VIRTUAL REALITY DRIVING SIMULATION:
Integrating Infrastructure Plans, Traffic Models, and Driving Behaviors

Thea Lorentzen
Road Support Group,
FORUM8 Co., Ltd.

Yoshihiro Kobayashi, PhD.
Advisor, FORUM8 Co., Ltd
School of Architecture andYuji Ito
President,
FORUM8 Co., Ltd.

2-1-1 Nakameguro GT
Tower 15F
Kamimeguro Meguro-ku
Tokyo, Japan 150-0032

Landscape Architecture,
Arizona State University,
PO Box 871605, Tempe, AZ,
85287-1605 USA

2-1-1 Nakameguro GT
Tower 15F
Kamimeguro Meguro-ku
Tokyo, Japan 150-0032+81-3-5773-1888,
thea@forum8.co.jp(480) 965-7322
ykobaya@asu.edu,+81-3-5773-1888,
ito@forum8.co.jp

Summary: This paper presents a virtual reality (VR) system that enables large-scaletransportation plans to be simulated and viewed from a driver’s perspective. Components
include a visualization software program and optional motion and audio hardware systems
that reproduce vehicle behaviors and link the driver and simulator. The visualization creation
process is outlined from digital terrain model and road alignment input to photo-texture
detailing and animation scripting. Recent applications, limitations, and presentation methods
are also described. Case studies include the use of VR simulation for road design, urban
planning, defensive driving training and driving behavior research.
Key words: virtual reality, driving simulator, transportation visualization, driver behavior,driver training

INTRODUCTION
Recent work in transportation visualization is evolving from a focus on how projects look toa desire to see how they actually work (1). As many walk-through simulation methods focus
on a scene’s aesthetic qualities, there has been a growing need for visualization of processes.
As such, developments in virtual reality simulation come as a result of an increasing
recognition of the value of visualization for representing not just infrastructure, but“operations” (1).
Virtual reality can be defined as technology that enables users to interact with a simulated
world. When applied to transportation, VR has the potential to not only model traffic flows; italso allows for driving simulation. Observing built and natural environments from a driver’s
perspective provides a viewpoint that is often ignored in traditional planning methods.
-1-Particularly for cases where driving safety or complicated transportation networks are being
negotiated, real-time immersion is an alternative to other visualization tools such as image
rendering and simulation, where perspectives are already chosen and the viewer’s role ismore passive. Here we will discuss the development and application of a system that allows
for interaction with both still and dynamic transportation and infrastructure plans.

MOTIVATION AND DEVELOPMENT HISTORY
The purpose of this system development is to implement virtual reality so that it can serve as
a common visual and experiential language for presenting, discussing, and ideally improving
civil engineering design and driving behavior. The UC-win/Road software was first launchedin 2001 and initial versions were primarily used as tools for visualizing alternative roaddesigns. With an engineering platform, the program continues to be used as a visual tool forengineers to discuss traffic flows, road alignments and land-use issues. Recent versions havebeen adapted to include 3D models, animated traffic and human characters, as well asfunctions that allow users to take a driver’s perspective along a certain route. Integration withdriving simulator hardware and vehicle mechanics software allows users to interact directlywith the virtual environment and has opened up more possibilities for experimenting withdriver behavior and providing output logs for training or research. Also, VR’s capacity toelucidate technical plans with realistic imagery has been used to facilitate dialogue between
transportation engineers and the general public.

METHODS
Virtual Environment Creation
UC-win/Road software provides the interface and simulation engine for the virtual reality
modeling (2). As seen in Fig. 1, with input from the user during driving “scenarios”,
interaction between the real-time vehicle dynamics, motion platform, and sound/image
generation are synchronized.

-2-Fig. 1. UC-win/Road and driving simulator configuration.

Surface Input and Road Definition
Terrain information and digital imagery create a visual basis for the simulation. Digital
Elevation Models can be imported and later edited by hand in patches. Aerial photographs
and maps are projected upon the terrain models to provide orientation. Roads can behand-drawn on top of a map or orthoimage; alternatively their alignments can be imported in
LandXML format. As seen in Fig. 2, road alignments are defined separately in terms of theirhorizontal (plan) and vertical curve parameters and are placed upon the terrain models. Users
alternate between the 2D (Fig. 2) and 3D (Fig. 4) interfaces as the alignments are edited.

-3-Fig. 2. Vertical road alignment editing interface: Blue horizontal lines represent a bridged road length andvertical lines show cross section changes (3) (left), Plan view interface: Includes aerial imagery, horizontal
road alignments, model footprints, and flight paths (3) (right).

While setting alignments, cross section elements are applied at certain distances along eachroad to detail changes in road width, structure, texture or number of lanes. As seen in Fig. 3,
cross sections are divided into individually textured elements. Road lengths can also be
considered as tunnel or bridge sections, allowing different attributes of a cross section to bedisplayed.
Road and Traffic Generation
Once road alignments are defined, default traffic is automatically generated from thedesignated start and finish points. Traffic elements perform “ideally” by obeying traffic lights,
moving around road obstacles, and changing speeds in recognition of nearby vehicles. Trafficvolumes, speeds, profiles and the proportion of car models can be edited. Vehicle models andrepresentative traffic profiles are selected. Intersections are edited individually allowing not
only their textures to be detailed, but also the traffic settings to be adjusted (Fig. 3). Vehicle
drive paths, stopping points, queue lengths, and signal settings are all tuned to mimic real-lifeconditions.

Fig. 3. Intersection editing interface: Individual drive paths, stopping points, and signal settings are applied(3) (left), Road cross section design: Section element attributes include width, slope, number oflanes, texture and transparency (right) (3).

-4-Creating Visual Cues with Model and Texture Input
After the basis for road and traffic simulation has been set, the VR space is further edited inorder to create realistic scenarios. A compelling visual cue environment is composed withphoto-textures and 3D models that can be created within the interface or imported from adatabase. Textures are applied to landscapes, buildings, roadways and moving models.
Model Editing
Once the model is created, the VR space can be constantly updated and re-edited for planningpurposes. In the case of the Ishikawa-cho Junction simulation in Yokohama, Japan, signvisibility was a primary concern (Fig. 4). Sign placement was adjusted to enable safer
merging conditions for the new highway ramps. As sign models can be moved freely in 3D
view, there is very little time lag between placement, visualization, and real-time driving.
Designs were tested from a driver’s perspective alternatives could be immediately tried out.

Fig. 4. Sign position editing in 3D interface (left), Detail Tool for adding foliage models (right) (3).

Visual Adjustments
Visual options are tuned in order to mimic various environmental conditions. Various aspectsof the model can be turned invisible, and transparency can be applied to terrain in order tofocus presentations on a particular aspect of the model. Sun flare, sun light, eye light andspotlight features express different driving conditions. Compasses, dashboards, car mirrors-5-and position maps can also be added to the driver’s perspective. In addition to weather effects
such as snow, rain, and fog, various sky and cloud patterns can be introduced. Day andnighttime shadows and sun positions can be accurately adjusted to the minute based on global
coordinates.

PRESENTATION
When the visualization data is opened on a desktop PC, it can be displayed within thesoftware itself. Users freely navigate through the 3D VR space in real-time with a normalmouse. A driver’s perspective can be taken to move along created roads, and flight paths arealso input for traveling at varying elevations.
In order to show time series or different design alternatives, the display can switch between“before” and “after” scenes. Oftentimes scripts are also created to convey a sequence ofshifting viewpoints between different roads and locations within the virtual environment.
Integration with external devices allows drivers to navigate their own way through a road
network. Programmed driving scenarios can be run with a steering control device, allowing
users to react to a series of pre-planned events. Gaming pads, steering wheel and pedal
devices, and full-size driving simulators can also be used, and the VR space responds to thedriver’s input.

Fig. 5. Full-size 3-panel simulator allows for interaction with the virtual driving environment.

-6-LIMITATIONSCurrent versions of UC-win/Road system do not include functions for multi- user editing andthis tends to limit the number of people who are familiar with a particular project. In thissense, a VR model may be used primarily by planners to present plans, as opposed toinvolving more people in the editing and drafting phases. As texture and geometry can weighdown the data, the scope of a given project may be subject to a PC’s processing power. Thereis no artificial intelligence built in for pedestrians, so unpredictable situations such as
collisions are difficult to simulate unless pre-programmed.

APPLICATIONSThe Ishikawa-cho Junction Simulation was pictured in Figs. 2-4 to illustrate a basic VR
model creation process. This project employs several fundamental road and traffic simulation
functions and fulfills its purpose of giving ordinary citizens a driver’s perspective on how tomerge onto a newly constructed, complicated interchange (3). Although this VR system has
been used extensively for transport simulation projects, other applications have also included
construction and evacuation visualization. Urban planning models allow for changes in bothtransportation networks and the built environment to be visualized in the same space.
Integration with full-size simulators and customization of the software has also allowed
recent projects incorporate driving behavior.
Road Design and Safety Assessment
A main expressway in central Tokyo is being constructed to join with a spiraling tunnel
junction and a VR simulation has been developed mid-construction schedule to help assist
with safety design. Optimal roadway marking visibility has been tested out by running
driving trials and videotaping subjects’ eye movements as they use the simulator. Subjects
also took surveys on their perceptions of road curvature, signs and message boards. As seenin Fig. 6, comparisons between road marking and sign colors and styles can be immediately
edited in the VR space.

-7-Fig 6. Screenshots of the Ohashi Junction Drive Simulation Experiment’s road markings and signage (4).

Urban Planning and Public Consensus
As visualizations have the potential to be understood by broad audiences, UC-win/Road has
recently been used as a tool for conveying technical information to non-experts. Two city
planning projects that have been ongoing this year include a simulation of the implementationof a new LRT line in Sakai City, Japan, created by Osaka University, and an urban model ofthe downtown Phoenix area, created by Arizona State University. The Sakai City model has
been presented at monthly meetings to inform and involve citizens in decision-making. The
ASU team is also experimenting with presentation methods for making the simulation moreaccessible to the public through the use of an immersive theater (Fig. 8).

Fig. 7. Digital Phoenix Project: I-10W highway simulation screenshot (left), VR model projected at ASU’sDecision Theater (right) (5).

-8-Training and Driving Behavior Research
Japan’s National Agency for Automotive Safety and Victims’ Aid has also used this VR
system to create a driving simulation and diagnostic test to train and evaluate taxi and bus
drivers on skills that are hard to practice in real-life, e.g. defensive driving and eco-driving.
Driver output is recorded from the simulators and sent to a central system for scoring students.
Similarly, research on senior-citizen driving behavior has been conducted at Meijo University,Nagoya, Japan, and logs of reaction time and braking distance were exported from thesimulator system.

Fig. 8. NASVA defensive driving training system screenshot (6) (left), Meijo University assessment ofsenior-citizen drivers (7) (right).

ITS Technology Testing
In order to test how new in-car ITS technologies might function, VR technology has beenused to simulate familiar driving conditions with different devices. With the Toyota motion
platform simulator shown in Fig. 9, the VR model allows drivers to see how road-to-vehicle
and vehicle-to-vehicle technology affects their driving experience. For example, users can see
what it might be like to drive a car with a “pre-crash safety system”, or radar collision
detection. This was also the case with Japan’s National Institute for Land and InfrastructureManagement Smartway project where the use of a car navigation device is simulated topropose a new obstacle warning and merging support system.

-9-Fig. 9. A motion platform simulator for Toyota’s "Integrated Safety Management Concept" system (8)(left), Screenshot of an obstacle warning system in the Smartway 2007 VR Simulation (9) (right).

Evacuation and Construction Visualization
In an effort to improve Japan’s infrastructure to better accommodate a growing population ofsenior citizens, a study was performed by Taisei Engineering Corporation to simulate
emergency scenarios in tunnels. The VR system links analysis results from an evacuation
simulation program, EXODUS (10) to the UC-win/Road software, where animated humanmodels can be seen climbing out of their cars and walking towards the stairs, in real-time (Fig.
10). For construction work performed in a narrow space between train platforms, VR
simulation was used to rehearse a sequence that would be completed without the use ofcranes. The erection of temporary girders for building elevators and undergroundpassageways was visualized to identify process clashes.

Fig. 10. Animated models observe signage and move from their cars to emergency exits (11) (left),
Erection of construction girders for underground construction in train stations (12) (right).

-10-FUTURE DIRECTIONS
UC-win/Road software development projects are focusing on improving traffic and railsimulation, as well as accounting for different driving behavior profiles. Other directions
include advancing lighting and shading, crowd flow simulation, and tsunami/fire/smoke
visualization to enable better disaster infrastructure and evacuation visualization. A Level ofDetail (LOD) function for terrain will also allow larger areas to be modeled. Functions fordriving scenarios are being expanded, particularly with an emphasis on integration withlarge-scale driving simulators. For example, an eight degree of freedom motion platform isbeing linked to VR driving environments to better simulate vehicle dynamics. Anotherplug-in in development is an Eco Drive simulator that will output fuel use and CO2 emissions
to advise drivers on their efficiency. Finally, multi-user editing in UC-win/Road will be a
new addition with potential to enable better collaboration and work-flow. Plans to include ahistory of edits will assist communication between model editors, particularly if they areworking in different locations.
CONCLUSION
Virtual reality has many potential applications; here we see the development of aconfiguration that is specialized for transportation planning. Although this system makes
certain compromises in traffic analysis and visual details, it is effective in its ability tocombine large scale traffic and infrastructure visualization with individual driving behavior
simulations. Ideally, developments in visualization will not only assist transportationengineering planning itself, but will help involve more people in the process. It is our hopethat VR simulation will continue to enable drivers and travelers to be more aware of theirroles and direct influence on future landscapes and transportation environments.

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