Mitsubishi Heavy Industries Technical Review Vol. 50 No. 4 (December 2013)15System Evaluation Test of Global Navigation
Satellite System-based Road Pricing System
RYOTA HIURA*1

TAIZO YAMAGUCHI*2

YOSHIHIRO MABUCHI*2 TAKUMA OKAZAKI*2

MASATO IEHARA*3

TAKESHI FUKASE*4

An autonomous road pricing system charges according to the charging points that the car
has passed and the travel distance, based on location information provided by the GlobalNavigation Satellite System (GNSS). It is expected that this system will solve problems related toautomobile traffic through the reduction of economic loss due to traffic congestion, the lowering ofenvironmental burden, the recovery of road maintenance costs, etc. In order to bring anautonomous road pricing system into practical use, it is necessary to obtain the trust of
stakeholders including drivers. This is achieved by demonstrating that the system can levy charges
consistently and stably regardless of the travelling patterns or positioning errors that may bemagnified depending on the environment. Mitsubishi Heavy Industries, Ltd. (MHI) has beenenhancing the reliability of charging functionality through the improvement of positioning
accuracy with use of the dead reckoning and map matching methods. Furthermore, MHI has
recently improved the reliability of the system from the driver's perspective by eliminating
inconsistencies in the position/timing of indicating and informing the driver of the charge. The
developed system has been field tested widely on public roads (expressways, general roads, inurban and rural areas, etc.) in Singapore where MHI aims to put this system into practical use, andhas confirmed that its reliability and accuracy are sufficient therefore.

|1. Introduction
As a road pricing system designed for the reduction of traffic congestion and toll collection,
the DSRC (Dedicated Short Range Communication) system is widely used. However, the DSRC
system requires equipment including radio communication antennas for each point where thecharging is performed, and is not suitable for accurate charging at multiple points and frequent roadchanges subject to tolls depending on the traffic congestion conditions.
On the other hand, an autonomous road pricing system using Global Navigation Satellite
System technology has the advantages of being able to charge accurately according to the traveldistance and easily change the toll setting. Therefore this system is attracting attention as a method
not only for the alleviation of traffic congestion, but also for the collection of road maintenancecosts to replace the fuel tax.
In fact, autonomous road pricing systems have been increasingly introduced in European
countries including Germany[1] and Slovakia[2]. These introductions aim to collect roadmaintenance costs. The rough traveling routes and distances travelled by heavy vehicles can beidentified and accumulated, and tolls collected later.
In Singapore, there is a move to replace Electronic Road Pricing (ERP), which is a tolling
method using the DSRC system that has been used for the alleviation of traffic congestion, with an*1

Manager, Electronic Control Technology Department, Land Transportation Systems Division, Commercial Aviation &Transportation Systems*2

Electronic Control Technology Department, Land Transportation Systems Division, Commercial Aviation & Transportation Systems*3

Chief Staff Manager, Takasago Research & Development Center, Technology & Innovation Headquarters*4Manager, MHI Engine System Asia Pte Ltd.

Mitsubishi Heavy Industries Technical Review Vol. 50 No. 4 (December 2013)
16autonomous road pricing system. The reasons include the reduction of roadside equipment and theelimination of unfairness felt toward charging points. For this “congestion charging,” it isnecessary to charge on certain roads and areas where the alleviation of traffic congestion is desired
while informing drivers accordingly. Satisfying stricter conditions related to accuracy on roads
subject to toll, the correctness of charging, real time information capacity (accuracy of indicating
position), etc., is required in comparison to prior European examples. It is also necessary to assure
the correctness and reliability of the enforcement system in order to maintain the operation.
MHI, the supplier of the ERP system currently used in Singapore, has been developing anautonomous road pricing system that meets globally unprecedented demanding requirements.[3][4]Aiming at practical application, MHI performed a large-scale evaluation test to verify the functions
and reliability of the entire system in Singapore in 2012. In this evaluation test, the system wasexhaustively tested based on the performance indicators for each of charging accuracy (checking if
the correct toll is levied), charge display timing (checking if the driver can be informed of thecharged amount without geographical variation around charging points), and detecting illegality(checking if illegalities such as vehicles having no onboard unit can be found).

|2. Overview of Autonomous Road Pricing System
The autonomous road pricing system levies charges according to the charging points that thecar has passed and the travel distance, based on location information provided by the On-Board
Unit (OBU) mounted on a vehicle. This system consists of four subsystems: the Central Computer
System (CCS) that collects information as shown in Figure 1, the Enforcement System (ES) thatdetects illegality, and the Roadside Unit (RSU) antenna that transmits and receives traffic andlocation information to and from vehicles, in addition to the OBU. An overview of the subsystems
is described below.

Figure 1

2.1

System diagram

OBU (On-Board Unit)

The OBU is mounted within a vehicle and performs charge levy processing independently
based on the positioning results. It also transmits information about the charging result and thevehicle location to the CCS. In order to attain stable charging regardless of variations in the GNSS
signal, the OBU has acceleration sensors and gyroscopes, and information from the sensors is used
for estimating position with GNSS information to improve positioning accuracy. The use of thistechnology is referred to as the dead reckoning method. Using map matching (technology for
associating location information with a digital road map) of the obtained location information, theMitsubishi Heavy Industries Technical Review Vol. 50 No. 4 (December 2013)17

travel route and the charging points that the car has passed are determined on the map, and thencharging is performed. In addition, the processing time needed is compensated for by predicting thevehicle location after several seconds, and therefore the user can be informed when passing acharging point without delay.

2.2CCS (Central Computer System)

The CCS is a central system that transmits and receives information to and from eachsubsystem. To and from the OBU the CCS receives charges levied and transmits a schedule ofcharges. From the ES the CCS receives monitoring information to summarize violations. From theRSU the CCS collects vehicle information based on the results of communication with the OBU
and transmits traffic information to the OBU to guide vehicles to less congested roads to supportcomfortable driving.

2.3

ES (Enforcement System)

The ES has two types as shown in Figure 1: The Roadside Enforcement System (RES),
which is a fixed monitoring system on the road, and the Mobile Enforcement System (MES), which
is a simple monitoring system using monitoring equipment mounted on a vehicle or the roadshoulder. Both types have a license plate number recognition function and a communicating
function with the OBU through the DSRC, and check the obtained information to detect violations
such as the failure of charging due to the lack of a stored value card being inserted into OBU.

2.4

RSU (Roadside Unit)

The Roadside Unit (RSU) is communication equipment installed on the roadside thattransmits traffic information and positioning augmentation signals to vehicles/OBU passing by.
The positioning augmentation signal provides location and road information to the OBU when thevehicle is in a high-rise area where GNSS positioning accuracy worsens or at a branch where thedetermination of actual location is difficult with only location information. The RSU is also used tocollect traffic information from the OBU.

|3. System Evaluation TestIn 2012, MHI performed a large-scale system evaluation test over a period of 7 months inSingapore to confirm that its functions, accuracy and reliability were sufficient for practicaloperation.

3.1

System Function Test

This test aimed to verify that the autonomous road pricing system satisfied the functional
requirements of the pricing on traffic congestion, and was performed in a limited area in Singapore
using a several hundred meter-long, three-lane test road (Figure 2). In this test, the charging, theenforcement and the back end system were function-tested under various assumed conditions overa period of 5 months as noted below.

Figure 2-System function test

Test of compatibility for all vehicle types (passenger vehicles, motorcycles, heavy vehicles,double-decker buses, etc.)

Mitsubishi Heavy Industries Technical Review Vol. 50 No. 4 (December 2013)
18-Tests with more than 100 combinations of driving patterns, driving speeds and driving
formations of multiple vehicles.
Evaluation of real time performance of the indicating of charges levied on the OBU display
and the transmitting of results to the CCS at charging points
Night driving test (to achieve a system performance level the same as daytime driving)
A total of more than 300 driving test scenarios were performed, and it was verified that thesystem was sufficient for practical operation.

3.2

System Reliability Evaluation Test

Following the system function test, the system was field tested on public roads in Singapore
over a period of two months to evaluate its reliability.
The enforcement function was tested by installing the ES on a road with heavy traffic
consisting of trucks and passenger vehicles. Vehicles equipped with the OBU ran among thenormal traffic flow and the reliability of illegality detection/determination was evaluatedquantitatively.
The positioning accuracy and the charging reliability were tested by driving through multiple
test areas sampled from public roads such as a cluster of high-rise buildings, an elevated road, atunnel, etc., in order to confirm reliability under conditions of varying GNSS signal environment
and traffic flow. The next section explains the results and details of this evaluation.

|4. System Performance Evaluation
4.1(1)

Testing Environment and Performance Evaluation Method
Test Courses
To cover various road traffic conditions, evaluations were performed in the five selected
test areas as shown in Table 1. Vehicles equipped with the OBU ran among general vehicles
and positioning/charging accuracy was evaluated under realistic driving conditions similar toactual use, including the driving speed, driving lane, etc.
Table 1 Overview of Test Environments
Environment

Characteristics

Tunnel- Unable to receive the GNSS signal- The charging point is set just after the end of the tunnel

Cluster ofhigh-risebuildings- Positioning errors occur due to reflection of the GNSSsignal- Frequent stops and starts in rush-hour congestion

Underneath anelevatedexpressway- Necessary to distinguish between the elevated expressway
and the general road underneath it, both of which run inparallel- Charging points are set on both the elevated expressway
and the general road underneath it

Suburbs- Good receiving sensitivity of GNSS
- Wide and narrow roads coexist- Roads are intricately tangled

Expressway- Excellent receiving sensitivity of GNSS
- Correct charging is needed even in high-speed driving

Mitsubishi Heavy Industries Technical Review Vol. 50 No. 4 (December 2013)
19(2)Evaluation Points and Evaluation Method
The reliability and accuracy of the system is evaluated from two perspectives: (1) thecorrectness of charge levied and an indication for the driver, and (2) the proximity between thecharging point and indicating point.
As shown in Figure 3-1, reflective markers were placed on the roadside at points +/-2.5m, +/-7.5 m, and +/-12.5 m from the charging point. The test vehicle was equipped withdisplays indicating the charge levied, a video camera and a clock on the left rear seat as shownin Figure 3-2.
By evaluating two OBU, compatible and incompatible with reception of the positioning
augmentation signal, simultaneously in a single vehicle, the positioning augmentation effect ofthe RSU was verified. The video camera was positioned so that video of the displays andoutside of window (the reflective markers described above) could be recorded simultaneously
in order to read the indication of the displays and the vehicle position from the video. Four toseven points at which this evaluation was performed were set for each test area (travel time 15
to 30 minutes) and 10 vehicles drove for 5 days in each test area, for a total of 25 days. The
total number of trips was approximately 10,000 and the total number of evaluated points wasapproximately 50,000.

Figure 3

4.2(1)

Test environment for system performance evaluation

Evaluation Results

Suburbs
Figure 4 shows the test results on a general suburban road. This chart represents thedistribution of the distance between the position where the charging amount was indicated on
the OBU display and the charging point. In the suburban area, the ratio of cases where thecorrect charge levy was indicated on the display within +/-2.5 m from the charge levying point
was approximately 45%. In almost all cases, the correct indication could appear on the display
within +/-12.5 m from the charge levying point. This evaluation confirmed that the charge
levying/indication accuracy of this system was comparable to the DSRC system.
(2) Expressway
On the expressway, the vehicle passed the charging point at a speed of approximately 100
km/h. As shown in Figure 5, however, the evaluation resulted in similar variations in the leviedlocations to those on the general suburban road. This means that the driver can be informed of
the charge levied at the correct location regardless of driving speed due to the compensation of
the time period needed for the calculation process by predicting the future vehicle location andcalculating the charge levy beforehand.

Mitsubishi Heavy Industries Technical Review Vol. 50 No. 4 (December 2013)20

Figure 4 The distribution of the distance
between the vehicle position where thecharge levied was indicated and thecharging point (suburbs)(3)

Figure 5 The distribution of the distance
between the vehicle position where thecharge levied was indicated and thecharging point (expressway)

Cluster of High-rise Buildings
Figure 6 shows the results of evaluation in a cluster of high-rise buildings underconditions where the positioning augmentation signal was not used. The ratio of cases wherethe charging amount was indicated at a location relatively distant from the charging point was
higher than that of the suburban road/expressway. This was because the location accuracy
deteriorated due to the reflection or suppression of the GNSS signal caused by high-risebuildings. Nevertheless, charging and indication could mostly be done within +/-12.5 m fromthe charging point. The evaluation of the charge levy yielded consistent results due to mapmatching.

Figure 6 The distribution of the distance between
the vehicle position where the charge levied
was indicated and the charging point (clusterof high-rise buildings)|5. Conclusion
The application of an autonomous road pricing system based on GNSS to the ERP system inSingapore brings a big challenge. ERP using the DSRC system has a record of operation over aperiod of more than 10 years and is completely absorbed into the daily life in Singapore due to itsreliability.
The new system is required to attain flexibility and meticulousness of charging setting, while
maintaining reliability and simplicity for drivers. In addition, the difficulty level is enhanced by theneed to deal with the world famous high-rise buildings and the city area where narrow roads are
intricately tangled.
Under such demanding requirements, MHI has completed large-scale tests of the developed
autonomous road pricing system in an actual traffic environment and demonstrated its reliability.
This means that the system has reached the level where it can be used as a decisive solution for
global issues such as the elimination of traffic congestion and the fair allocation of roadmaintenance costs to users, rather than a special or complementary charging method as seen inMitsubishi Heavy Industries Technical Review Vol. 50 No. 4 (December 2013)21prior examples in Europe.
To establish this system into practical application and start its actual operation, the layout
design of charging points and the positioning augmentation RSU for poor GNSS reception
conditions, a plan for migrating from the current ERP system to the new system, and theexplanation and understanding of people's concerns, including the protection of personal
information, are required.
MHI will try to resolve the issues described above through cooperation with local authorities
based on the advantages that MHI has as the current ERP system provider, as well as by leveraging
newly accumulated knowledge about the autonomous road pricing system. MHI will thencontribute to the further development of Singapore, a leading city state in Asia. Simultaneously,
MHI will promote the customization and cost reduction of the system for areas with different
situations, and also try to extend the system’s applicability.

References
1. The website of Toll Collect GmbH
http://www.toll-collect.de/2. The website of Sky Toll
http://www.skytoll.sk/index-en.html
3. Y.Mabuchi et.al, (2011) Development of GNSS/CN-based Smart Client for Road Charging System. In
Proceedings 18th World Congress on ITS, Orland. Mitsubishi Heavy Industries, Ltd.
4. Y.Mabuchi et.al, (2012) New GNSS/CN based road pricing system. In Proceedings 19th World Congresson ITS, Vienna. Mitsubishi Heavy Industries, Ltd.