ECAI 2014 - International Conference – 6th Edition
Electronics, Computers and Artificial Intelligence
23 October -25 October, 2014, Bucharest, ROMÂNIA
Analisys of Improvements the Urban
Transport Conditions by using
ElectronicIntelligent Transports Systems
- Case Study: Urban Transportation -
Adrian R. FLOREA,
UTI Grup SA
Bucharest, Romania,
e-mail: adrian.florea@uti.ro
Abstract – Actually the urban traffic is the main
pollution generator in most of the crowded cities. Thus,
the traffic management and the enhancements of the
transportation efficiency should be the target for any
municipality. The intelligent management systems for
transports bring along with the evaluation from the eco-
efficiency perspective, a walk-through the two most used
methods of improving the road traffic with direct
impact in fuel savings and consequently to the road
network efficiency.
The authors has deeply studied the road traffic
management technologies and realised into this article
an analysis of the two main methods, applied separately,
looking test the improvements and the impact of fuel
consumption and CO2 emissions reduce. The first
analysed method – the static electronic management
system - analyses the road classic electronically
signalization systems. The second method, a dynamic
optimisation model, analyses a intelligent traffic
management system which uses real time adaptive
technologies. As case study, the authors has researched
by results of an already implemented system –
Bucharest Traffic Management System or BTMS, in
Bucharest, Romania, by comparing data before and
after the system was implemented, considering similar
general conditions (road geometry and traffic load).
Keywords: electronic traffic management systems,
intelligent transport systems, eco-efficiency, intelligent
road traffic management, road traffic pollution, fuel
consume
I. INTRODUCTION
One of the biggest problems registered by the
cities is the toxic pollution generated by the crowded
road traffic, which is continuously made by the high
volume of vehicles and the increased public mobility
needs.
In most of the European cities, the personal vehicle
has become the main transportation tool for
passengers. Thus, the infrastructure is dominating by
978-1-4799-5479-7/14/$31.00 ©2014 IEEE
Ilona Madalina COSTEA (Ph.D)
Transport Faculty, Electronics Dept.
“Politehnica” University of Bucharest –
Bucharest, Romania
ilonamoise@yahoo.com
the “classic” of transportation types. As a result of this
evolution, the energy used in road transportation is by
far the biggest if compared with other transportation
types – aerial, train or by water (there are a few
European cities which has been tried to replace this –
such as Paris or Amsterdam). The actual forecasts
suppose that the transportation will continue to grow
for both passengers and goods using road
infrastructure. This increase characteristic is not lead
directly to an expected increase of general fuel
consumption, because the general performance
evolution of vehicles (in terms of fuel consumption)
because of the increase level of usage of non-
conventional fuels, alternative power solutions (as
Hydrogen fuel cells)and electrical engines.
The intelligent traffic management systems
represent one of the best solution for increase the road
traffic parameters.
As case study, Bucharest City (Romania) can be
considered perfect analysis model, registering high
road traffic but also using a modern electronic
management system (Bucharest Traffic Management
System - BTMS) which had been installed as the world
first integrated system with traffic and public fleet
management combined with video surveillance (2007-
2009). Note that in Bucharest there are registered all
traffic records from before implementation.
II. TECHNOLOGYES AND SOLUTIONS
Improvements of technology for engines for
vehicles and especially the developments in efficiency
field are already promising fuel reductions of up to
20% on classic internal combustion engines. The
developments lead directly to a cost-efficiency
improvement and pollution reducing. The
performances of hybrid vehicles based on electrical
power is increasing continuously year over year, the
developers following two significant trends: Li-X
battery (regular onboard energy storage) and
 74 FLOREA R. Adrian, COSTEA Ilona Madalina
hydrogen fuel-cell base – this kind of vehicles
equipped with electric engine is contributing to the
road-transportation efficiency.
On the other part, actual improvement solutions
offer many other technologies, some of them already
under mass-production stage – all these technologies
are easy to be implemented for vehicle manufacturers
and it is expected to involve a significant impact in
the transport efficiency, such as:
• Extensive communication systems: V2V
(Vehicle-to-Vehicle) or V2I (Vehicle-to-
Infrastructure) platforms will contribute to
the enhancements of the vehicle use behavior
as a function of road conditions, weather data,
traffic restrictions and prioritizations, inter-
modal optimizations, leading ultimately again
to fuel savings;
• Start/Stop technologies applied on
classic engines, which significantly reduce
total pollution in the hard traffic in cities;
• Cruise Control system ensures less consume
and pollution on long way travel, especially on
highways;
• Usage of special low-weight materials
(aluminum, composite materials, etc.) both for
vehicle chassis but also for engine mobile parts
construction;
• Reducing the engine cylinder capacity
(Danny Harvey, 2010), combined with
increase engine torque and optimization of
transmission solutions, generates fuel savings
up ti 60% if compare to classical engines;
• General vehicle CX factor
improvements(Aerodynamic characteristic)
by improved shapes –this technologies can
reduce their friction coefficient and thus results
up to 15%1 fuel savings;
• Total transport load increase by using extra-
long trucks - e.g. EuroCombis trucks, with
lengths up to 25 m, is evaluated to a total result
of 15%2 CO2 savings;
• Drivers education improvement in order to
adopt a ”elaborated” driving style with
constant speed, less dynamic variations,
breaking usage reduce, use of on-board
computers for displaying instant and average
fuel consumption. This strategy can ensure a
reduced fuel consumption of up to 10% 3 on
long-distance travels.
These technologies will improve the transport
efficiency on average and only on the long-run. The
1
University of Delft, 2008.
2
Transport Engineer Magazine, November 2006.
http://www.transportengineer.org.uk/transport-engineer-
magazine/.
3
International Energy Agency, aprilie 2013.
penetration of these solutions into the vehicle market
and drivers style will take a while before having them
introduced as mass production - generally, the term
for large scale implementation of a new technology
take to transport industry around 10 years – the
vehicles fleet renewing take some time from 5 years
in some courtiers to 10-12 years in other, because of
the cost impact. For short term, road infrastructure
systems seem to be easier, cheaper and faster
implementation capability. Thus, ITS technologies
(Intelligent Transportation Systems) have immediate
applicability for road traffic enhancements.
Implementation of ITS does not depend of the type or
technology of vehicle; it is easy to be implemented on
existing infrastructure. Before all above technologies
adopted in a large proportion, the ITS solutions
represents now a fast solution in order to improve the
traffic conditions and consequently to improve the
efficiency of people and goods transportation.
The implementation of intelligent management
traffic solution imply the use of computerised traffic
controllers (PLCs), dotted with sensors in each
junction (before and/or after the junction) and
interconnected in order to exchange real-time traffic
data parameters. Generally, there are two general
types of interconnection technologies:
• PLC direct interconnection between
successive equipment, realizing a “Mesh” city
level infrastructure. This approach has been
proffered by the first technical solutions,
because it was accepted simple communication
protocols;
• WAN infrastructure connection capable to
interconnect each PLC to the central
coordination computer – known as NG-PLSc
(New Generation) this solution is the most
versatile and reliable known.
Also, for V2I connection the system can use the
direct connection between vehicle and PLC, by using
local small-power transponders (which generally are
active in line-of-site mode). On the other hand, if a
data communication extensive network is available
(e.g. GSM, UMTS or TETRA) the communication is
ensured by this facility, which is more reliable and it
can send data directly to the command centre.
The adaptive traffic management is based on the
information provided by the traffic sensors, which are
capable to determine the number of vehicle on each
lane of the junction (to and from the junction). The
new generation of sensors are also capable to
determine the average vehicle speed and size
(dimensions). Transmission of data form sensors to the
systems are generally realised local, using direct
connections to the closest PLC.
 A method to calculaate the benefits of urban traffic management system im
mplementation 75

first category keeps a miccro level for sustainability

analysis, being very technnical and which analysis
generates a realistic and prractical decisions (Fig. 1 –
the left sector) but also a seecond category that stays at
macro level, with a long--term model, applied to a
extended set of sustainabiliity parameters, with results
in the qualitative area, withw low decision support
(Fig. 1 – the right sector).
Considering the two models
m (micro-analysis and
macro-analysis) developeed, many studies were
conducted in the last 10 years, but generally the
Fig. 1 – Traffic management tyypical infrastructure contributors started from thhe micro level, targeting the
macro effects of the model.
As an example, in UK K the reduction of CO2
The main advantage of such integrated solutions is emission with 60% up to 2050, 2 compared with 1990
the capability of improve the nuumber and the quality as a part of a macro-proggram that simulates socio-
of services ensured by the system, the most notable economic conditions (A Agnolucci et all, 2006)
are: included integration mechhanisms for the emissions
• Traffic managementt generated by all transportattion modes – by water, by
air, road transportation and also by train.
• Video surveillance
• Law enforcement Encom
mpass
ingg
• Access control in resstricted areas aspeects
Specialized Macro
• Public fleet transpport management & mechanims
systems
priority
• Variable message siigns (speed informing,
optimal route, Variiable-Messages-Signs,
traveller informationn boards etc.) Short-term Ecoo- Long-term
horizon Efficie
ency horizon
• Communications nettwork
• Command and contrrol centre
All above solutions are inveestment intensive and Micro- Broad
for their implementation is neeeded local or central systems mechanism

administrative or regulator boddies involve mention Parttial

order to adapt the legal fram mework but also the
financing requirements. By analyzing the ITS
technologies, the eco-efficiencyy (EE) aspects cannot
be avoided. The implementatioon of such complex
systems, with visible results on long term, can
generate the sustainability of the implementations.
III. ECO-EFICENCY ASPECTS & ANALYSIS
Noting that the relation between the economy and
environment is not yet obvious,, on micro and macro
levels, the concept is definitelyy required especially
attention in city transport problem
matic.
The concept can be used ass an analysis tool for
sustainability assessment, beforee transforming it into
a mathematical applicable method m for decision
support systems.
The main reason for introducttion the EE concept is
the satisfaction of the growing trransportation capacity
need, both in terms of personal but also professional
transport. As it is identified above,
a the population
growth, generate a significaant impact on the
environment quality. Generally, the today’s treaties
can by grouped in two categoriess (Huppes, 2008):
aspeects
Fig. 2 – EE analysis, param
meters disparately grouped
EE 4 has been introduceed and it is promoted at
European level by EEEI – European Eco-Efficiency
Initiative, an initiative off European Partners for
Environment and WBCSD – World Business Council
for Sustainable Developm ment. The eco-efficiency
definition as detailed by EE
EEI “(…) delivery of goods
and services at compeetitive prices (…), by
progressively reducing the ecological
e impact”.
On European Union levvel, strategies for pollution
reduction were establishedd- the Energy Efficiency
Directive 2012/27/EU impply as first priority in the
national strategy for energgy to enhance the energy
efficiency with direct impacct in pollution reduction.
Thus, Romania will transpose the Directive
2012/27/EU into national legislation and the local
4
ProQuest Report Information,, accesat 30 iunie,
http://search.proquest.com/doccview/194748071?accountid=
15533
 76 FLOREA R. Adrian, COSTEA Ilona Madalina
government has set5 a target of reduction with 19% of
pollution up to 2020, which means 10.000 ktoe6. The
2008-2011statistics demonstrated a light evolution7 of
fuel consumption for transport, between 5400 ktoe in
2008 and 5313 ktoe in 2011 – but this trend can be
considered also because of the general production
capacity reducing level consequently the general
economic performance. Similarly, the contribution of
energy consumption in transport has varied between
21.5% in 2008 and 23.3% in 2011, explainable rather
through the economic crisis effects. The 2020 target
involve real and significant measures of increasing all
transports modes efficiency – thus the reason for the
analysis is to estimate the real impact of the static and
dynamic electronically road traffic management
systems in the fuel consumption and thus general
pollution generated by vehicles – the estimations will
coverage the total fuel consumption (measured in
liters), CO2 and NOx general emissions (measured in
kg).
The mathematic simulations for the case of static
model generates the results which shows that the fuel
and implicitly CO2 and NOx reduces with 7.4%
parallel with reducing the fuel consumption, obtain
explainable by the 9.1% reduction in the delays
(waiting time) in studied junctions. Also, the model
generates a reduction of the number of stops with
2.3%. For a big city level, major effects are expected -
“the strategic combination of CO2 reduction and
maximizing the profit (author note - in transportation)
sis expected to bring synergetic effects, (…) the
strategy being effective for large cities” (Kenji Doi,
Masanobu Kii, 2012), by applying a simplistic
translation. Applied on Bucharest traffic structure, the
model process generates a result of 1.33 ktoe/year
saving for the 34 junctions or 575.3 ktoe for the 433
junctions, representing 6% from the general target
established by Romania for up to 2020.Note that the
model stats from the best way EE model, assuming
that all cars are diesel-engine equipped.
In order to determine previews parameters, there
was analyzed Bucharest 34 junctions of a quarter
were isolated and traffic data were collected – most
important being the number of vehicles passing a
junction (volume/h, all directions): between 1.318 and
10.606 vehicles, all collected data were modeled
using Synchro 8 Software for traffic simulation
considering also the geometry of each junction. The
5
Report concerning ENERGY EFFICIENCY drawn up
pursuant to Directive 2012/27/EU,
http://ec.europa.eu/energy/efficiency/eed/reporting_en.htm
6
Toe, tonne of oil equivalent (toe), energy dagaged by
burning 1 tone of crude oil, aprox. 42 GJ. Usually used as
ktoe (1,000 toe) or Mtoe (1 mil toe). 1 tone of oil = 1.05 toe.
1 tone of diesel = 1.01 toe.
7
Report from the Anexa XIV, Part 1 of 2012/27/EU
Directive. Data fron National Institute of Statitics of
Romania.
8
„Synchro”is a software ofthe German company
TrafficWare developed to model the urban road traffic
based the information coming from road traffic volumes,
public transporation and pedestraian traffic.
junction’s geometry was applied by following specific
road traffic methodology; “red vs. green” times were
modified, iteratively. The results of analysis were
compared:
TABLE 1. COMPARATIVE PERFORMANCE DATA
Parameter unit Initial Result -∆%
Junction no 34 34 0,00
Delays h 14.094 12.810 9,10
Stops no 94.892 92.739 2,3
Used fuel l 48.991 45.387 7,4
CO2 kg 911 844 7,4
NOx kg 176 163 7,4
IV. ITS IMPROVEMENT
Actually, the ITS Systems 9 , although they have
passed the sun-rise period, are still missing
recognized definitions (Bob Williams, 2008). US
Department of Transport describe ITS systems as an
application of IT&C technologies on the land
transportation meant to increase the mobility and
safety while reducing the impact on the environment.
On the other hand, ISO TC204 generates another
definition: “IT&C, command and control systems
applied to urban and rural land transportation,
including inter and multi-modal aspects, passenger
information, management of road traffic, public and
commercial transportation and emergency services,
are called generic “ITS” “.
The modern ITS solutions consists of four
categories of elements: (i) the transport infrastructure,
well known as “network”, (ii) implementation
technologies, (iii) traffic management systems, (iv)
human resources, both for install but also for
maintenance systems.
The infrastructure, as the first ITS element, is the
base of traffic analysis, but generally is also
considered as “done” and generally impossible to be
changed or eventually changes are less than 5%
(considering the difficulties of geometry or structure
changes). The other elements are quite simpler to be
modified or improved – thus, the ITS systems has to
be developed and implemented according to
infrastructure design and opportunities.
Considering the technological effort, the first
model and also the most used – it is based on the road
traffic analysis as a function of streets10 geometry –
considering the number of lanes, dedicated lanes for
buses, bicycles or turning lanes, one-way streets,
traffic volumes, etc. with direct results in the fuel
consumption and its translations in CO2 and NOx
levels. This model, named in this paper “static” work
based on pre-defined scenarios applicable as a
function of the traffic volume of a given junction or
9
US Department of Transportation.
http://www.its.dot.gov/standards_strategic_plan/#sthash.wv
rCbVXT.dpuf.
10
For relevant results, a number of grouped streets is
ussualy modelled, gooing up to a city well defined sector or
even a whole city.
 A method to calculate the benefits of urban traffic management system implementation
group of junctions. As a result, the “red vs. green
time” of the traffic light will be variable during the
peak and off-peak hours, during the night, in case of
emergency, in case of traffic stress events (e.g. sports
events), etc. The model implies a fixed signalization
times based on traffic flow studies made for each
junction in part. The result is a system which
generally improves the traffic and EE characteristics
for major traffic lines, but limited to maximal
predefined values.
The second model, named “dynamic”, is designed
based on the concept of a system that collects real-
time traffic data using advanced sensors placed in
traffic (before and after traffic junctions) and apply
mathematical algorithms for corrections on the traffic
model according to the real vehicles flow, measured
on the network, in order to improve it the traffic flow
and thus reducing the fuel consume and general
pollution. The result is the dynamic adapt of “red vs.
green time”, because this time based on the traffic
data collected from the network and not from pre-
defined scenarios.
The results generated by the “dynamic” system (a
IT&C complex integrated solution), is a network that
performing at the maximum efficiency (Kaparias I et
al., 2012; Zhenlin WEI, Peng ZHAO, Shulin AI,
2012; Vincent Marchau, Warren Walker, Ron van
Duin, 2008). More than this, the system supply also
relevant information which are sent to the elements
that are controlling the traffic and also to the traffic
participants – equipment, drivers and pedestrians. The
“environment parameters”, CO2 and NOx are in the
end estimated and/or measured and then the system
efficiency is demonstrated.
By parameters well defined and accepted as the
relevant treaties, sequent transformed into standards,
the different ITS solutions can be compared.
Generally, considering that the parameters are real-
time improved according to network characteristics,
the dynamic model expects to assume better
performances both in term of traffic (number of
vehicles, average speed, reduces number of stops and
the total travel time) but also in environmental terms
(reducing the general fuel consume and CO2 and NOx
emissions).
V. CASE STUDY – BUCHAREST BTMS SYSTEM
Bucharest Traffic Management System – BTMS,
has been implemented starting with 2009. The chosen
concept is an adaptive traffic management system, the
first in Europe which integrates traffic management,
public fleet management and prioritization, video
surveillance and other subsequent facilities (incident
detectors, command and control center and extended
communication network). When introduced, the
system had just 96 junctions (the network), 1100
sensors and 300 public transportation vehicles. The
system architecture was consists as follow:
• Detectors for vehicle presence, sensors for
traffic counting at each lane level, when entering
and existing the junction. Generally, the most
77
used are inductive loops installed in the asphalt
but as secondary has been chosen external
sensors (video analysis or microwave barrier),
generally named “virtual detectors”;
• Intelligent Automatic Traffic Controllers
(ADCs) which are able to coordinate the traffic
lights of one or more junctions collect data from
sensors and communicate to the central
coordination center. It is also able to record local
information, coordinate with the centralized
software and ensure the public transportation
prioritization;
• A central IT system which run a specialized
software suite for data analyzing and adapt the
red-green timing in real time separately for each
junction and each way, in order to increase the
traffic volume for vehicles passing the network.
The analysis realized by the authors for this
paper, BTMS data of 2009 (before implementation)
and 2014 (with system fully operational) were
collected from a section of the network where no
geometry changes has occurred: a street of 1.57 km in
length, with 6 junctions, down-town Bucharest. As
results, for the same day in the week of February
2009 and February 2014, registered similar weather
conditions, demonstrates (i) average speed has
increased with 19%, (ii) the travel time has been
reduces with around 31% for the same length way and
(iii) similar traffic pattern for peak and off-peak hours
indicating a relevant data sample and results.
Practically, BTMS uses UTOPIA technology 11 ,
which is a dynamic system. In order to compare it
with the static model (results in previous chapter) the
same parameters (fuel, CO2 and NOx) were
determined by using the same algorithm for fuel
consumption:
F = TF × k1 +D × k 2 +NS × k 3
where12:
• F = fuel used for the traveled distance
• TD = traveled distance for the vehicles for
which fuel consumption is used
• D = total delay per vehicle × number of vehicle in
the network (in 1 hour)
• NS = number of stops
• S = average speed of the vehicles traveling in the
network
11
UTOPIA by Swarco, is an adaptive traffic control system
designed to optimise flows and give selective priority to
public transport without sacrificing travel times for private
traffic.http://www.swarco.com/en/Products-
Services/Traffic-Management/Public-Transport/Public-
Transport-Priority/UTOPIA
12
The values from the relevant US TRANSYT-7F algorithm
were expressed in miles, miles/hour, gallons/mile. In this
paper the values were translated in km, km.h, l/km.
TRANSYT-7F can be found at
http://mctrans.ce.ufl.edu/featured/TRANSYT-7F/.
 78 FLOREA R. Adrian, COSTEA Ilona Madalina

• k1= 0.075283-0.0015892× S + 0.000015066 × S2 demonstrating that the electronically ITS solutions are
• k2 = 0.7329 sustainable and mature technologies.
• k3 = 0.0000061411 × S2

By compare, the analyzed data demonstrates superior ACKNOWLEDGMENT

performance for the dynamic solution (fully The work has been funded by the Sector
functional in 2014) than the static model (which was Operational Programme Human Resources
functional on the same road segment in 2009). The Development 2007-2013 of the Ministry of European
parameters we were tracking – fuel consume Funds through the Financial Agreement POSDRU
decreased about 10.9%, and CO2 and NOx decreased /159/1.5/S/134398
similar and the delays drop to around 11.5%.

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