AUTOMATED HIGHWAY SYSTEMS AND THEIR IMPACT ON

INTELLIGENT TRANSPORT SYSTEMS RESEARCH

A Seminar Report Prepared By

Satyajit Lenka
Seona Pani
Sharmila Rout
Soumya Sucharita Mallick
Subham Pagal

B.Tech (Civil Engineering)

Under the guidance of

DR. BHAGIRATHI TRIPATHY

Department of Civil Engineering

INDIRA GANDHI INSTITUTE OF TECHNOLOGY, SARANG

Dhenkanal, 759146

•••••
 DEPARTMENT OF CIVIL ENGINEERING
INDIRAGANDHI INSTITUTE OF TECHNOLOGY
SARANG

CERTIFICATE

This is to certify that the topic, “Automated highway systems and their
impact on intelligent transport systems research” is submitted by Subham
Pagal, Seona Pani, Sharmila Rout, Soumya Sucharita Mallick, Satyajit Lenka
bearing registration number 2001105140, 2001105130, 2001105132,
2001105135, 2001105126 in partial fulfillment of the requirements for the
award of Bachelor of Technology in the Department of Civil Engineering
INDIRA GANDHI INSTITUTEOF TECHNOLOGY, SARANG,
DHENKANAL, ODISHA. This seminar project is a Bonafide work performed
by them under my guidance in the academic session 2023- 2024.

Dr. Bhagirathi Tripathy

Asst. Professor
Department of Civil Engineering
 ACKNOWLEDGEMENT

We would like to convey my sincere gratitude to IGIT, Sarang, Dhenkanal for

giving me the chance to make a Seminar Project (Automated highway systems
and their impact on intelligent transport systems research). We had the
honor of working under the direction of Dr. Bhagirathi Tripathy, whose
knowledge and mentorship were tremendous.

He displayed the highest level of professionalism throughout our project,

sharing his breadth of knowledge and expertise in the civil engineering and
construction industries. We received instruction from him and were exposed to
the application of civil engineering, working on this project.

We are incredibly appreciative of both IGIT, Sarang for giving me this priceless
learning opportunity and Dr. Bhagirathi Tripathy for his persistence,
commitment, and desire to share information. The hands-on experience We
gained during our project has given us the knowledge and self-assurance We
need to pursue a career in civil engineering.

Name of Students: Subham Pagal, Seona Pani, Sharmila Rout, Soumya

Sucharita Mallick, Satyajit Lenka
 CONTENT

1. Abstract
2. Introduction
3. Objective
4. Literature Review
5. Theory
6. Methodology
7. Analysis of Accident Data
8. Results
9. Future Scope

10. Conclusion
11. References
 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 a newly developed idea which uses different sensors and
microprocessors for automatic design process. The management and control of
traffic systems using roadside controllers and intelligent vehicles is an
innovative technique for the design of highway systems. 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 helped in reducing the environmental effects of the vehicles running on the
highways.
 INTRODUCTION

The idea of automated driving dates 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 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 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 made 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 Programmed (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 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 Programmed (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 programmers like the Intelligent Vehicle Initiative (IVI)
with more focus on a nearer-term horizon.

The automated highway system is a long-term transportation system with

several potential advantages in the future. AHS technology creates a new
connection between roads and transportation networks. It is a driverless
approach that operates automobiles through an automatic control system. For
the design of an automated highway system, a variety of techniques connected
to computing concepts, microelectronics, numerous sensors, and advanced civil
engineering techniques are applied. In an automated highway system, the
essential parts of any mechanically propelled vehicle—the throttle, steering, and
braking—are automatically operated. An automated highway system may
readily satisfy the primary requirements of any traffic facility, such as
coordinated vehicle flow, the removal of obstructions, an improvised traffic
system, and safety. The recently developed intelligence algorithms are
extensively used to link highway networks and the moving traffic on those
networks.
Need & Necessity:

 Improvement safety by significantly reducing fatalities, personal

injuries, pain and suffering, anxiety and stress of driving.

 Improvement in accessibility and mobility for reducing delays,

smooth flow of traffic, making driving more accessible to less

able to drivers.
 Ensuring exchange of road and route data as well as other

information between the respective transport information centers

and the traffic control in different regions and different states.
 Taking measures required for automated highway systems

associated with safety into vehicles and traffic infrastructure as

well as ensuring the elaboration of interaction as to safety in
person machine terms.
 Development of alert systems for passengers and road users,

development of traffic demand control systems in urban and

rural regions.
 Fuel consumption and polluting emissions might be reduced by

smoothing traffic flow and running vehicles close enough to

each other to benefit from aerodynamic drafting.
 OBJECTIVE

 Introduce new tools for managing urban transport. Automated highway

systems will develop tools that can help cities to cross the thresholds that
are preventing them from introducing innovative systems.

 Studies will be carried out to show that an automated transport system is

not only feasible but will also contribute to a sustainable solution for the
city’s mobility problems, now and in the future.
 To study the effect of Traffic volume, Capacity, Road feature, Surface
properties on accident rate on highway road.
 To study the defects on highway and annual, monthly accidents rates on
the selected highway road.
 To survey and document automated highway system with driver and
passenger safety systems on roads.
 Reliable intelligent driver assistance systems and safety warning systems
are still a long way to go.
 To study eliminate the more than ninety percent of traffic crashes that are
caused by human errors such as misjudgments and in-attention.
 Develop new tools for controlling urban transportation. Automated
highway systems will create resources that can assist cities in overcoming
obstacles that are keeping them from implementing cutting-edge
technology.
 Studies will be conducted to demonstrate that an automated transportation
system is not only doable but will also help find a long-term solution to
the city's mobility issues.
 To research how factors including traffic volume, capacity, road
characteristics, and surface characteristics affect accident rates on
highway roads.
 To Analyse the annual, monthly, and per-mile accident statistics for the
chosen highway road.
 To survey and record automated highway systems with driver and
passenger safety features on the highways. There is still a long way to go
before viable intelligent driver assistance systems and safety warning
systems are available.
 LITERATURE REVIEW

Many studies about automated highway systems have been conducted by a

variety of researchers and vehicle developers. These studies show the
advantages of using an automated highway system.

Anthony Nuzzoloa Give some examples of the Advanced Traveler Advisory

Tool's theoretical and practical applications (ATAT) It need to be able to support
users using multimodal networks by recommending the optimal routes in
accordance with their individual preferences. Such routes are distinguished
based on an assessment of the perceived path utility codified in the Random
Utility Theory. It demonstrates user requirements, TVPTA's logical and
functional design, as well as the framework for transit modelling, which
provides tailored pre-trip information, and the learning process, which identifies
user preferences. The second section outlines a metropolitan area
implementation example of TVPTA concepts. The researcher's findings were
given by the author to create an ATAT that could provide real-time data-based
tailored information to the user. Its foundation is a path choice modelling
framework that may present different paths based on individual travel
preferences that are determined through a learning process. The theoretical
foundation is built on individual path choice models that can offer other
transport routes depending on the user's own travel preferences as recorded by a
learning process of user behaviors. The authors' current analyses, which follow
the decisions made by a sample of students travelling in a major city,
demonstrate the advantages of giving personalized information as well as the
limitations of using aggregate models to provide travel advice. The initialization
and updating of model parameters are among the other achievements of this
research that experimental evidence also supports. In reality, even while the use
of Stated Preferences interviews created on 2-alternative scenarios with a
minimum of 10 observations enables us to estimate initial model parameters for
an acceptable individual Highway Automation Systems Rajendra Gode, D.O.
Page No. 6 Travel advise from the Institute of Technology and Research,
Amravati: To generate statistically meaningful findings, a large number of
observations are required, and the updating procedure of individual model
parameters is relatively slow. Such a finding points to the need for future
research into parameter updating methods, path choice modelling (e.g.,
examination of additional O/D pairs, user preferences, and model forms), and
TVPTA implementation. They create a controller that directs a desired velocity
at each part of the highway using a macroscopic traffic model like that in so that
the density of the entire highway corresponds to a designated density profile.
Their model is based on how real drivers behave. Although designing control
laws for automated vehicles to make them act like those piloted by people is a
possibility, this is not the only strategy. The created control law is based on the
inversion of the dynamics of traffic flow, which necessitates a specific
controllability requirement for the flow of traffic. When the density in any area
of the highway gets exceedingly low, this condition is broken. The information
from the entire highway is needed for the control action at a particular spot in
the roadway. A dynamic version of the control rule that solves the matrix
inversion dynamically helps to fix this issue. This work does not consider
commands for changing lanes or numerous lanes.

Praveen Kumar (2005): - Has found an implementation of GIS in combination

with other advanced communication computer techno- Logees to traveler
information systems enables the conspicuous dissemination of information
about fixed-route facilities, such as offices, educational institutions, health
facilities, places of tourist interest, etc. Baublys (2002) Has found transport
management and substantiated national transport system development may
reveal numerous qualitatively new ideas, which would essentially enable the
enhancement of transport efficiency and realization of big, still unused, its
economic and technological progress reserves.

Chien, Y. Zhang, and A. Stotsky (1993) have defined a model based on the
behavior of human drivers. While it is possible to design control laws for
automated vehicles so that they behave like those driven by people, this is not
the only approach. No multiple lanes or lane change commands are considered
in this work.

Jose E. Florez (1990) combines Linear Programming (LP) with automated

planning techniques to obtain good quality solutions and introduced TIMIPLAN
that successfully solves big multi-modal transportation tasks. Multimodal
transportation usually involves the combination of many resources, together
with temporal constraints, resource consumption, cost functions, etc.

J.K. Hedrick (1994) has focused on interactions between the various layers of
the system architecture, as well as control problems associated with entry/exit,
merging, and lane change maneuvers. In addition, continued investigations of
alternative sensors and vehicle actuators are being conducted.

Khattak, H. Al-Deek, & P. Thananjeyan (1998) Develop a simulation

comparing user choices when different market segments are given different
sources of information (ATIS with full compliance, radio reports, and
observation).

Maurizio Bruglier (2015) has designed a real-time mobility information system

for the management of unexpected events, delays, and service disruptions
concerning public transportation in the city. Representation of the city transit
based on a time-expanded graph that considers the interconnections among all
the stops of the rides offered during the day.

Qu and Chen (2008) Describe the multi-modal transport problem as a

Multicriteria Decision Making Process (MCDM). They propose a hybrid
MCDM by combining a Feed-forward Artificial Neuronal Network (ANN) with
a Fuzzy Analytic Hierarchy Process (FAHP).

THEORY

In order to achieve an optimal utilization of the existing transportation system,

the authorities strive to alleviate the prevailing car-caused problems by means of
coordinating physical flows of road traffic. In addition, they consider preserving
accessibility and environment as well as enhancing road safety. These processes
take place at a given demand for road traffic that is assumed to be fixed in time
and place (i.e., no demand management). As far as the above- mentioned aims
are concerned, we distinguish two classes of involved information systems

• Advanced Traffic Management Systems (ATMS) and

• Advanced Traffic Control Systems (ATCS).
Advanced Traffic Management Systems (ATMS)
The class of Advanced Traffic Management Systems (ATMS) is area-oriented
and concentrates on a (certain part of a) road network (e.g. congregated sections
of the freeway network or parts of the urban or the rural network). The traffic
performance on the remaining (parts of the) road networks are of less interest
for ATMS. For the concerning area, ATMS aims at an optimal traffic
performance at system level, which might be expressed as serving as many cars
as possible on the concerning road network, dissipating a minimum total travel
time. In this way, ATMS strive for a system optimum.
To achieve a system optimum, ATMS requires relevant information about the
actual system performance on the entire road infrastructure under consideration.
Only in this way, ATMS can dynamically adjust or distribute the offered traffic
to or over the available infrastructural capacity by means of traffic management
measures. The information about the actual status of the traffic (and the
infrastructure) should be available in real-time (e.g. in time intervals of 1 to 5
minutes) and concerns traffic data that is aggregated to a certain extent. An
important characteristic of ATMS applications is that decisions are made, and
measures are (seen to be) implemented by traffic managers in the traffic center,
which complete the collected external data collections with know-how gathered
by training and experience.

Since the administrators of ATMS applications are the road authorities, which
are also responsible for the road infrastructure, an ATMS monitoring system is
obviously based on fixed traffic detectors that are mounted in, above or along
the road infrastructure. We will refer to this type of detector as infrastructure-
based traffic detectors. Because of the network-wide oriented nature of ATMS,
an ATMS monitoring system using fixed, infrastructure-based traffic detectors
(e.g. inductive loops) is characterized by rather large detector spacing’s
(typically of 5 to 10 kilometers (about 6.21 mi). Shorter distances between the
detectors would make such a network-wide monitoring system financially
prohibitive.

A typical example of an ATMS application is Incident Management, which deals

with swiftly detecting disturbances in the traffic flows, estimating expected
delay, determining spare capacity of the remaining road links and proportionally
distributing traffic over the entire network.

Advanced Traffic Control Systems (ATCS)

Advanced Traffic Control Systems (ATCS) serves as an 'executive complement'
to the class of Advanced Traffic Management Systems (ATMS). ATCS are
localoriented and concentrate on certain parts of the road infrastructure (i.e.,
critical or notorious bottlenecks, such as bridges, tunnels and on/off ramps). For
these local sites, ATCS aims at an optimal traffic performance at local level.
This might be expressed as serving as many of the offered cars as possible in a
time period that is as short as possible, so dissipating a minimum total time loss.
In this way, ATCS strive for a local optimum.
The instruments belonging to the class of ATCS are more or less rigid standard
operations, which can be fully automated and need no human intervention.
Hence, according to the definition of information systems given before, ATCS
constitutes no true information system (the component 'persons' is not involved).
The exact objectives of the particular ATCS can be modified by the
corresponding ATMS, for instance by adjusting certain parameters. The
complexity of computer models and the calculation speed of computers restrict
area-wide application of ATCS, because computations and actions need to be
performed in real-time. The data collection for ATCS should be very accurate,
possibly relate to individual vehicles and be directly available in real-time (e.g.
in intervals of several seconds to 1 minute).

Because of the local oriented nature of ATCS, an ATCS monitoring system

exclusively concerns the direct vicinity of the corresponding (ATCS) traffic
control system and basically only provides traffic data for this control system.
Moreover, only fixed, infrastructure-based traffic detectors (e.g. inductive loops)
with very small detector spacings (typically of some hundreds of meters) will be
suitable. Since ATCS applications concern only a very limited geographical
area, these detector spacings are financially affordable. Longer distances
between the detectors, or utilization of non-infrastructure-based traffic detectors
is not eligible as this can only provide data with a accuracy and reliability that
will be too low for ATCS.

A typical example of an ATC system application is ramp metering, which deals

with gradually allowing vehicles on the on-ramp to enter the freeway, depending
on the proportion between the actual flow and capacity of the freeway. all traffic
systems that are currently employed belong to the class of ATCS applications.

METHODOLOGY

The AHS will consist of at least two major subsystems: vehicles and
infrastructure. The vehicle subsystem will contain the portion of the system that
moves along an AHS. The vehicle subsystem includes sensors, data processing,
actuator, linkage, and communications equipment. The AHS will automate the
following driver functions to control vehicle movement. AHS Entry: The system
will enter vehicles onto the automated highway with simultaneous speed
adjustment between several vehicles to successfully merge vehicles.

AHS Exit: The system will move vehicles from the AHS lane and will return
control of the vehicle to the driver after ensuring that the driver is prepared to
safely operate the vehicle.

Object Detection and Collision Avoidance: The system will detect moving and
stationary objects on the automated lanes and will avoid collisions with these
objects.

Longitudinal Vehicle Control: The system will adjust the vehicle speed, both
to maintain a safe overall speed (as influenced by environmental conditions),
and the appropriate longitudinal distance between vehicles.

Lateral Vehicle Control: The system will steer the vehicle by sensing the lane
boundaries or lane centers of the automated lane and control vehicle steering to
keep the vehicle in the lane, coordinating lane changes and entry/exit
maneuvers.

Navigation: The system will track the vehicle's position on the highway
network to ensure that the vehicle leaves the system at the driver's desired exit
or guide the vehicle to another exit if the desired exit becomes unavailable.

Study area Amravati to Talegaon 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 (about 34.24 mi) 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 (about 1211.05 mi) from Hazira to Kolkata forming important
eastwest 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 the Great Eastern Highway which connects two major ports of
the country namely Kolkata and Hazira, it carries a good amount of commercial
bulk transportation traffic.

The project highway corridor is in the state of Maharashtra and passes through
Amravati district. Enroute, 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.

The 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 sides 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.
 ANALYSIS OF ACCIDENT DATA

Road transport is essential for development as it provides mobility for 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 India. Previous year
data of accidents on study highway as following Accident Data for the Month of

April-2015 to April-2018
 RESULT

Accident Rate:
On this basis the total accident hazard is expressed as the number of accidents of
all types per km of each highway and street classification. R=A/L.

Where, R = total accident rate per km for one year, A = total number of
accidents occurring in one year, L = length of control section in km. Accident
rate April 2015 to April 2018 including all accidents (Fatal, Grievous, Minor).
 FUTURE SCOPE

The reliable intelligent driver assistance systems and safety warning systems are
still a long way to go. However, as computing power, sensing capabilities, and
wireless connectivity for vehicles rapidly increase, the concept of assisted
driving and proactive safety warning is speeding towards reality. As technology
improves, a vehicle will become just a computer with tires. Driving on roads
will be just like surfing the Web, there will be traffic congestion but no injuries
or fatalities. Advanced driver assistant systems and new sensing technologies
can be highly beneficial, along with a large body of work on automated
vehicles. These findings suggest that the research into autonomous vehicles
within the ITS field is a short-term reality and a promising research area and
these results constitute the starting point for future development.
 CONCLUSION

In this paper, we study Traffic volume, Capacity, Road feature, Surface

properties on accident rate on highway road. The defects on highway and
annual, monthly accidents rates on the selected highway road. Survey and
document automated highway system with driver and passenger safety systems
on roads. Reliable intelligent driver assistance systems and safety warning
systems still have a long way to go. We study eliminating more than ninety
percent of traffic crashes that are caused by human errors such as misjudgments
and in-attention. Studies will be carried out to show that an automated transport
system is not only feasible but will also contribute to a sustainable solution for
the city’s mobility problems, now and in the future.

Transportation systems are an indispensable part of human activities. Estimation

shows that an average of 40% of the population spends at least one hour on the
road each day. People have become much more dependent on transportation
systems in recent years; transportation systems themselves face not only several
opportunities but several challenges as well. The competitiveness of a country,
its economic strength, and productivity heavily depend on the performance of its
transportation system. The automated highway is one of the most promising
technologies to reduce traffic accidents and urban traffic congestion. New
technology engineers and policymakers have some important decisions to make
that will affect the future of transportation. The potential to save lives is what
makes these technology so exciting, automated highways can also reduce
accidents and reduce delays, congestion, and high density in urban areas.
Automated highway systems allow more benefits in terms of safety, efficiency,
affordability, and usability as compared to traditional transportation.

From discussions with experts around the world, a first-generation of

vehiclehighway automation is coming into focus, in which automated vehicles
operate on today's roads with no extensive infrastructure modifications required.
Early co-pilot systems would evolve to autopilots gradually. These vehicles
would operate at spacing’s a bit tighter than commuter flows of today, with
traffic flow benefits achieved through vehicle-cooperative systems as well as
vehicleinfrastructure cooperation.

The vehicles may cluster in 'designated lanes' which are also open to normal
vehicles or may be allowed on high-occupancy vehicle (HOV) lanes to increase
their proximity to one another and therefore get the benefits of cooperative
operations (access to HOV lanes also creates a powerful incentive for
consumers to invest in these systems). Stabilization of traffic flow and modest
increases in capacity are seen as the key outcomes.

Once this level of functionality is proven and in broad use, a second-generation

scenario comes into play which expands to dedicated lanes, presumably desired
by a user population with a high percentage of automation-capable vehicles.
With growing use, networks of automated vehicle lanes would develop, offering
the high levels of per-lane capacity achievable through close-headway
operations.
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