## 7 Conceptual Design of Using the Proposed Solution in the Navigation  
In this article, the designed prediction system (see Section 5.2) can be implemented into navigation and fleet and workflow management systems as one of the modules often used for route calculation. The stated systems have their own solutions to ensure navigation. The main benefit of the prediction system is, in particular, route optimization with respect to the predicted traffic situation (and possibly also weather forecast) where the route is planned via waypoints (see problem context in Section 1). Besides the primary use, this prediction system can be beneficial even to navigation between two points, similarly to speed profiles, making the estimated arrival time more accurate. Furthermore, the basic principle of involving such a prediction system or module into the aforementioned systems (their navigation part) is beneficial as the calculated routes can be optimized according to the traffic prediction and weather forecast.  
Based on the selected goal and waypoints, navigation or the relevant system module creates a virtual subgraph from map bases, above which alternative routes will be calculated further for the current departure time. The individual edges of the virtual subgraph have signs of _TMC segments_ for which real-time traffic information is available. Real-time traffic information is downloaded for all _TMC segments_ (generally primary roads) in this subgraph from the place of departure. Subsequently, route calculation is performed according to the selected heuristic algorithm. In the event of a _TMC segment_, any penalization based on real-time traffic information is included.  
If the route is longer than, let us say, 30 min (the value will need to be set on an experimental basis), all _TMC segments_ attained at a later point will be penalized based on the prediction system data and not based on real-time traffic information. If several waypoints are used, the route can be penalized right from the first waypoint based on the prediction system data. As indicated by Figure 21, the initial data (_Tmcld_, passage date, estimated time of passage through the segment rounded to hours) will be passed onto the prediction system. At the same time, such _TMC segments_ with long-term traffic restrictions (e.g., closed road) will be eliminated from the initial data by the navigation based on real-time traffic information. The prediction system will provide values of the predicted speed for the individual _TMC segments_ as well as supplementary information  
Figure 20: Model testing, trunk road Nr. 43 in Brno (_Tmcld_: TS05024T04030).  
(see Section 5.2). Upon route calculation completion, the user will be offered a suitable route(s), which will be displayed on the map. During the course of travel, the navigation will recalculate the given route continuously through the given time and, if necessary, it will offer an alternative route.  
As illustrated by Figure 21, the initial data also contains a weather forecast for the expected passage time. Due to the fact that an added value of using the weather forecast in the designed prediction model has not been proven, Figure 21 illustrates the use of weather in the conceptual design as optional--see issues with including such data as set forth in Sections 5.6 and 8. The inclusion of weather forecast can be performed in the form of a separate module or as a part of the prediction system. The advantage of the separate weather module is its usage for depicting the current weather and the forecast on the navigation map or, alternatively, its further separate use outside the prediction system.