TRAVEL TIME REGISTRATION USING ETC TAGS IN NORWAY

Mr Torbjrn Haugen Research Scientist SINTEF NO-7465 Trondheim, NORWAY Phone: +47 73594660 Fax: +47 73594656 E-mail: torbjorn.haugen@sintef.no Mr Hkon Wold Senior Engineer Norwegian Public Roads Administration P.O.Box 8142 Dep NO-0033 Oslo, NORWAY Phone: +47 22073500 Fax: +47 22073308 E-mail: hakon.wold@vegvesen.no

ABSTRACT
This paper presents experiences with use of ETC tags for travel time registration in Norway. ETC technology can be used to collect data for estimation of travel times in the road network. This type of data has proved to constitute a well suited basis for evaluation of traffic flow quality, and therefore well suited for traffic information and route guidance systems. It is now possible to collect the data anonymously, so problems with protection of privacy are avoided.

INTRODUCTION
Electronic Toll Collection (ETC) systems are common in Norway, both as toll rings in small and large cities, and as toll plazas on road sections. The worlds first ETC toll plaza was opened in 1987, in the city of lesund, Norway. The first ETC city toll ring was the Oslo Tolling System opened in 1990. Those ETC systems were based on the old technology, using 856 MHz communication for transactions. The old ETC system contained of an electronic tag, On-Board Unit (OBU), placed inside the windshield of the vehicle and an antenna which could read the OBU identification (number) at each toll station. The old ETC system was based on automatic detection. Every time a vehicle passed a toll station the station number, the time and the tag identification was recorded. ETC is used for financing of road infrastructure in Norway. The ETC system also made it possible to widen traffic data registrations to include section data like travel time and delay. Delays and traffic status was calculated based on the registrations, and the information was presented to the drivers using Variable Message Signs (VMS), Internet or the media.

A problem with the old ETC system was protection of privacy, because each vehicle was identified by the tag-ID. The new ETC system is using DSRC 5.8 GHz communication link. In the new system it is possible to store information within the OBU. When a vehicle with an ETC tag passes an antenna, the antenna can read information from the tag, and write new information in the tag. Instead of reading tag identification (and identifying the vehicle), it is now possible to store time-and-place (TAP) information in the ETC tag at one travel-time measurement point, and read this information at the next. The travel time is now calculated based on the TAPs stored in the tag, and we consider that problems with protection of privacy are avoided.

TRAVEL TIME CALCULATED BY REGISTRATION OF ELECTRONIC TAG ID

SYSTEM AND TEST SITE
The first travel time registration system was developed in 1994, and a 45 km test section with 4 antennas was established on E18 in the county of Vestfold, south-west of Oslo, in Norway. Every vehicle with an ETC tag was identified when passing one antenna and recognised when passing the next antenna. The following data was recorded at the travel-time measurement points: Station number Time Tag identification number Approximately 30% of the vehicles traveling on the trial section were equipped with OBUs. Most of these vehicles drove the section without stopping, and the proportion was therefore considered high enough to give reliable section data. Earlier studies have shown that 5-10% of the vehicles should be registered to give reliable results. In the summer of 1994, a license was received, allowing registration of tagged vehicles over a period of three months. An on-line system for section data based on three antenna locations was established. The complete tag number was recorded, so the system gave absolute recognition. Data from each station was transmitted to the Traffic Control Centre every five minutes, so the section data were nearly on-line. SINTEF developed a software tool for section data analysis. The software contains an algorithm for sorting out the vehicles with extra long travel times and therefore assumed to have had a stop between the registration points. From the summer of 1995 the license terms were changed. From now on only three last digits of the 6 or 7 digit tag identification number could legally be registered. At the same time, the licensing requirement was released because the data collected were no longer defined as an identification of individuals. This transition from absolute to relative recognition entailed new challenges in tracking vehicles for calculation of section data. VMS, DMS and Internet were used to inform the drivers about the traffic conditions. When congestion arises, information about actual delay and alternative routes were displayed.

RESULTS
Analyses made of point data versus section data show that travel speed is a more stable parameter than point speed and therefore better suited as a basis for traffic control and information. (Travel time and delay are calculated from travel speed). Even in periods with unstable traffic flow on a section, there is little variation in travel speed from one vehicle to the next, therefore the travel speed is a useful indicator of the traffic flow quality. To illustrate the variation in point speeds and in travel speeds on a long section, the 35 km section (Tnsberg - Sande) and the registration point at Sjskogen (25 km north of Tnsberg and 10 km south of Sande) are shown in the figure below. In addition to the average point speed for the last 5 minutes, a smoothed point speed is also included to be compared to the travel speed. Here smoothed point speed means a weighted average over the last 30 minutes.

Point and Section Speed Sunday 26.06.94

80 70 60

Speed [km/h]

50 40 30 20 10 0 1215 1240

Vpoint Vpoint smoothed Vsection

1305 1330 1355 1420 1445 1510 1535 1600 1625 1650 1715 1740 1805 1830 1855 1920 1945 2010 2035 2100 2125 2150 2215 2240 2305 2330

Time of Day

Figure 1

Point speed at Sjskogen and section speed between Tnsberg and Sande.

ANONYMOUS TRAVEL TIME REGISTRATION

The ETC technology offers an extensive infrastructure in Norway. Nationwide 1 million vehicles are equipped with OBUs, which is approximately 40% of the carpool. About 95% of the cars travelling through the Oslo toll ring in rush hours are equipped with OBUs. There are toll rings in Oslo, Tnsberg and Kristiansand, in addition to toll plazas on E18 between Oslo and Kristiansand. This gives a high proportion of equipped vehicles, and a very good basis for using ETC technology for calculating travel times. Norwegian Public Roads Administration has now developed functionality for anonymous travel time registration and calculation based on the new ETC system. The system functionality is basically to store time-and-place (TAP) information in the OBU at one traveltime measurement point (TTMP), and read this information at the next TTMP, before a new TAP is stored in the OBU. Based on the TAPs stored in the OBU, the travel time can be calculated.

SYSTEM OVERVIEW
The travel time system can be divided into three parts as shown in figure 2. 1. The travel time information system 2. The network 3. The travel time measurement point (TTMP)

Figure 2

The travel time system. 4

The data are stored in the travel-time information system and an average 5-minutes travel time is calculated. Vehicles that have stopped between two TTMP are sorted out before aggregating the data. Information about average 5-minute travel time is given the drivers through VMS, DMS, Internet and media. The network is a private network not open to the public preferable solved by configuration of the routers only communicating with other known routers, and it is built with fixed lines. The network is used to configure the antennas at the TTMPs, and to transmit registered data from antennas/OBUs directly to the TTM server. Timing between the measurement points is crucial and needs synchronization. The Network Time Protocol (NTP) is used to synchronize the time at the antennas from the TTM server. NTP is a protocol designed to synchronize the clocks of computers over a network. At the TMMP the antenna is communicating with the OBUs through DSRC link. Every time a vehicle with an OBU passes an antenna, the travel time data is read and transmitted to the TTM server via ADSL line. The Road Side Equipment (RSE) consists of an antenna, microwave electronics circuitry and a real-time computer. The unit provides a direct interface between the air interface to the tags (ISO 14814 delta) and the local system (ISO 14814 beta). The operating frequency of the antenna is 5.8 GHz. The unit is compliant with the EN 300 674, and it is type approved in accordance with I-ETS 300 674. The On Board Unit (OBU) is a 5.8 GHz DSRC Transponder designed for automatic registration of vehicles. It communicates with the antenna or other reader equipment designed to meet all standards related to Road Traffic and Transportation Telematics (RTTT).

SYSTEM FUNCTIONALITY
The system functionality is basically to store time-and-place (TAP) information in the OBU at one travel-time measurement point (TTMP), and read this information at the next TTMP, before a new TAP is stored. Based on the TAPs stored in the OBU, the time of travel may be calculated. The writing of TAPs inside the OBUs must not affect the toll collection system. Under no circumstances will the OBU-ID be read or stored.

Internett, TCC, VMS, DMS, SMS/MMS

Dynamic Database

Travel-time measurement point 3

Tolling Station

Travel-time measurement point 2

Travel-time measurement point 1

Figure 3

Illustration of the test site for the travel time registration system.

As the vehicle passes TTMP 1: 1. The TTMP will read the TAPs for travel time calculation. 2. The TTMP will overwrite the oldest TAP with a new TAP 3. The TTMP will communicate the TAPs to the TTM server for travel-time calculations As the vehicle passes TTMP 2: 1. The TTMP will read the TAPs for traveltime calculation. 2. The TTMP will overwrite the oldest TAP with a new TAP 3. The TTMP will communicate the TAPs to the TTM server for travel-time calculations As the vehicle passes a tolling station: 1. An ordinary ETC transaction is executed 2. The log pointer is incremented As the vehicle passes TTMP 3: 1. The TTMP will read the TAPs for traveltime calculation. 2. The TTMP will overwrite the oldest TAP with a new TAP 3. The TTMP will communicate the TAPs to the TTM server for travel-time calculations The XML-string from the TTMP to the TTM server will be like:
<stream id="1234"> <tap place="12" time="2004.02.26T12:02"/> <tap place="34" time="2004.02.26T13:07"/> <tap place="56" time="2004.02.26T14:02"/> <tap place="78" time="2004.02.26T15:05"/> <tap place="90" time="2004.02.26T16:12"/> </stream>

As long as we just use the TAPs, and not any OBU identification, no vehicles are identified. Therefore, we consider the system for anonymous.

TEST SITE
An important part of the travel time system is to test and evaluate the functionality in real traffic. Therefore, a test site equipped with 14 antennas (7 in each direction) is established on a 120 kilometer long section of highway E18 in south-eastern Norway. The test section goes from Oslo to Larvik through the counties of Akershus, Buskerud and Vestfold. This is a road with high traffic density and traffic congestion problems. The test section consists of a 4 and 6 lane freeway from Oslo to Horten (about 75 km) and a 2 lane highway from Horten to Larvik (about 45 km). We have only one antenna in each direction, even on multilane freeways. The antennas are located above the right lane. Location Oslo Lierskogen Drammen North Drammen South Horten Tnsberg Larvik Table 1 Distance between antennas [km] 19.5 11.5 8.0 36.0 15.5 29.5 Road section 4-6 lane freeway 4 lane freeway 2-4 lane freeway 4 lane freeway 2 lane highway 2 lane highway

Location of antennas in southbound direction.

Figure 4

Picture from the location Drammen North.

The proportion of vehicles with OBU varies over the test section. Near Oslo the proportion is very high (about 90%), and in the south near Larvik the proportion is down to about 60%. This is still more than enough for travel time purposes.

TRAFFIC INFORMATION SYSTEM

The main purpose of the travel time registrations is to inform travellers about the current traffic situation between Oslo and Larvik. Information will be provided through: 1. The Internet 2. Media 3. VMS / DMS

INTERNET SOLUTION
The main purpose of the web site is to inform readers about the current travel time and traffic situation between Oslo and Larvik. The following information is available on the Internet: Travel time in both directions for the section between Oslo and Larvik (updated every 5 minutes) Travel time in both directions for different sub-sections between Oslo and Larvik (updated every 5 minutes) Travel time forecasting Information about alternative routes Updated information about closed roads, traffic status and road works Tracing of vehicles from the transport company Linjegods with GPS/GSM (Only available with password)

MEDIA
An important target group who could distribute traffic information to the travellers are the radio stations. Several channels have special programs with traffic information, and the internet page is one of their information sources.

VARIABLE MESSAGE SIGN AND ROUTE GUIDANCE SYSTEM

Along the road information will be given to the drivers through variable message signs / dynamic message signs informing about the traffic flow conditions. So far all the signs are located in the southern part of the test section (Larvik-Horten) where there also are route guidance systems showing the drivers alternative routes. The variable message signs are controlled from the Traffic Management Centre. We use two different kind of variable message signs: 1. Signs with qualitative information Possible Congestion Long Delays Accident on E18

2. Signs with quantitative information Actual delay on different sections Wether delays are increasing or decreasing The left sign says: E18 Delay to Sande ca. 25 min Decreasing The right sign says: E18 Delay to Sande ca. 25 min Increasing Figure 5 VMS with quantitative information.

When one of the messages is displayed, information about alternative routes is given as well. During normal traffic conditions all signs are blank. We also have one dynamic message sign where the attendant at the Traffic Management Centre can write specified information.

CONCLUDING REMARKS
Anonymous and reliable travel time registrations are something that we have been seeking for several years. We believe that the number of ravel-time measurement points will expand in the future. Not only for real time travel information systems, but also for monitoring and documentation of the traffic conditions.

REFERENCES
[1] Eriksen T., Giver T. and Haugen T. : Traffic Control and Information towards the Year of 2000. Final Report. SFT63 A 95011. SINTEF Civil and Environmental Engineering, Transport Engineering. Norway 1995. Haugen T. : The Section Data Project. Analysis of Point and Section Data. SFT22 A 96605. SINTEF Civil and Environmental Engineering, Transport Engineering. Norway 1996. Haugen T. : Traffic Information on E18. Evaluation of the VMS signs. SFT22 A 97608. SINTEF Civil and Environmental Engineering, Transport Engineering. Norway 1997. Haugen T. and Giver T. : Improving Traveller Information and Route Guidance by Use of Automated Vehicle Recognition. Paper. 5th Wold Congress on ITS. Seoul, Korea 1998. Q-Free. : System specification for travel-time measurement system using MD5850 and MD5885. Q-Free document number 2003-635-112-04. Norway 2004. Wold H. : Traffic Information on E18 in Vestfold Wahl R., Fl M., Haugen T., Bang B. and Lillestl P. : Dynamic Transport Information - State of the art. SFT22 A03305. SINTEF Civil and Environmental Engineering, Roads and Transport. Norway 2003.

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