrastructures such as antennas to the private sector)Act on the Protection of Personal Information (which applies to the handling of personal information
via probe car data, EFC)



Product Liability Act (which applies, amongst other things, to traffic accidents that are caused due toan erroneous operation of ITS onboard unit)

5-17

5

Introduction and Promotion of ITS

5.2.3 Protection of Personal Information

It is important to ensure the protection of personal information when introducing a system that
handles personal information, such as EFC.



For example, special attention should be paid to ensuring sufficient control over access to andstorage of personal information, as well as methods of communication including personal
information.



It is also necessary to study and implement measures to prevent fraudulent activities via system
intrusion, such as falsification of information, wiretapping and masquerading.

As a variety of ITS applications include payment applications, such as EFC, and involve systems for thecollection of user information, such as probe car data systems, it is imperative that users’ personal
information is protected. In the case of EFC for example, information on the location of and time ofpassage at toll gates, payment-related information etc., are deemed to be “personal information.” It isnecessary to fully study and implement measures to ensure sufficient control over access to and storageof such personal information, as well as methods of communication including personal information.
The protection of personal information act has been signed into law in all of the 30 member countries (asof 2002) of the Organisation for Economic Cooperation and Development (OECD).

Table 5.2-1 Laws on privacy in OECD members
Country
Australia
Austria
Belgium
CanadaCzech Republic
Denmark
FinlandFranceGermany
GreeceHungary
Iceland
Ireland
Italy
Japan
Korea
Luxembourg
MexicoNetherlands

Laws
Privacy Act (Legislated in 1988, Revised in 2000)
Federal Data Protection Act (Legislated in 1978, Revised in 1994)
Law on the Protection of Privacy Regarding the Processing of Personal Data
(Legislated in 1992, Revised in 1999)
Privacy Act (Legislated in 1982)
Personal Information Protection and Electronic Documents Act (Legislated in 1999)
The Protection of Personal Data in Information Systems Act (Legislated in 1992)
The Act on Processing of Personal Data (Legislated in 2000)
Personal Data Act (Legislated in 1987, Revised in 1999)
Act on Data Processing, Data Files and Individual Liberties (Legislated in 1978, Revisedin 1994)
Federal Data Protection Act
Protection of the Individual Against Processing of Personal Data (Legislated in 1997)
The Law on Protection of Personal Data and Disclosure of Data of Public Interest(Legislated in 1992)
Act Nr.121 Concerning the Registration and Handling of Personal Data
(Legislated in 1989)
Data Protection Act (Legislated in 1988)
Law on Protection of Individuals and Other Subjects Regarding the Processing of
Personal Data (Legislated in 1996)
Act for protection of computer Processed Personal Data held by Administrative Organs(Legislated in 1988)
The Protection of Personal Information by Public Organizations Act (Legislated in 1994)
Nominal Data (Automatic Processing) Act (Legislated in 1979)
Law on federal transparency and access to public information (Legislated in 2002)
Data Protection Act (Legislated in 1988, Revised in 1993)

5-18

5

Country
New Zealand
NorwayPolandPortugal
Slovakia
Spain
SwedenSwitzerland
TurkeyUnited Kingdom
United States

Introduction and Promotion of ITS

Laws
Privacy Act 1993 (Legislated in 1993)
Act Relating to Personal Data Registers (Legislated in 1978, Revised in 1994)
Act on the Protection of Personal Data (Legislated in 1997)
Protection of Personal Data Act (Legislated in 1991, Revised in 1994, 1998)
The Protection of Personal Data in Information Systems Act (Legislated in 1992)
Law on the Regulation of the Automated Processing of Personal Data (Legislated in 1992,
Revised in 1999)
Personal Data Act (Legislated in 1973, Revised in 1992, 1998)
Federal Law on Data Protection (Legislated in 1992)
Bill on Data Protection
Data Protection Act 1998
Privacy Act of 1974 (Legislated in 1974, Revised in 1988)[Reference] Privacy Protection in Japan
In Japan, the collection of probe car data utilizing DSRC communications started in March 2011. To
ensure personal information is protected, the road bureau’s notices and requests concerning theprotection of personal information are posted on the website of the road bureau of the Ministry of Land,
Infrastructure, Transport and Tourism.
■ Notices and Requests concerning Protection of Personal Information (“ITS Spot” page of the websiteof the Road Bureau of the Ministry of Land, Infrastructure, Transport and Tourism)
http://www.mlit.go.jp/road/ITS/j-html/spot_dsrc/oshirase.html*In order to ensure the protection of personal information, it is stated in the relevant website page thatprobe car data is processed in ways so that the direct identification of an individual can be avoided(such as aggregation of data and hiding locations of departure and arrival for processing).

5-19

5

Introduction and Promotion of ITS

5.3 Items to be studied to ensure the Smooth Promotion of ITS
5.3.1 Establishment of ITS Promotion Organization


By establishing an organisation for the promotion of ITS, it is possible to work closely and effectively
with other related organizations and ensure that information is shared among the relatedorganisations smoothly.



In Asian countries, we consider it more effective to establish an organisation that is led bygovernmental agencies and research institutes, such as universities, for the purpose of thepromotion of ITS.

In order to ensure

ITS is promoted according to plan, it is more effective to put an organisation in place

to do this. If this organisation is put in place on a national and/or regional basis, it is possible to work
closely and effectively with other related organisations, ensuring information is shared among the relatedorganisations more smoothly.
The potential participating members of an ITS promotion organisation such as this may include therelated governmental ministries and agencies, developers, as well as intellectuals, experts and private
sector business operators in the fields of civil engineering, electronics and communications. ITS Japan
has been established by private sector organisations and universities with the cooperation of
governmental agencies. In the United States, ITS America has been established under the leadership of
the U.S. Department of Transportation.
In order to ensure ITS is promoted consistently across Asian countries, including small territorial islands, it
is recommended that public organisations such as governmental agencies take the lead in these efforts.
We consider it more effective to systematically implement the introduction of ITS by taking the following
approaches: (i) establish ITS promotion organisation under the leadership of research institutions, suchas universities, and governmental agencies, (ii) hold study sessions, workshops, etc., to hold together the
related organisations such as governmental agencies and private enterprises, and (iii) select research
themes and projects for the said study sessions and conduct trial tests.

5-20

5

Introduction and Promotion of ITS[Reference] ITS Promotion System in Japan
In Japan, ITS is being promoted as a national endeavor under the leadership of the IT Strategic
Headquarters (Directors General: Prime Minister) and with the cooperation of the four governmental
ministries which are related to ITS. In addition, ITS is also being promoted jointly by industry andacademia

with the establishment of ITS Japan with the participation of academic experts in the related

fields and representatives of related private enterprises and organisations.

Figure 5.3-1 ITS promotion system in Japan
Source: Highway Industry Development Organization, ITS Handbook

5-21

5

Introduction and Promotion of ITS【Reference】 ITS Promotion System in Thailand
ITS in Thailand has been promoted by several agencies. Ministry of Transport published Thailand ITS
Master Plan, which addresses the vision and what-to-do to national transport system. Ministry of
Science and Technology has also engaged many research, development, and promotion of ITS.
Although the formal coordination body among government ministries and among other stakeholders has
not been established, networking of ITS has been done through many affairs, especially through ThaiITS Association (ITS Thailand). ITS Thailand coordinates ITS matters among organizations, which leadto knowledge transfer and direction making in ITS development in Thailand. As a result, industry andacademia can also join ITS activities with government and take part of ITS implementation.

Figure 5.3-2 ITS service planning as a result of coordination among several players in Thailand
Reference: ITS Thailand

5-22

5

Introduction and Promotion of ITS

5.3.2 Utilization of Standards and Development of National Standards


It is important to establish national standards for ITS systems to ensure their interchangeability andfuture scalability.



By establishing the ITS system architecture, installing servers, and establishing road communication
standards and common data platforms, it is possible to secure the interchangeability and scalabilityof ITS systems and to ensure the development of common understanding on ITS among
stakeholders.

As ITS is a social system utilizing information technologies (IT), it is necessary to update ITS-related
devices and ensure the functional scalability of ITS systems to keep pace with technologicaldevelopments and changing user needs. Therefore, it is likely that different ITS systems may beintroduced in different regions or adjacent regions in a country due to differences in introduction timing. In
that case, if, for example, users have to purchase different EFC onboard unit for use in different regions,they most likely will not utilize such ITS systems because of inconvenience. In addition, it may be difficult
to expand such ITS systems in the future.
Therefore, it is important to ensure the interchangeability and future scalability of ITS systems by
establishing uniform national standards for ITS-related devices and dataset. In addition, if these national
standards are consistent with international standards, it is possible to procure high-quality systems at
lower cost and to study the feasibility of the interoperation of ITS with neighbouring countries with landborders.
By establishing such national standards, it is possible to eliminate time and effort for designing thestructure of data and building a consensus among stakeholders every time a system is added, which
results in reducing required time and costs as well as contributing to the earlier introduction of ITS.
(1) Establishment of ITS System Architecture
The ITS system architecture, which is a design drawing showing an overall configuration of ITS systems,
defines the components of ITS systems and their relationships. The objectives of the establishment of the
ITS system architecture are to (i) develop comprehensive ITS systems in an efficient manner, (ii) ensure
the scalability of ITS systems, (iii) promote the development of national and international standards for
ITS systems, and (iv) develop common understanding on ITS systems among system developers.
The establishment of the ITS system architecture is very effective in ensuring the interchangeability,
scalability, interoperability and integration of ITS systems. In Asian countries, it is difficult to establish the
ITS system architecture that encompasses all user applications for the following reasons: (i) roads andpublic transportation infrastructures are rapidly growing and changing, (ii) the environment in which ITS is
implemented is greatly changing due to the advancement of motorisation and IT, (iii) road traffic systems

5-23

5

Introduction and Promotion of ITS

may change in line with these changes, and (iv) user awareness and needs may also change accordingly.
For this reason, it is recommended that the ITS system architecture be developed in stages by carefully
studying the ITS system architecture of other countries and regions, etc.
[Reference] ITS System Architecture in Japan
In order to clarify information and functions that are necessary for providing ITS applications, ITS
applications are systematically grouped into nine development areas, 21 user services, and 172 user
sub-services.
For each user sub-service, the specific content and system configuration diagram are defined in detail.
(See the following chart. An excerpt of a systematic chart for ITS applications)Figure 5.3-3 Legal systems on ITS
Source: Highway Industry Development Organization, ITS Handbook

5-24

5

Introduction and Promotion of ITS(2) Development of Common Data Platform, such as Communication Standards
Many types of common data sets, such as traffic data and weather data, are utilized by a variety of ITS
applications. As it is a waste of time and effort to collect common data sets individually for eachapplication, it is recommended that such common data sets be shared and commonly used among therelevant applications.
To ensure the shared use of common data, we consider it effective to establish communication standards,
which commonly define the methods of data exchange and the data to be exchanged.
It is also important to establish and maintain common data platforms and the relevant governmental
agencies should take the lead in collecting and maintaining a variety of traffic statistical data, GIS map
data and other relevant data, which form the basis for transportation planning.

[Reference] Road Communications Standards in Japan
In Japan, the Road Communication Standard has been established to serve as a common data
platform. As the methods of communications between the centre and road managers, roadside units,
onboard unit, etc., are unified under the Road Communication Standard, it is possible to facilitate thesharing of information and coordination among the related organisations and facilitate the procurementof devices.

System & facility of road administrators
CenterOther road administrators

Roadside unit
Road stations

Regional development bureau

Other authorities

OfficesOnboardSensor, VMS

Onboard units

Figure 5.3-4 Target area of road communication standard
Source: National Institute for Land and Infrastructure Management, http://www.rcs.nilim.go.jp/

5-25

5

Introduction and Promotion of ITS

5.4 Step-Up Approach to the Introduction of ITS
5.4.1 Concept of Step-Up Approach
When introducing ITS, it is effective to take a step-up approach; start introducing devices and applications
which are in greater need and whose initial costs are lower and then extend them in stages, by foreseeing
and envisioning the future of ITS in terms of scalability, interconnectivity and other relevant factors.
In countries where road construction and improvement projects are continuously in progress, such as lessdeveloped countries, it is effective to study the implementation of ITS and its applications in conjunction
with such individual road construction and improvement projects. This could contribute to the earlier
achievement of the benefits from the projects, while foreseeing and envisioning the future nationwide
deployment of ITS and the future scalability of ITS applications.
In the early stages of the introduction of ITS, it is effective to take the following actions in parallel; identify
issues relating to road traffic characteristics of target areas for ITS introduction, find ITS promotion
organisation and standardise ITS systems.

5.4.2 Example of Model Deployment Plan
Some examples of the step-up approach are shown below.
By ensuring a common understanding of the overall ITS system architecture in the initial stages, it isexpected that ITS can be deployed more efficiently and effectively without wasting time and effort andwithout redoing the same process.
■Example of Expansion of ITS Applications using Transportation-related IC Cards


In the initial stage, IC cards are introduced to support public transportation applications and EFC isintroduced to allow a “touch and go” passage at an EFC tollgate.
↓

Shift to free-flow tolling solution using DSRC, etc.
↓Evolve to multi-application DSRC systems.

■Example of Expansion of ITS Applications: Collection and Provision of Traffic Information Using Probe
car data Systems
(Offline) probe car data systems are introduced to identify traffic congestion areas and study theselection of target areas for the introduction of probe car data systems. A digital road map (DRM)
utilizing trajectory data is prepared.
↓

Online probe car data systems are introduced to collect real-time traffic information.



Traffic information is further refined by using probe car data systems in conjunction with roadside

5-26

5

Introduction and Promotion of ITS

units (cameras and traffic counters).
Applications are further upgraded (provision of disaster information, regional information, etc.)[Reference] Conceptual Flow of Step-Up Approach-Based Review■ＩＴＳの導入のステップイメージ■ＩＴＳの導入のステップイメージ
Imageof ITS deployment

1. Road development

Development
関連計画・
関連計画・ of
基準類の策定基準類の策定relatedplan, STD

①
道
路
イ
ン
フ
ラ
の
整
備

Supportfor road
道路整備計画
道路整備計画
development
plan
策定調査支援策定調査支援Makingof road
国家レベルでのdevelopment
plan in
道路整備計画のnational
策定 level
Makingof road
各地方・各主要都市
development
plan inでの道路整備計画
eachregionの策定

Supportfor
ＩＴＳマスタープラン等
ＩＴＳマスタープラン等
master
plan
策定支援
策定支援
道路整備計画に付

2. Introduction of ITS

3. Improvement,
replacement of ITS
③
Ｉ
Ｔ
Ｓ
の
改
良
・
リ
プ
レ
イ
ス

Base of human,
ヒト・組織の基盤
ヒト・組織の基盤
organization

Support for ITS

既存インフラを活用し既存インフラを活用しintroductionusing
早期に実現可能なＩＴＳﾒﾆｭｰ
早期に実現可能なＩＴＳﾒﾆｭｰ
提案支援、導入支援
existing
system
提案支援、導入支援

導入が望ましい導入が望ましいDesirable
ITS apps.
ＩＴＳメニュー

ＩＴＳメニュー
Supportfor
道路現状調査支援、
道路現状調査支援、調査結果からのﾊｰﾄﾞ/ｿﾌﾄ
investigationof
調査結果からのﾊｰﾄﾞ/ｿﾌﾄ（ＩＴＳ含む）施策提案支援
current
road（ＩＴＳ含む）施策提案支援
道路の基礎データ
Basic
data of road

Makingof ITS
随したＩＴＳ導入計
introduction plan,
画・ＩＴＳマスタープラ
ITS master plan

②
Ｉ
Ｔ
Ｓ
の
導
入

Road
system
道路インフラ道路インフラ通信インフラ通信インフラComm.
system

日本等が支援可能な内容例
日本等が支援可能な内容例

ンの策定

・相手国側のＩＴＳ標準化・
Supportand seminars
・相手国側のＩＴＳ標準化・基準類策定等の支援
for基準類策定等の支援
standardization of・標準化策定に向けた
ITS・標準化策定に向けたセミナー等の開催

Utilization of existing
既存インフラ（携帯system(cellular
回線網等）の活用
network,
etc.)

収集支援系
ＩＴＳの必要性・有効性のＰＲ
Datacollection
Seminar,technical
ＩＴＳの必要性・有効性のＰＲ
ＩＴＳメニュー
（セミナー開催、(probe,camera)（セミナー開催、（プローブ、カメラ等）
tours
テクニカルツアー招待等）
テクニカルツアー招待等）

Road developing
道路整備推進機関
organization,
educationofキーパーソンの育成
key persons
Supportfor road
・道路整備ﾌﾟﾛｼﾞｪｸﾄ支援・道路整備ﾌﾟﾛｼﾞｪｸﾄ支援
development,comm.
・通信インフラ整備支援
・通信インフラ整備支援
・通信の標準化支援
System,standardization
・通信の標準化支援
Development of
主要都市間、主要都
roads
between and
市内道路整備withinprimary cities
道路整備に合わせCommunication
systemwith road
た通信インフラ整備
development（光ファイバ等）

セミナー等の開催

・道路整備ﾌﾟﾛｼﾞｪｸﾄ支援Supportfor road
・道路整備ﾌﾟﾛｼﾞｪｸﾄ支援・道路整備にあわせた・道路整備にあわせた
development
project
ＩＴＳ導入支援
ＩＴＳ導入支援Standardization
ＩＴＳ標準化of
ITS
ＩＴＳ関連基準類策定

Continuous
道路プロジェクトのimplementation
of
継続実施
road
project

・日本型ＩＴＳの拡張性ＰＲ・日本型ＩＴＳの拡張性ＰＲ
FOT
and導入に向けた実証実験・導入に向けた実証実験・
demonstrationfor
デモンストレーション実施
デモンストレーション実施
・高度なＩＴＳメニュー導入
introduction
・高度なＩＴＳメニュー導入

Supportfor ITS
ＩＴＳセミナー開催
ＩＴＳセミナー開催
seminar,training of
キーパーソン等のキーパーソン等のkeyトレーニング支援
personトレーニング支援
Education of ITS
ＩＴＳ推進キーパーソ
development
key
ンの育成
personＩＴＳ推進研究機関のEstablishmentof ITS育成（政府機関、大R&D
institute学等）

道路現状調査支援、
Supportfor
道路現状調査支援、調査結果からのﾊｰﾄﾞ/ｿﾌﾄ
調査結果からのﾊｰﾄﾞ/ｿﾌﾄ
suggestionof policy（ＩＴＳ含む）施策提案支援（ＩＴＳ含む）施策提案支援

ITS
apps. with
道路整備効果の早
immediate
effects期発現に寄与する(road traffic
ＩＴＳメニュー
monitoring, signal（道路交通状況把握、
control,traffic control,
信号制御、交通管制、
information
provision,
道路情報提供等）
etc.

Comparison
with
競合国参入状況の分析
競合国参入状況の分析
競合国との比較資料作成
opponent
countries
競合国との比較資料作成
Support for・推進組織づくりの支援
establishmentof・推進組織づくりの支援・組織結成に向けた調整・
developing
・組織結成に向けた調整・セミナー等の開催
organization
セミナー等の開催
Introduction of ITS apps.
Establishment of ITS
国家レベルでのＩＴＳ
developing
organizationin 推進組織の形成
national level
Continuous support for推進組織づくりのestablishmentof推進組織づくりの継続的な運営支援
継続的な運営支援
organization

既存道路も含めたincludingexisting roads- ＩＴＳメニューの導入
EFC- Overweightvehicle・有料道路ＥＴＣ化
management
・過積載車両管理- Prevention
for disaster
・防災管理支援- Roadmanagement
・道路管理支援- Support for public
・公共交通支援等
transport

Operation and
ＩＴＳ推進組織の運
enlargementof ITS
営・拡張 organization
developingに向けたセミナー等開催に向けたセミナー等開催

ＩＴＳマスタープラン
等の見直し
Revisionof ITS master（新たなメニュー追
plan,
replacement of
加、既設ＩＴＳ施設等
existing
ITS facilitiesの機能拡張等）
既設のＩＴＳ施設等のリプレイス計画策定

日本型ＩＴＳの日本型ＩＴＳのFOT 拡張性ＰＲand
拡張性ＰＲ
導入に向けた導入に向けたdemonstration
実証実験・
実証実験・
for
introduction
ﾃﾞﾓﾝｽﾄﾚｰｼｮﾝ等

ﾃﾞﾓﾝｽﾄﾚｰｼｮﾝ等の実施の実施

Replacement
導入済ＩＴＳのofexisting
ITS
リプレイス（ＥＴＣ等）
Introduction
より高度なof moreadvanced
ITS apps.
ＩＴＳメニューの導入- Supportfor・環境改善支援environmental・ﾛｰﾄﾞﾌﾟﾗｲｼﾝｸﾞ
improvement
・国境管理支援- Roadpricing- Bordermanagement
・バリアフリー支援- Support
for logistics
・物流支援
・・等

Figure 5.4-1 Conceptual flow of ITS deployment

5-27

5

Introduction and Promotion of ITS

5.5 Training and Education
5.5.1 Need and Necessity of Training and Education
In order to operate and deploy ITS on a sustainable basis, it is essential to continually train and educate
the expert engineers who are thoroughly versed in ITS.
Expertise and knowledge about ITS that needs to be acquired include the ability to identify issues in target
areas and routes and propose solutions using ITS; component technologies necessary for thedevelopment of ITS systems (such as communication technologies); the ability to develop organisations
and systems to support the introduction of ITS; and the ability to operate and evaluate ITS systems.

5.5.2 Useful Tools for ITS Training and Education
It is helpful to effectively utilize websites and other available materials concerning ITS when implementing
ITS training and education. Some of the available guidebooks and websites that are useful for ITS training
and education are shown below. In order to ensure the successful introduction of ITS, it is also useful toreview the examples of ITS introduction in other countries where the effectiveness of ITS has alreadybeen measured.
■ Examples of Useful Guidebooks and Websites for ITS Training and Education○ ITS Technical Notes (World Bank)
http://go.worldbank.org/0TF9LEGIL0○ Road Network Operations & Intelligent Transport Systems Manual（PIARC）
http://www.piarc.org/en/knowledge-base/road-network-operations/Road-Network-Operations-Intelligent-Transport-Systems-Manual/○ ITS-JAPANhttp://www.its-jp.org/○Road Bureau, Ministry of Land, Infrastructure, Transport and Tourism, JAPANhttp://www.mlit.go.jp/road/road_e/index_e.html○ITS Division, National Institute for Land and Infrastructure Management, MLIT, JAPANhttp://www.nilim.go.jp/lab/qcg/eindex.htm○Japan International Cooperation Agency (JICA)
http://www.jica.go.jp/english/index.html○Japan Society of Civil Engineers (JSCE)
http://www.jsce.or.jp/○Asian Civil Engineering Coordinating Council( ACECC)
http://www.acecc-world.org/○International Association of Traffic and Safety Sciences( IATSS)
http://www.iatss.or.jp/en/

5-28

5

Introduction and Promotion of ITS

Reference[1]

United Nations, Department of Economic and Social Affairs, Population Division (2014). World
Urbanization Prospects: The 2014 Revision, Highlights (ST/ESA/SER.A/352).

[2]

OECD/ITF (2015), ITF Transport Outlook 2015, OECD Publishing/ITF.
http://dx.doi.org/10.1787/9789282107782-en[3]

IEA (2013), CO2 Emissions from Fuel Combustion 2013, IEA, Paris. DOI:
http://dx.doi.org/10.1787/co2_fuel-2013-en[4]World Health Organization (2008). The global burden of disease: 2004 update.

[5]

ITS Forum (2009). Experimental Guideline for Vehicle Communications System using 700
MHz-Band, http://www.itsforum.gr.jp/Public/Eguideline/index.html[6]

Japan Society of Traffic Engineers (2006). Manual on Traffic Signal Control, Revised Edition [inJapanese][7]

HIDO (2015). ITS Handbook.

[8]

Ministry of Transportation and Communications of Taiwan (2004). The Master Plan of Intelligent
Transport Systems in Taiwan. Executive Summary of the 2004 Edition.

5-29

5

Introduction and Promotion of ITS

5-30

Appendix: Acronyms

6. Appendix: Acronyms

6-1

Appendix: Acronyms

A

AHS

Advanced Cruise-Assist Highway Systems

ANPR

Automatic number plate recognition

ARIB

Association of Radio Industries and Businesses

ASK

Amplitude Shift Keying

ASL

Application Sub-Layer

ATM

Active Traffic Management

B

BPSK

Binary Phase Shift Keying

C

CBD

Central Business District

CCTV

Closed-Circuit Television

C-ITS

Cooperative ITS

DQPSK

Differential Quadrature Phase Shift Keying

DRB

Digital Radio Broadcasting

DRG

Dynamic Route Guidance

DRM

Digital Road Map

DSRC

Dedicated Short Range Communications

EFC

Electronic Fee Collection

EPS

Electronic Parking System

ERP

Electronic Road Pricing

ETC

Electronic Toll Collection

EV

Electric Vehicle

GNP

Gross National Product

GNSS

Global Navigation Satellite System

GPS

Global Positioning System

H

HMI

Human Machine Interface

I

ICInterchange

IEA

International Energy Agency

ISM

Industry science medical

ITF

International Transport ForumITSIntelligent Transport Systems

IVI

In vehicle Information

D

E

G

6-2

Appendix: Acronyms

J

JBIC

Japan Bank for International Cooperation

JICA

Japan International Cooperation Agency

L

LOS

Line of Sight

M

MLIT

Road Bureau of Ministry of Land, Infrastructure, Transport, and Tourism

MRF

Markov Random Field

MODERATOManagement by Origin-Destination Related Adaptation for Traffic Optimization

MOVA

Microprocessor Optimized Vehicle Actuation

N

NILIM

National Institute for Land and Infrastructure ManagementO

OBU

On Board Unit

ODA

Official Development AssistanceOECD

Organization for Economic Cooperation and Development

OPAC

Optimized Policies for Adaptive Control

PFI

Private Finance Initiative

PPP

Public Private Partnership

PRODYN

Programming Dynamic

PTPS

Public Transport Priority System

QPSK

Quadrature Phase Shift Keying

QZSS

Quasi-Zenith Satellite System

RFID

Radio Frequency Identification

RSU

Road Side Unit

SCATS

Sydney Coordinated Adaptive Traffic Systems

SCOOT

Split Cycle Offset Optimization TechniqueU

UTOPIAUrban Traffic Optimization by Integrated Automation

V

VICS

Vehicle Information and Communication System

VMS

Variable Message Signboard

V2I

Vehicle to Infrastructure

V2V

Vehicle to Vehicle

P

Q

R

S

6-3

Intelligent Transport Systems (ITS)Introduction Guide
Version 1.1
August 2016
Japan Society of Civil Engineers(JSCE)The Asian Civil Engineering Coordinating Council(ACECC)