A

SEMINAR REPORT
On

“AUTOMATED HIGHWAY SYSTEM”

Submitted by
ANKIT SHARMA
2019/CTAE/067

In partial fulfillment of the requirements for the award of the degree of

Bachelor of Technology in

CIVIL ENGINEERING

2022-23

DEPARTMENT OF CIVIL ENGINEERING

COLLEGE OF TECHNOLOGY AND ENGINEERING

MPUAT
UDAIPUR (RAJ.)
(313001)
 COLLEGE OF TECHNOLOGY AND ENGINEERING
UDAIPUR, RAJASTHAN – 313001

DEPARTMENT OF CIVIL ENGINEERING

CERTIFICATE

This is to certify that the seminar titled “AUTOMATED

HIGHWAY SYSTEM” submitted by ANKIT SHARMA of Semester
VIII is a bonafide account of the work done by him under our supervision,
during the academic year 2022-2023

HEAD OF THE DEPARTMENT ASSISTANT PROFESSOR

Dr. TRILOK GUPTA Er. RANVEER SINGH

SHEKHAWAT
Department of Civil Engineering
College of Technology and Engineering
MPUAT, Udaipur (Rajasthan)

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 ACKNOWLEDGEMENT

To the grace and generous blessing of God Almighty, I attribute the successful
completion of the seminar. It is my duty to respectfully offer our sincere gratitude
to all the people who have kindly offer their valuable support, guidance .I would
like to extend my heartiest thanks to the management of our college, who
provided me with necessities for the completion of the seminar on the topic
“AUTOMATED HIGHWAY SYSTEM”. I would like to express my deep
gratitude to DR. TRILOK GUPTA, (Prof. and Head of Department), who has been
a source of motivation to all the staffs and students of our college. I feel highly
privileged in making a mention of Er. RANVEER SHEKHAWAT for his co-
operation and help.

Last but not the least , I want to thank all others and especially my classmates who
in some-way or other helped us in successful completion of this work.

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Table of Contents

ACKNOWLEDGEMENT.............................................................................................................4
ABSTRACT..........................................................................................................................................6
1. INTRODUCTION.........................................................................................................................7
2. AUTOMATED HIGHWAY SYSTEMS.......................................................................................9
2.1 Automated Highway Systems................................................................................................9
2.2 Major AHS Goals..................................................................................................................9
2.3 Methodology........................................................................................................................11
3. THE SYSTEM CONCEPT AND TECHNOLOGIES..................................................................13
3.1 The Five Concept Families..................................................................................................13
3.2 Current Technologies...........................................................................................................14
4. CONTROL DESIGN OF AN AUTOMATED HIGHWAY SYSTEM........................................15
4.1 The Five Layer Theory........................................................................................................16
4.2 On-board vehicle control system..........................................................................................17
4.3 Roadside Control System.....................................................................................................17
5. POTENTIAL BENEFITS............................................................................................................18
6.1 CASE STUDY OF JAPAN AUTOMATED HIGHWAY.......................................................19
CONCLUSION...............................................................................................................................20
6.2 CASE STUDY ON INFORMATION OF STUDY AREA AMRAVATI TOTALEGAON
NATIONAL HIGHWAY....................................................................................................................21
6.2.1. Classified Traffic Volume Count............................................................................................22
6.2.2. Traffic Characteristics............................................................................................................23
6.2.2.Traffic Data.............................................................................................................................23
6.2.3 Analysis of traffic count...........................................................................................................24
6.2.4 Analysis of accident data.................................................................................................25
7. CONCLUSION...........................................................................................................................27
8. REFERERNCE(S).......................................................................................................................28

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 ABSTRACT

Automated highway system (AHS), which promises an increase in traffic capacity. The core
of this protocol to achieve a fully automated highway system is four-layer hierarchical
control architecture. Automated Highway System, abbreviated as AHS is newly developed
idea which uses different sensors and microprocessors for automatic design process. The
management and control of traffic system using roadside controllers and intelligent vehicles
is innovative technique for the design of highway system. The Automated Highway System is
the design concept introduced to enhance safety, efficiency and many other vehicular as well
as user characteristics of highways. This concept has introduced for the improved
architectural layout of highway design and also helped in reducing the environmental effects
of the vehicles running on the highways

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 1. INTRODUCTION

The idea of automated driving dates back to almost 50 years ago when General
Motors (GM) presented a vision of ―driverless‖ vehicles under automated control
at the 1939 World fairs in New York. In the 1950’s research by industrial
organizations conceptualized automated vehicles controlled by mechanical systems
and radio controls. After the first appearance of the computers in the 1960’s,
researchers began to consider the potential use of computers to provide lateral and
longitudinal control and traffic management. The fully automated highway concept
was initially examined by GM with sponsorship from the US department of
Transportation (DOT) in the late1970’s. During these times, focus was laid on
automated vehicles on a highway as computers were not powerful enough to consider
a complete fully automated highway system.

Advances in the computing technologies, micro-electronics and sensors in the 1980’s

provoked commercial interest in the technologies that might enhance driver capability
and perception and both private and public researchers examined partially automated
products and services. Among others, the University of California Partners in
Advanced Transport and Highways (PATH) has carried out significant research and
development in the field of highway automation since the 1980’s. As various
transportation technologies emerged that could assist driving on one hand and also
traffic efficiency on the other, interest in fully automated driving or integrated auto-
highway technologies grew once again.

With the passage of the 1991 Intermodal Surface Transport Efficiency Act (ISTEA),
efforts were on early prototype development and testing of fully automated vehicles
and highways. This act prompted the US DOT to develop the National Automated
Highway System Research Programme (NAHSRP), whose goal was to develop
specifications for a fully automated highway system concept that would support and
stimulate the improvement of vehicle and highway technologies.

In 1994, the US Department of Transportation launched the National Highway

System Consortium (NAHSC). The consortium consisted of nine major categories of
organization including academia, federal, state, regional and local government besides
representatives from vehicle, highway, electronics and communications industries.
The consortium believed in expanding the program’s expertise and resources, and

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maintained that the collaborative approach among the stakeholders would be critical
in building the common interest that would be required in the early development and
deployment of fully automated highway systems. Research continues to this day
though it is largely sketchy owing to the withdrawal of the financial support for the
National Automated Highway Systems Research Programme (NAHSRP) by the US
Department of Transportation in the year 1997.

Many studies conducted by the National Automated Highway Systems Consortium

(NAHSC) continue in partial way with a couple of federal programmes like the
Intelligent Vehicle Initiative (IVI) with more focus on a nearer-term horizon.

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 2. AUTOMATED HIGHWAY SYSTEMS

2.1 Automated Highway Systems

The Automated Highway System (AHS) concept defines a new relationship between
vehicles and the highway infrastructure. AHS refers to a set of designated lanes on a
limited access roadway where specially equipped vehicles are operated under completely
automatic control. AHS uses vehicle and highway control technologies that shift driving
functions from the driver/operator to the vehicle. Throttle, steering, and braking are
automatically controlled to provide safer and more convenient travel. AHS also uses
communication, sensor and obstacle-detection technologies to recognize and react to
external infrastructure conditions. The vehicles and highway cooperate to coordinate
vehicle movement, avoid obstacles and improve traffic flow, improving safety and
reducing congestion. In sum, the AHS concept combines on-board vehicle intelligence
with a range of intelligent technologies installed onto existing highway infrastructure and
communication technologies that connect vehicles to highway infrastructure.

2.2 Major AHS Goals

The AHS program is designed to influence how and when vehicle-highway automation
will be introduced. AHS deployments will be tailored to meet the needs of public,
commercial, transit, and individual travellers in rural and urban communities. The major
goals are to:

1. Improve safety by significantly reducing:

Fatalities.
Personal injury.
Pain and suffering.
Anxiety and stress of driving.

2. Save money and optimize investment by:

Maximizing efficiency of the existing infrastructure investment.

Integrating other ITS services and architecture to achieve smooth traffic flow.

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 Using available and near-term applied technology to avoid costs of conventional
highway build-out.
Developing affordable equipment, vehicles, infrastructure, operations,
maintenance, and user fees.
Closing the gap on predicted infrastructure needs.
Using public/private partnerships for shared risk; using the National AHS
Consortium as a global focal point to influence foreign deployment efforts.
Reducing fuel consumption and costs, maintenance, wear-and-tear, labor costs,
insurance costs, and property damage.

3. Improve accessibility and mobility by:

Improving employee on-time performance, resulting in a more effective work

force.
Facilitating "just-in-time" deliveries.
Improving public transportation service, increasing customer access, and
expanding service levels, resulting in increased revenue, reduced costs, and
reduced accidents.
Achieving a smooth traffic flow, reducing delays, travel times, travel time
variability, and driver stress.
Making driving more accessible to less able drivers.

4. Improve environmental efficiencies by:

Reducing emissions per vehicle-mile

travelled.
Providing a solid base for reliable, lower cost transit.
Providing an efficient base for electric-powered vehicles and alternative fuel
vehicles.

5. Create jobs by:

Providing a stronger national economy and increasing global competitiveness.

Increasing jobs in research and development and in early ITS deployment.
Facilitating technology transfer (e.g., from military to civilian use).
Creating new U.S. automotive products and new technology-based industry to
compete in the international marketplace.

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 Figure 2.1 – A concept drawing of an Automated Highway System with dedicated lanes in
the centre of the highway.

2.3 Methodology

As shown in figure 2.1, a driver electing to use such an automated highway might first
pass through a validation lane, similar to today's high-occupancy-vehicle (HOV) or
carpooling lanes. The system would then determine if the car will function correctly in
an automated mode, establish its destination, and deduct any tolls from the driver's credit
account. Improperly operating vehicles would be diverted to manual lanes. The driver
would then steer into a merging area, and the car would be guided through a gate onto an
automated lane. An automatic control system would coordinate the movement of newly
entering and existing traffic. Once travelling in automated mode, the driver could relax
until the turnoff. The reverse process would take the vehicle off the highway. At this
point, the system would need to check whether the driver could retake control, then take
appropriate action if the driver were asleep, sick, or even dead.

The alternative to this kind of dedicated lane system is a mixed traffic system, in which
automated and non-automated vehicles would share the roadway. This approach requires
more-extensive modifications to the highway infrastructure, but would provide the
biggest payoff in terms of capacity increase.

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In fact, a spectrum of approaches can be envisioned for highway automation systems in
which the degree of each vehicle's autonomy varies. On one end of the range would be
fully independent or "free-agent" vehicles with their own proximity sensors that would
enable vehicles to stop safely even if the vehicle ahead were to apply the brakes
suddenly. In the middle would be vehicles that could adapt to various levels of
cooperation with other vehicles (platooning). At the other end would be systems that rely
to a lesser or greater degree on the highway infrastructure for automated support. In
general, however, most of the technology would be installed in the car.

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 3. THE SYSTEM CONCEPT AND TECHNOLOGIES

Concepts of Automated Highway System (AHS) can be classified into two groups,
partially automated systems and fully automated systems, depending on the extent of the
automation. Partially automated systems include notification and warning systems,
temporary emergency controls and continuous partial controls, which take limited control
of the vehicle in emergency situations. They automate certain routine parts of driving but
rely on manual control for most driving functions. Fully automated driving would let
drivers be totally disengaged from all driving tasks.

3.1 The Five Concept Families

Independent Vehicle Concept: This concept puts a smart vehicle in the existing
infrastructure. In-vehicle technology lets the vehicle operate automatically with
on-board sensors and computers. The vehicle can use data from roadside systems
but does not depend on infrastructure support.

Cooperative Concept: This concept lets smart vehicles communicate with each
other, although not with the infrastructure. With on-board radar, vision, and other
sensors, these AHS-equipped vehicles will be able to communicate with each
other and coordinate their driving operations, thereby achieving best throughput
and safety.

Infrastructure-Supported Concept: A smart infrastructure can greatly improve

the quality of AHS services and better integrate AHS with local transportation
networks. This concept envisions automated vehicles in dedicated lanes using
global information and two-way communication with the smart infrastructure to
support vehicle decision-making and operation.

Infrastructure-Assisted Concept: In this concept, the automated roadside

system provides inter-vehicle coordination during entry, exit, merging, and
emergencies. This concept may provide the greatest throughput benefit; it also
may require the greatest civil infrastructure investment.

Adaptable Concept: This concept acknowledges the fact that AHS

implementation will vary by locality. It envisions the development of a wide
range of compatible standards that leave as many of the specific architecture

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decisions, solutions, and deployment progressions as possible to areastakeholders.

The National Automated Highway System Consortium (NAHSC) defined several

alternative AHS concepts, from cooperative to fully automated, depending on the degree
to which vehicles and infrastructure work together as listed above.

3.2 Current Technologies

While current vehicles use new technologies mostly for safety or driver convenience, e.g.,
air bags, antilock brakes, adaptive cruise control, power steering, the vehicles on an AHS
system would require much more new technology that communicates with the roadway. In
the simplest forms of AHS these would focus on the detection of other vehicles and
obstacles. Technologies that already do this to some extent are beginning to be added to
luxury vehicles or are sometimes an option that can be selected by the consumer; e.g.,
collision warning systems. Other technologies that would be precursors to the
communications technologies in an AHS system are also being introduced; these include
navigation assistance systems, traveler information systems, and vehicle locator systems.
Their acceptance in the market is taken as an indicator of eventual consumer acceptance of
the broader AHS concept.

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4. CONTROL DESIGN OF AN AUTOMATED HIGHWAY SYSTEM

The Control design of an Automated Highway system can be looked upon the basis of
a 5 layer theory which together comprise the two systems viz. the On- board Vehicle
System and the Roadside System. The control design is explained with the aid of the
figure 4.1:

Figure 4.1 – The Control Design of an Automated Highway System

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 4.1 The Five Layer Theory

The physical layer comprises all the on-board vehicle controllers of the physical
components of a vehicle. These include the engine and transmission, brake and steering
control systems, as well as the different lateral and longitudinal vehicle guidance and
range sensors. The main function of the physical layer is to decouple the longitudinal and
lateral vehicle guidance control and to approximately linearize the physical layer
dynamics.

The regulation layer is responsible for the longitudinal and lateral guidance of the
vehicle, and the execution of the manoeuvres ordered by the coordination layer. The
regulation layer must carry out two longitudinal control tasks. The first task is that of a
vehicle follower in a platoon and consists in maintaining a prescribed constant spacing
from the preceding vehicle. The second task is that of a platoon leader or free agent and
consists in safely and efficiently executing a manoeuvre commanded by the coordination
layer.

The coordination layer is responsible for selecting the activity that the vehicle
should attempt or continue to execute, in order to realize its currently assigned activity
plan. It communicates and coordinates its actions with its peers—the coordination layers
of neighboujring vehicles—and supervises and commands the regulation layer to execute
or abort manoeuvres. It also communicates with the link layer roadside control system,
from which it periodically receives an updated activity plan.

There is one link layer controller for each 0.5 to 5 km-long segment of the
highway, called a link. Its task is to control the traffic flow within the link so as to attain
its full capacity and minimize vehicle travel time and undesirable transient phenomena,
such as congestion. A link is itself subdivided in sections, one per lane. A link receives
and discharges traffic flow from and to neighbouring links, as well as AHS entrances and
exits. The controller measures aggregated vehicle densities in each of the link’s sections.
These densities are specific to vehicle type, including origin and destination, and whether
the vehicle is a platoon leader, follower or is changing lanes. It broadcasts commands in
the form of a specific activity plan for each vehicle type and section, to the vehicle
coordination layer controllers.

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 The link layer controller receives commands from the network layer in the form of
demands on the inlet traffic flows at the AHS entrances, and outlet flow constraints at the
AHS exits, as well as desired inlet-to-outlet traffic flow split ratios, in case a vehicle can
take more than one route to each the same destination, while travelling in that highway
link,

The task of the network layer is to control entering traffic and route traffic flow
within the network of highway links that constitute the AHS, in order to optimize the
capacity and average vehicle travel time of the AHS and minimize transient congestion
in any of its highway links.

4.2 On-board vehicle control system

The overall on-board vehicle control system comprises the control systems for the
coordination, regulation, and physical layers. Its primary objective is to safely control the
vehicle while efficiently executing its activity plan. By ―safely‖ it is meant that
the vehicle should not collide under normal circumstances, in the absence of major
hardware malfunction. By ―efficiently‖ it is meant that the vehicle should
complete the manoeuvres in its activity plan in a manner that tends to optimize the
capacity and traffic flow of the AHS. This involves completing manoeuvres, such as join,
split or change lane in the minimum possible time, and performing platoon follower and
leader laws while maintaining as high a speed and as small a distance from the preceding
vehicle as practicable.

However, since the on-board vehicle control system does not have the overall AHS
capacity and traffic flow information, overall AHS optimality is not monitored or
guaranteed at this layer

4.3 Roadside Control System

The roadside control system’s primary objective is to optimize the capacity and
traffic flow of the overall AHS. The models used in the link layer involve aggregated
vehicle densities and traffic flows but not individual vehicles. Thus, vehicle safety, as
defined in Section3, cannot be monitored, much less enforced. The roadside control
system can control the network and link layers in ways that tend to increase vehicle
safety, such as maintaining sufficiently low aggregated vehicle densities and decreasing
the inlet traffic flow into links.

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 5. POTENTIAL BENEFITS

Researchers have attempted to estimate benefits that might accrue from the
implementation of automated highway systems. Table 2 summarizes potential benefits.
Many of the benefits shown in the table are fairly speculative; the systems they would
depend upon are not yet in existence and there is no clear evidence that the system can
produce the following benefits in reality.

It is anticipated that automated highway and related advanced vehicle control and
safety technologies would significantly reduce traffic congestion and enhance safety in
highway driving. This in turn would potentially cut travel time, and therefore, driving
would be more predictable and reliable. The Mobility 2000 report, sponsored by the
Texas Transportation Institute, projected that collision prevention systems could reduce
accidents by 70 percent or 90 percent on fully automated highways.

Research focused on collision prevention systems has estimated possible savings in

a relatively short period of time. For example, collision avoidance systems have been
estimated to have the potential to reduce annual loss of life on U.S. roads by 50 percent
by 2020. In addition, preliminary National Highway Traffic Safety Administration
estimates show that rear-ends, lane-change, and roadway-departure crash-avoidance
systems have the potential to reduce crashes by one-sixth, or about 1.2 million crashes a
year.

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 6. CASE STUDY

6.1 CASE STUDY OF JAPAN AUTOMATED HIGHWAY

Japan, with a population density almost 12 times greater than the United States, has an abiding
interest in developing intelligent transportation systems (ITS) to resolve its traffic congestion
and other transportation problems. Indeed, the Japanese Comprehensive Automobile Traffic
Control System (CACS) program.
But recently, Japanese officials have started looking at ITS from a much greater perspective.
ITS is an essential element in creating a global advanced information and telecommunications
society. This advanced society will realize the free generation, circulation, and sharing of
information and knowledge that are the products of all human intellectually creative activities,
thus leading to a new socioeconomic system that can forge a balance between living/culture,
industry/business, and nature/environment. As a result, it is expected that there will be an
expansion of economic frontiers, balanced national land development, and the creation of a
standard of living for the people such that they can realize a truly comfortable and affluent
lifestyle.

Accident rate before & After Automation in Japan in a

year

Table -7: Accident Data of Japan before Automation

Sr. No. Vehicle Type Accident
1 Bus 545
2 Heavy / Truck 85
3 Passenger Vehicle 654
4 Two Wheeler 850
5 Car 541
6 Other 658

Table -8: Accident Data of Japan after

Sr. No. Vehicle Type Accident

1 Bus 246
2 Heavy / Truck 32
3 Passenger Vehicle 342
4 Two Wheeler 352
5 Car 152
6 Other 354

From the table 7 & 8 the use of ITS automation System the accident rate are nearly 50%
reduces.

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 Chart -3: Before and After Automation of highway Accident

CONCLUSION

Automated Highway Systems brings major transportation benefits in terms of

safety, efficiency, affordability and usability, and environment in order to achieve its
development goals.

A key feature of the control design architecture is the separation of the various
control functions into distinct layers with well-defined interfaces. Each layer is then
designed with its own model that is suited to the functions for which it is responsible.
The models at the various layers are different not only in terms of their formal structure
(ranging from differential equations to state machines to static graphs), but also in the
entities that have a role in them.

The AHS is a complex large-scale control system, whose design required advances
in sensor, actuator, and communication technologies (not discussed here) and in
techniques of control system synthesis and analysis. It is a measure of the advanced state
of the art that these techniques have reached a stage that they could be successfully used
in the AHS project.

Though it has been said so, the reasons why many federal programs like the
National Automated Highway System Research Program (NAHSRP) failed was that the
program was trapped in technology-optimism. Several U.S. DOT reports on AHS show
that there are no technical and non-technical showstoppers. However, legal, institutional,
and societal challenges just as critical as technical issues. Moreover, theseinstitutional

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and

Page 21 of 27
societal issues cannot be settled in one day, because they are much to do with people’s
perception, behavior, consensus and social changes based on those.

6.2 CASE STUDY ON INFORMATION OF STUDY AREA AMRAVATI

TOTALEGAON NATIONAL HIGHWAY.
The Amravati to Talegaon is India's national highway number 6 (NH 6 has been
renumbered NH 53 after renumbering of all national highways by National Highway
Authority of India in 2010 year.) high-speed, access controlled tolled highway. It spans a
distance of 55.1 km connecting Amravati to Talegaon.

The highway is part of major East - West national highway NH-6 commonly referred to as
NH-6 or the G.E. Road (Great Eastern Road). NH-6 is a busy National Highway that runs
through Gujarat, Maharashtra, Chhattisgarh, Orissa, Jharkhand and West Bengal state in
India. The highway passes through the cities of Surat, Dhule, Amravati, Nagpur, Raipur,
Sambalpur & Kolkata. NH 6 runs over 1,949 km from Hazira to Kolkata forming important
east-west connectivity across region.

This study section of NH-6 caters to various types of traffic such as urban, suburban and
regional traffic. The development alongside the highway indicates mixed land use on both
sides of the highway consisting of agricultural and barren lands, residential, commercial,
small & medium scale industrial establishments such as textiles, woolen blankets, ropes,
watches etc. The corridor in general has significant potential for future development along
the highway and in the influence area, discussed further in this Report. Dominant land use of
both side of project corridor is rural agriculture land. Since this stretch is part of Great

Eastern Highway which connect two major ports of country namely Kolkata and Hazira, it
carries good amount of commercial bulk transportation traffic.

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The project highway corridor is in the state of Maharashtra and passes through Amravati
district. En- route, it passes few major/minor urban centers, viz. Nandgaon Peth, Mozri, Tivsa,
and Ramdara etc. along its length before reaching end of project stretch at Talegaon.

Corridor is also known as Amravati – Nagpur Highway. The highway has two carriageways
each with two lanes, having a central divider, paved shoulders; side drains on both side and
flyovers at major intersections.

The silent features of the study area are as given below;Four Laning of Carriageway = 55.1
Km.
Major Bridges = 1 No. Minor Bridges = 25 Nos. Flyovers = 2
Nos.
Railway Over Bridge= 1 No.Culverts = 86 Nos.
Pedestrian Under passes = 11 Nos.Vehicular Under passes = 11 Nos.
Major intersection = 36 Nos.
Service Road = 26.50 Km. Bus Bays = 15 Nos.
Toll Plaza Complex = 1 Nos.
6.2.1. Classified Traffic Volume Count

The objective of conducting a Classified Traffic Volume Count is to understand the traffic
flow pattern including modal split on a roadway. The Classified Traffic Volume Count survey
has been provided by concessionaire of project highway from actual traffic data gathered at
toll plaza locations based on monthly data. The vehicles can broadly be classified into fast
moving / motorized and slow moving / non-motorized vehicles, which can be further
classified into specific categories of vehicles. The groupings of vehicles are further segregated
to capture the toll able vehicle categories specifically and toll exempted vehicles are counted
separately. The detailed vehicle classification system as per IRC: 64-1990 is given in Table

Table -1: Vehicle Classification System

Vehicle Type
Auto Rickshaw
Car, Jeep, Taxi & Van (Old / newtechnology)
Passenger Car
Mini Bus
Bus
Standard Bus
Light Goods Vehicle (LCV)

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 2 – Axle Truck
Truck 3 Axle Truck (HCV)
Multi Axle Truck (4-6 Axle)
Oversized Vehicles (7 or more axles)
Other Vehicles Agriculture Tractor, Tractor & Trailer

6.2.2. Traffic Characteristics

Toll revenue of the highway does not solely depend on traffic volume. There are certain
characteristics of traffic which have significant potential to affect toll revenue. Component of
local traffic, component of passenger and commercial traffic, portion of return journey
traffic, portion of monthly pass traffic are some such characteristics of traffic.

Fig -5: Toll Plaza Location as TP1

6.2.2.Traffic Data
The highway is currently under toll operation, the data collected is corresponding to category
of toll able vehicles.
Table -2: Traffic Data

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 Annual Average Annual Annual Average Daily Traffic For
Daily Traffic For Average Daily 2017-
Type of
Sr. 2015- Traffic For 18
Vehicle
no. 16 2016-
17

1 Car 5105 5770 5918

Mini Bus /
2 1253 1333 1421
LCV
3 Truck / Bus 1238 1244 1426

4 Multi Axel 1742 1808 2031

Oversized
5 2 1 2
Vehicles
Total 9337 10156 10798

6.2.3 Analysis of traffic count

Understanding the character of existing traffic forms the basis of traffic forecast. The various
vehicle types having different sizes and characteristics can be converted into a single unit
called Passenger Car Unit (PCU). Passenger Car equivalents for various vehicles are adopted
based on recommendations of Indian Road Congress prescribed in “IRC-64-1990: Guidelines
for Capacity of Roads in Rural areas”. The adopted passenger car unit values (PCU) are
presented in following table.
Table -3: PCU Factor Adopting For Study
Vehicle type PCUs
Car/Van 1.0
Mini Bus 1.5
Standard Bus 3.0
LCV 1.5
2-Axel Truck 3.0
3-6 Axel Truck 4.5
Multi Axel Vehicle 4.5
Auto Rickshaw 1.0
Agriculture Tractor with Trailer 4.5
Agriculture Tractor without Trailer 1.5

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Table -4: Traffic in PCU

Period Traffic PCU PCU

No Index
For year 9337 18543.5 1.99
2015-16
For year 10156 19642 1.93
2016-17
For year 10798 21476 1.99
2017-18

It can be observed from above that project traffic has PCU index close to 2.0 which indicates
good mix of commercial, goods traffic and passenger traffic.
6.2.4 Analysis of accident data

Road transport is essential for development as it provides mobility to people and goods.
However, it also exposes people to the risk of road accidents, injuries and fatalities. Exposure
to adverse traffic environment is high in India because of the unprecedented rate of
motorization and growing urbanization fueled by high rate of economic growth. As a result,
incidents of road accidents, traffic injuries and fatalities have remained unacceptably high in
the India.
Previous year data of accidents on study highway as following

Accident Data for the Month of April-2015 to April-2018

Chart -1: Accident data of April 2015- April2018

60
40 Fatal Grievous
20 Minor

2015201620172018

Page 26 of 27
 Accident Data of Dead Animals
Table -6: Accident Data of Animals Amravati to Talegaon

Animals

Mo P C B
Cat G D ig o w O Do uf fa Total
nths
o o x n lo
at g ke
y
Jun 2
1 1 5 0 0 0 3 1 65
- 8
15
Jan 1
2 0 1 2 1 2 0 0 23
- 7
17

3 Mar 9 1 3 4 2 1 1 0 52
-18 4
Apr 12 0
4 3 3 0 3 2 0 52
-18 2
To 24 2 1 9 3 6 6 1 192
t 4
al 1

70
60
50 Jun-15 Jan-17 Mar-18
40 Apr-18
30
20
10

Chart -2: Accident data of Animals

Page 27 of 27
 7. CONCLUSION

Automated Highway Systems brings major transportation benefits in terms of

safety, efficiency, affordability and usability, and environment in order to achieve its
development goals.

A key feature of the control design architecture is the separation of the various
control functions into distinct layers with well-defined interfaces. Each layer is then
designed with its own model that is suited to the functions for which it is responsible.
The models at the various layers are different not only in terms of their formal
structure (ranging from differential equations to state machines to static graphs), but
also in the entities that have a role in them.

The AHS is a complex large-scale control system, whose design required

advances in sensor, actuator, and communication technologies (not discussed here)
and in techniques of control system synthesis and analysis. It is a measure of the
advanced state of the art that these techniques have reached a stage that they could be
successfully used in the AHS project.

Though it has been said so, the reasons why many federal programs like the
National Automated Highway System Research Program (NAHSRP) failed was that
the program was trapped in technology-optimism. Several U.S. DOT reports on AHS
show that there are no technical and non-technical showstoppers. However, legal,
institutional, and societal challenges just as critical as technical issues. Moreover,
these institutional and societal issues cannot be settled in one day, because they are
much to do with people’s perception, behavior, consensus and social changes based
on those.

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 8. REFERERNCE(S)

1. Cheon, Sanghyun, ―An Overview of Automated Highway systems (AHS) and

the social and the institutional challenges that they
face.” Link:http://www.uctc.net/papers/624.pdf

2. Horowitz, Roberto and Varaiya, Pravin, ―Control Design of an Automated

Highway System” – Proceeds of the IEEE, Volume 88, No.7, pp-913 – 925, July
2000.

3. Congress, Nita. ―Smart Road, Smart Car: The Automated Highway System‖. Public
Roads Online. Autumn 1996. Pg.4, 5 & 7.

Link:http://www.tfhrc.gov/pubrds/fall96/p96au46.htm.

4. National Automated Highway System Research Program: A Review. TRB Special

Report 253.Transportation Research Board, National Research Council. National
Academy Press. Washington, D.C. 1998. pg.15, 32 & 37.

5. National Automated Highway System Consortium, ―Technical

Feasibility Demonstration – Vehicle Platooning‖ 1997. Pg 1-4.

6. Lay, Rodney K., Gene M. McHale, and William B. Stevens. The U.S. DOT Status
Report on the Automated Highway Systems Program. Working Note 95W0000093.
Mtretek Systems, Center for Telecommunications and Advanced Technology.
McLean, Virginia. July 1996. Pg.8-2.

7. Shivam B.Gawande,Prof.Y.S.Khandekar,Prof.Ashish R.Bijwe. Vol-6, Issue-4,april

2019, e-ISSN: 2395-0056, P-ISSN: 2395-0072.

8. Datta N. godbole, Farokh H. Eskafi, Pravin P. Varaiya, CA 94720.

9. “ IRB OFFER DOCUMENT ” Dated April 20,2017 Book Built Issue.

10. Alexander Novikov and Pavel Pribyl, “ITS Control of Highway Capacity” 12th
International Conference “Organisation and Traffic Safety Management in large
cities”, SPbOTSIC-2016, 28-30 September 2016, St. Petersburg,Russia.

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