ELECTRONIC ROAD PRICING

TEAM NAME-FORESIGHTERS
TEAM ID-AKG00214

SUBMITTED BY
NIDHI SAINI KIET 0997639445 KANIKA MALIK AKGEC 9582321066 CHAKSHU AGARWAL AKGEC 9582406614

INTRODUCTION
Transportation is the backbone of any countrys economy. Advancement in transportation systems has lead to a lifestyle characterized by extraordinary freedom of movement, immense trade in manufactured goods and services, high employment levels and social mobility. In fact, the economic wealth of a nation has been closely tied to efficient methods of transportation. Due to increasing number of vehicles on the road, problems such as congestion, incident, air pollution and many others have become a major factor of concern. Congestion reduces efficiency of transportation infrastructure and increases travel time, air pollution, and fuel consumption. For that reason, enhancing transportation will have an immediate impact on productivity and the economy. Reducing the costs of transporting natural resources to production sites and moving finished goods to markets is one of the key factors in economic competition. This task requires that the linkage between any two states or any two places is such as to reduce travel time, reduce congestion, increase efficiency, and increase safety. By increasing system efficiency and using modern technology the capacity of the current limited resources can be optimized.

The Electronic Road Pricing (ERP) scheme is an electronic toll collection scheme to manage traffic by road pricing, and as a usage-based taxation mechanism to complement the purchase-based Certificate of Entitlement system. Electronic toll collection (ETC), an adaptation of military "identification friend or foe" technology, aims to eliminate the delay on toll roads by collecting tolls electronically. It is thus a technological implementation of road pricing concept. It determines whether the vehicles passing are enrolled in the program, alerts enforcers for those that are not, and electronically debits the accounts of registered vehicle owners without requiring them to stop. Electronic Toll Collection (ETC) systems aimed at increasing traffic flow by reducing toll time. This research develops a model to study the benefits of ETC Electronic toll collection system is used as a technology for fast and efficient collectionof toll at the toll plazas. This is possible as the vehicles passing through the toll plaza do not stop to pay toll and the payment automatically takes place from the account of the driver. transaction

ETC include reduction in operating cost, reduction in man labour, reduction in maintenance cost, and enhanced cash handling .The user benefits include time saving due to the elimination of the hassle of digging for change and the elimination of acceleration and deceleration as the vehicles do not stop for toll transaction. In addition, there is time saving due to the reduced toll transaction time and average waiting time. Moreover, considerable fuel is saved due to elimination of acceleration. Also there is a reduction in mobile emissions that impact the nearby areas where ETC is deployed. The electronic toll lanes are set up with the special antennas that continuously send out signals. These signals are used to automatically identify the vehicles that travel by them. To use the electronic toll facility, the driver needs to set

up an account and get an electronic transponder fixed in the vehicle. These transponders commonly known as the tags are usually fitted on the windshields of the vehicles. The tag has all the information regarding the patrons account. The antenna continuously sends out a radiofrequency (microwave) pulse, which returns only when it hits a transponder. These pulses are returned back from the transponder and are received by the antenna. These microwaves reflected from the tags contain information about the transponders number, patrons account, balance, etc. Other information such as date, time, and vehicle count could be recorded depending upon the requirement of the data needed by the toll agencies. After encrypting the contents of this microwave, the unit then uses fiber-optic cables, cellular modems or wireless transmitters to send it off to a central location, where computers use the unique identification number to identify the account from which the cost of the toll should be deducted. ETC system uses diverse technologies for its working.

In an effort to improve the pricing mechanism and to introduce real-time variable pricing, many countries like Singapore, Hong Kong, Sweden, and USA have already implemented this scheme.

WORKING
Different countries use different methods to implement electronic road pricing.The most popular and one of the earliest attempts in this field is the ERP by Singapore.Its detailed working is explained : SYSTEM The scheme consists of ERP gantries located at all roads linking into Singapore's central business district areas within the Central Area such as the Downtown Core. They are also located along the expressways and arterial roads with heavy traffic to discourage usage during peak hours. The gantry system is actually a system of sensors on 2 gantries, one in front of the other. Cameras are also attached to the gantries to capture the rear license plate numbers of vehicles. Currently, there are 80 ERP gantries in Singapore. New gantries are implemented where congestion is severe, like expressways and other roads.

A device known as an In-vehicle Unit (IU) is affixed on the lower right corner of the front windscreen within sight of the driver, in which a stored-value card, the CashCard, is inserted for payment of the road usage charges. The second generation IU accepts Contactless NETS CashCard and EZ-Link. The cost of an IU is S$150. It is mandatory for all Singaporeregistered vehicles to be fitted with an IU if they wish to use the priced roads.

When a vehicle equipped with an IU passes under an ERP gantry, a road usage charge is deducted from the CashCard in the IU. Sensors installed on the gantries communicate with the IU via a dedicated short-range communication system, and the deducted amount is displayed to the driver on an LCD screen of the IU.

The charge passing through a gantry depends on the location and time, the peak hour being the most expensive. Examples include a trip from Woodlands to Raffles Place via Yishun - CTE - CBD will cost about $15 during peak as the driver will pass about 5 gantries whereas during lunchtime, it cost about S$2. Foreigners driving foreign-registered cars on priced roads, during the ERP operating hours, could choose to either rent an IU or pay a daily flat fee of S$5 when leaving Singapore.

If drivers fail to have sufficient value in their CashCard (or EZ-Link), the owner receives a fine by post within 2 weeks. He has to pay the ERP charges plus an administration fee of $10 within 2 more weeks. On line payment is allowed, and just the vehicle Registration Number is required. Otherwise, a fixed penalty ticket of S$70 will be issued by registered post to the vehicle owner. This may rise to a fine of $1000 if not settled within 30 days or 1 month jail time.

The detailed working:

Automated vehicle identification (AVI) is the process of determining the identity of a vehicle subject to
tolls. The majority of toll facilities record the passage of vehicles through a limited number of toll gates. At such facilities, the task is then to identify the vehicle in the gate area. Some early AVI systems used barcodes affixed to each vehicle, to be read optically at the toll booth. Optical systems proved to have poor reading reliability, especially when faced with inclement weather and dirty vehicles. Most current AVI systems rely on radio-frequency identification, where an antenna at the toll gate communicates with a transponder on the vehicle via Dedicated Short Range Communications (DSRC). RFID tags have proved to have excellent accuracy, and can be read at highway speeds. The major disadvantage is the cost of equipping each vehicle with a transponder, which can be a major start-up expense, if paid by the toll agency, or a strong customer deterrent, if paid by the customer.

Automated vehicle classification is closely related to automated vehicle identification (AVI). Most toll facilities charge different rates for different types of vehicles, making it necessary to distinguish the vehicles passing through the toll facility. The simplest method is to store the vehicle class in the customer record, and use the AVI data to look up the vehicle class. This is low-cost, but limits user flexibility, in such cases as the automobile owner who occasionally tows a trailer.

Transaction processing deals with maintaining customer accounts, posting toll transactions and customer
payments to the accounts, and handling customer inquiries. The transaction processing component of some systems is referred to as a "customer service center". In many respects, the transaction processing function resembles banking, and several toll agencies have contracted out transaction processing to a bank. Customer accounts may be postpaid, where toll transactions are periodically billed to the customer, or prepaid, where the customer funds a balance in the account which is then depleted as toll transactions occur. The prepaid system is more common, as the small amounts of most tolls makes pursuit of uncollected debts uneconomic. Most postpaid accounts deal with this issue by requiring a security deposit, effectively rendering the account a prepaid one.

A violation enforcement system (VES) is useful in reducing unpaid tolls, as an unmanned toll gate
otherwise represents a tempting target for toll evasion. Several methods can be used to deter toll violators.Police patrols at toll gates can be highly effective. In addition, in most jurisdictions, the legal framework is already in place for punishing toll evasion as a traffic infraction. However, the expense of police patrols makes their use on a continuous basis impractical, such that the probability of being stopped is likely to be low enough as to be an insufficient deterrent.

A physical barrier, such as a gate arm, ensures that all vehicles passing through the toll booth have paid a toll. Violators are identified immediately, as the barrier will not permit the violator to proceed. However, barriers also force authorized customers, which are the vast majority of vehicles passing through, to slow to a near-stop at the toll gate, negating much of the speed and capacity benefits of electronic tolling. Automatic number plate recognition, while rarely used as the primary vehicle identification method, is more commonly used in violation enforcement. In the VES context, the number of images collected is much smaller than in the AVI context. This makes manual review, with its greater accuracy over fully automated methods, practical. However, many jurisdictions require legislative action to permit this type of enforcement, as the number plate identifies only the vehicle, not its operator, and many traffic enforcement regulations require identifying the operator in order to issue an infraction.

CONGESTION PRICING
Congestion pricing or congestion charges are a system of surcharging users of a transport network in periods of peak demand to reduce traffic congestion. Examples include some toll-like road pricing fees, and higher peak charges for utilities, public transport and slots in canals and airports. This variable pricing strategy regulates demand, making it possible to manage congestion without increasing supply. Market economics theory, which encompasses the congestion pricing concept, postulates that users will be forced to pay for the negative externalities they create, making them conscious of the costs they impose upon each other when consuming during the peak demand, and more aware of their impact on the environment. According to the economic theory behind congestion pricing, the objective of this policy is the use of the price mechanism to make users more aware of the costs that they impose upon one another when consuming during the peak demand, and that they should pay for the additional congestion they create, thus encouraging the redistribution of the demand in space or in time,[6][7] or shifting it to the consumption of a substitute public good; for example, switching from private transport to public transport. The application on urban roads is limited to a small number of cities ,including London, Stockholm, Singapore, and Milan, as well as a few smaller towns. Four general types of systems are in use; a cordon area around a city center, with charges for passing the cordon line; area wide congestion pricing, which charges for being inside an area; a city center toll ring, with toll collection surrounding the city; and corridor or single facility congestion pricing, where access to a lane or a facility is priced. SINGAPORE In an effort to improve the pricing mechanism, and, to introduce real-time variable pricing Singapore's LTA together with IBM, ran a pilot from December 2006 to April 2007, with a traffic estimation and prediction tool (TrEPS), which uses historical traffic data and real-time feeds with flow conditions from several sources, in order to predict the levels of congestion up to an hour in advance. By accurately estimating prevailing and emerging traffic conditions, this technology is expected to allow variable pricing, together with improved overall traffic management, including the provision of information in advance to alert drivers about conditions ahead, and the prices being charged at that moment. Implementation of congestion pricing has reduced congestion in urban areas, but has also sparked criticism and public discontent. Critics maintain that congestion pricing is not equitable, places an economic burden on neighboring communities, has a negative effect on retail businesses and on economic activity in general, and is just another tax.

BENEFITS OF ELECTRONIC ROAD PRICING

The benefits of the ERP include:

Congestion reduction -- The toll transaction rate is highly increased due to the use of ETC systems. Since the vehicles do not stop at the toll facility, the throughput is highly increased. This has considerable effect on the congestion of the toll plaza. As the proportion of the ETC users increases the congestion in the manual as well as the automatic lanes is also reduced. The average number of vehicles waiting in the queuereduces and so the average waiting time is reduced. Increased Capacity -- It is observed that the capacity of the electronic lane increases by three fold. The toll plaza would be able to accommodate the increasing traffic without requiring building additional lanes. Fuel saving -- The deceleration, acceleration and idling is completely eliminated. This results in gas saving for the patrons using ETC. Besides the elimination of acceleration and deceleration results in reduction of the operating cost of the vehicles. Operating cost saving -- Over a period of time, the toll collecting cost is reduced. There is reduction in the manhour required as the system does not require any human interaction for the toll transaction Time saving -- ETC users do not stop for paying toll, thus there is considerable saving in the travel time. Besides the travel time reliability is increased as the travel time can be estimated fairly accurately. Emission control -- Due to the elimination of the acceleration and idling, vehicular emissions are reduced. Though this benefit only effect the surrounding area it is seen that there is an increase in the highway financing by building toll plazas. In many non-attainment areas as declared by Environment Protection Agency (EPA), ETC seems to be one of the possibilities for air pollutant reduction. Enhanced cash handing -- There is no cash transaction for the ETC lane so cash handling is reduced so difficulties with cash handling is eliminated. Thus aid in enhanced audit control by centralizing user accounts. Payment flexibility -- The patrons do not have to worry about searching for cash for the toll payment. Since the patrons set up account for ETC usage it gives customers the flexibility of paying their toll bill with cash, check, or even credit cards. Enhanced data collection -- Information such as vehicle count over the time of the day, date, time etc can be obtained due to the deployment of this technology. This helps in making decisions regarding the pricing strategies for the toll providers. It also helps planner to estimate the travel time that aid in designing decisions. Incident reduction --It is observed that there is reduction in the number of incidents caused near the toll plazas

APPLICATIONS
The most revolutionary application of ETC is in the urban context of congested cities, allowing charging tolls without vehicles having to slow down. This application made feasible to concession to the private sector the construction and operation of urban freeways, as well as the introduction or improvement of congestion pricing as a policy to restrict auto travel in downtown areas

Norway has been the world's pioneer in the widespread implementation of this technology. ETC was first introduced in Bergen, in 1986, operating together with traditional tollbooths. In 1991, Trondheim introduced the world's first use of completely unaided full-speed electronic tolling. Norway has a sixty-year experience in road tolling for financing bridges, tunnels and roads. Norwegian authorities closely monitored Singapore's use of tolls as a means to discourage urban traffic and Bergen got its first toll zone outside the ring road on 1 February 1986. Any drivers wishing to enter central Bergen by car had to pay the fee.There are several toll roads to finance road infrastructure and highways in other parts of Norway.

In 1995, Portugal became the first country to apply a single, universal system to all tolls in the country, the Via Verde, which can also be used in parking lots and gas stations. The United States is another country with widespread use of ETC in several states, though many U.S. toll roads maintain the option of manual collection. In Italy most Italian motorways are toll roads, with some exceptions such as some motorways in Southern Italy and Sicily or the Grande Raccordo Anulare (Rome's ring road).In most motorways, toll is proportional to the distance traveled and has to be paid on exit, where toll gates ((Italian) caselli) are placed. On other motorways, however, toll gates are placed directly along the route ((Italian) barriere). In such cases, it is required to pay a fixed amount, regardless of the distance traveled. A8, A9, A52 are good examples of that system. Toll can be paid in cash, by credit card, by pre-paid card, or by Telepass. In Toronto, Ontario, Canada an electronic road pricing system is used on Highway 407 to collect tolls electronically and billed to the owner of the car by taking a picture of its license plate.

In Sydney, many of the primary arterial roads (known as Metroads) contain at least one tolled section with a mixture of government and private ownership. The State Government owns the Sydney Harbour Bridge and Sydney Harbour Tunnel, while the M2 Motorway, M4 Motorway, M5 Motorway, Eastern Distributor, Westlink M7 and Lane Cove Tunnel are privately operated by a variety of companies such as Macquarie Infrastructure, Transurban, and to a lesser extent Industry Super funds such as Retail Employees Super, SunSuper, and the Industry Funds Management which partly own the M5 motorway in South Western Sydney.

ASIA Malaysia has extensive toll roads that forms the majority of country's expressways which in length spans more than 1400 km ranging North to the Thai border, South to the Causeway and Second Link to Singapore, West to

Klang and Pulau Indah and East towards Kuantan. Most of the toll roads are in major cities and conurbations such as Klang Valley, Johor Bahru and Penang

In Japan The vast majority of Japan's extensive expressway consists of toll roads. Payment of the fare can either be made in cash as you exit or using the electronic toll collectioncard system. As of 2001 the toll fees for an ordinary passenger car was 24.60 yen per kilometre plus a 150 yen terminal charge

The Philippines have six toll roads, all on the main Island of Luzon. The most modern is the 84-kilometrelong North Luzon Expressway, connecting Manilawith Mabalacat, Pampanga in the North and the longest is the 94-kilometre-long Subic-Clark-Tarlac Expressway, connecting the Subic Bay Freeport Zone,Clark Freeport Zone, and the Central Techno Park in Tarlac City, Tatlac. It is also connected to the North Luzon Expressway via a Spur Road in Mabalacat, Pampanga.

India In India, toll is collected electronically only on two highways, namely Delhi- Gurgaon highway and Bangalore-electronic city elevated highway. A similar technology is planned to be implemented in other areas also.

DELHI-GURGAON HIGHWAY New Delhi: A new electronic toll collection system that will do away with the need for human tax collectors, and help plug revenue leakages, will be put in place by May 2012. The system will be installed at all toll booths of the country to collect tax without the requirement of stopping the vehicle. The new system will use Radio Frequency Identification (RFID) technology and will have three levels of interface from the vehicle to toll booth, booth to satellite and satellite to a central toll clearing house. Users will just have to recharge a card pasted on the windscreen of the vehicle. The card will be uniquely identifiable and cannot be tampered with. A reader will be installed at the toll plaza that will read the card as the vehicle passes through and will send the details to a central toll clearing house through satellite. The clearing house, which will contain data regarding the vehicle like its registration number, the account balance, etc, will debit the account with the toll amount.