Introduction

Mobility is a normal and even positive phenomenon in a growing economy. Mobility may increase economic efficiency through gains of trade and labour mobility and it also offers more social opportunities to all members through better access to a wide variety of amenities. Mobility is, therefore, a prerequisite for the way Europeans live today underpinning citizens lifestyle by facilitating social interaction and the reliable distribution of goods across the continent. But there is a growing awareness that the positive effects of mobility are offsets by negative externalities such as environmental pollution, congestion or lack of accessibility and high accidents rates. It has been well documented by the reviewed literature that the air quality problems experienced today are caused mainly by emissions from road transport. Half of all road transport emissions are the result of traffic in urban areas. Increased car use and road goods movements have highlighted not only the problem of congestion as a threat to economic growth but also as a substantial contributor to global warming. The long-term objective of the European Union climate policy is to prevent global mean temperature rising by more than 2C over pre-industrial levels. To achieve this target, developed countries and regions, including the EU, should reduce their emissions by 6080 % over the period 19902050. Without policy induced constraints this target will be missed by a substantial margin. According to model-based estimates and projections, if no further action to control emissions is taken concentrations of greenhouse gas in the atmosphere may increase from 425 parts per million volume (ppmv) CO2-equivalent today to 935 ppmv CO2-equivalent in 2100. This could cause global temperature to rise by more than 3C by 2100. In January 2007 the Commission proposed an integrated energy and climate package with targets on greenhouse gas emissions and renewable energy to cut emissions. On this basis, in the 2007 Spring European Council the EU heads of state and government set a firm target of cutting 20% of the EU's greenhouse gas emissions by 2020, a goal supported by the G8 Summit, which in June 2007 under the German Presidency stressed the urgency of combating climate change. In more recent years, the EU has been at the forefront of the fight against climate change. In December 2008, the EU legislator agreed on a Climate and Energy Package5 that sets ambitious

targets for the EU. The EU committed itself unilaterally to reducing its overall emissions by 20% below 1990 levels by 2020, and to upgrading this effort to a 30% emissions reduction in the event of a comprehensive international climate agreement in Copenhagen in December 2009. With respect to road transport the Commission's objective has been to reach average CO2 emissions of 120g/km for new passenger cars and light-duty vehicles by 2012. European legislation on vehicle emissions has been the main driver in pushing industry to advance in-vehicles technologies to realize substantial reductions in exhaust emissions from new vehicles. The largest reductions have already taken place, with substantial technical advances in engine design and after-burn treatment such as catalysts and particle traps. More recent reductions in emissions have been achieved through the introduction of computer controlled engine management, which aims to improve efficiency and reduce fuel consumption with a consequent decrease in pollutant emissions. However, these technologies do not address the longer-term challenge of global warming. It is only by reducing traffic and making it flow more efficiently that technology can have a more lasting impact on climate change. Another answer to this global problem is the zero-emissions vehicle (ZEV), which is a vehicle that produces no harmful emissions or pollution into the air. And the electric car is the perfect example of a zero-emissions vehicle. But, an electric vehicle that is charged with energy from a clean source, like hydroelectric power, will produce very little pollution, while one charged with energy from an unclean source, like coal or oil, may produce more pollution than an internal combustion engine vehicle This study draws on the literature to try to heighten how ITS in road transport can play a decisive role in addressing environmental problems. ITS technologies have an important role to play here in controlling, managing and policing traffic restraint and demand management, thus reducing emissions and curbing the use of private vehicles. However, the justification for the implementation of ITS is usually to improve network safety and efficiency and to solve congestion rather than to solve environmental problems, although the former often leads to the latter.7 Given the wide range of technologies that can be embraced by the term Intelligent Transport Systems, this study cannot possibly deal with them all. The omission of a technology does not imply that it is less important.

In contrast, as the Information Society is becoming the Networked Society, where not only people, but also increasingly smarter devices are sharing information, knowledge and services anytime anywhere, stand-alone Intelligent Transport Systems are not any longer the solution. Embedded systems8 are at the centre of this move, since networks are not any longer linking just people but also smart objects i.e. smart devices incorporating embedded software. The use of small, low-cost wireless sensors in both static and mobile ad-hoc networks has the potential to deliver a new generation of systems for the sensing and the control of the road transport network. Mobile wireless systems are beginning to be proven as a future tool that will enable the joining up of vehicles, individuals and infrastructure into a single connected intelligent infrastructure system. Embedding this technology in infrastructure (such as environmental sensors in lampposts), embedded in vehicles and infrastructures and also connected to individuals through their PDAs, mobile phones, or even bespoke wearable interfaces offer potential for a more all-seeing, all knowing ITS infrastructure. Applications can be built to exploit the variety of sensor-rich systems that have been deployed to support urban traffic control and highway management as well as within individual vehicles, departing from ITS technologies. Fuel consumption and/or emissions could be monitored and feedback given to optimize driving style and vehicle behavior. This is especially useful for commercial vehicles (trucks, buses) and fleets with a high amount of kilometers. A recent pilot project called Driving Change, involving employees of EnCana Oil & Gas and Denvers city government in USA, was able to reduce carbon dioxide emissions by 10 percentjust by having drivers change how they operate their vehicles.9 Another type of such remote inquiry electronic sensors enables objects to be clearly identified and recognized, and therefore linked in real time to an associated data record held on the Internet. Inventory management obviously benefits from accurate, real-time information on the location and condition of goods, equipment, and manpower. If a company does not know the location and condition of its stock, and how long it has been in the warehouse, significant costs are incurred. Missed profits, oversized inventories, more energy consumption (and therefore, more greenhouse gases emissions) and the devaluation of goods depreciating in the warehouse are possible consequences of a lack of information

In this paradigm of smart environment, the different actors involved in ITS humans and machines- will interact among each other in order to meet their individual goals while at the same time maximising the safety and efficiency of the overall system. The interaction with the objects and with the intelligence in the environment will allow access to information, interpersonal communication and environmental control. Among the possible embodiments of the emerging information society, an interesting and widely discussed potential instantiation is the Ambient Intelligence (AmI) paradigm.10 Ambient intelligence is a new paradigm that supports the design of the next generation of intelligent systems and introduces novel means of communication between human, machine, and the surrounding environment (man-made objects). The idea of an environment with pervasive (but not intrusive) computing power was first conceived by Weiser, as he set the grounds for Ubiquitous Computing in the early nineties. Ubiquitous computing attempts to create technologies that mar the boundary between the users experience with computing and the world by becoming one with it. Technology must move forward to provide the backbone of the AmI system: fast seamless clusters of computers communicating at very high speed, sharing information acquired by highly sophisticated sensors and ambient-controlled real time. An exciting mix of nano-engineered materials, miniaturized computers and rapid wireless communications networks is giving rise to a new generation of environmental sensors. These new sensors are smaller, cheaper and more versatile than anything we've seen before and their deployment in intelligent, interacting networks is opening up a new age of environmental monitoring. Increasing the level of intelligence in the infrastructure, coupled with increased sensing, processing and communications capability may lead to new paradigms on how the transport network is managed, controlled and operated in the future. Major reductions in GHG emissions will depend also to a large extent on cleaner cars and cleaner fuels. ITS technological advances have been responsible for dramatic reductions in air pollution and will be the predominant answer to reducing transportation GHG emissions. In fact, there is no single best way to reduce emissions from transport. The real answer is a combination of new technologies, improved efficiency of highway and vehicle operations, changing how we drive and cutting-edge public policy.

Chapter 1 Case study

Deutsche Post DHL (DPDHL) is the worlds leading postal and logistics group. Its integrated DHL and Deutsche Post brands offer comprehensive services in international express, air and ocean freight, road and rail transportation and contract logistics. The Group generated revenue of more than 54 billion euros in 2008 with over 500,000 employees in more than 220 countries and territories. The company operates more than 120,000 vehicles, hundreds of cargo aircrafts and operational facilities. Deutsche Post DHL acknowledges that while its global operations facilitate trade and create wealth, they also have a considerable impact on the environment. Evidencing the commitment to sustainability, in 2007 DPDHL launched GoGreen, its climate protection program, with the aim to improve its carbon efficiency for every letter mailed, every container shipped and every square meter of warehouse by 30% by the year 2020. To help monitor the progress towards the 2020 goal, DPDHL has set itself an interim target to improve the CO2 efficiency of its own operations by 10% by 2012. In order to reach this target, the GoGreen Program is testing and introducing a variety of measures, including among others the testing of non-conventional vehicles, optimization of networks and mobilization of employees to change behaviors. This case study analyses the benefits of such solutions and specially shows the role of ITS-related technologies in the GoGreen Programme.

1-1 case study fact sheet

1.1 Background and objectives

Deutsche Post DHL (DPDHL) is the worlds leading mail and logistics services Group. The Deutsche Post and DHL corporate brands offer a one-of-a-kind portfolio of logistics (DHL) and communication (Deutsche Post) services. The Group offers its customers easy-to-use standardised products as well as innovative and tailored solutions from dialog marketing to industrial supply chains. Over 500,000 employees in more than 220 countries and territories form a global network focused on service, quality and sustainability. In 2008, Deutsche Post DHL revenues exceeded 54 billion. The company operates hundreds of cargo aircrafts, over 120,000 vehicles and operational facilities in almost every major city on earth. We are the worlds leading logistics company with employees in almost every major community on this planet. As such we have a special responsibility to use our core competencies to benefit society and to minimize our impact on the environment, said Frank Appel, Chairman of the DPDHL Board of Management. The Group is socially responsible, with programs in the areas of environment, disaster management and education. Operating in a more sustainable manner is a core part of the companys business strategy. In line with those values and to respond to climate change, DPDHL launched in 2007 its climate protection programme GoGreen. The GoGreen Programs goal is to improve the companys CO2 efficiency. This means reducing the CO2 emissions generated for every letter and parcel sent, every tone of cargo transported and every square meter of warehouse space used. DPDHL aims, by means of the ambitious GoGreen Program, to reduce its carbon footprint by 30% by the year 2020, compared to a baseline of the companys 2007 performance. With this target, the number 1 global logistics company was the first major company in its industry to set a quantified climate protection target. To help monitor the progress towards the 2020 goal, DPDHL has set itself an interim target to improve the CO2 efficiency of the own operations by 10% by 2012. The company is minimising the environmental impact of the road fleet with a package of measures, including among others:

Testing of non-conventional vehicles such as electric and hybrid vehicles and next-generation biofuels: Network optimisation, subcontractor management and innovative ITS technology; Mobilising employees to change behaviors.

1.2 ITS activities: introducing innovative ITS technology

In the companys daily operations, several ITS technologies (Figure 1) are applied (or are under consideration to be applied) which have a direct or indirect effect in terms of reducing the companys freight transport related GHG emissions such as: Network planning Fleet Management and dispatch Route planning Tour management Stock management e-safety applications RFID at containers, vehicle and shipment level Eco-driving In another initiative to introduce innovative ITS technology in the GoGreen program, the DHL Innovation Center is currently working on the SmartTruck project: the development of an intelligent vehicle for express deliveries. Today delivery routes are planned based on static communities and unforeseeable factors such as traffic congestions or road construction sites cannot be taken into consideration in the route planning. SmartTrucks are intelligent vehicles which are able to monitor their express consignments by means of RFID. Taking into consideration the prevailing traffic conditions allows a real-time route planning and thus a more efficient control of DHL delivery vehicles. This makes even a rendezvous management possible; whereby consignments between two couriers are exchanged during a route in order to have them arrive at their destination as swiftly and efficiently as possible.

The optimisation of delivery routes and vehicle capacities lowers resource consumption along with lowering transport costs and CO2 emissions will also be reduced. Consequently DHL can respond to customer assignments with greater flexibility, because the whole planning process has been expedited. Using dynamic route planning, track and trace servers and live traffic data, SmartTruck will help the pick-up and delivery of express shipments become more efficient in terms of time, cost, and CO2 emissions. A pilot with two vehicles was initiated in Berlin in April 2009 and initial results have been promising showing improved load factors and reduced mileage. The pilot is being continued and it is anticipated on its successful completion to gradually expand the system.

1.1 Some ITS related technologies applies in DPDHL

1.2.1 Testing non-conventional vehicles Deutsche Post DHL has a rich history of operating and testing alternative vehicles and fuels, from pure electric drive-trains to those powered with natural or biogas. In 2008, DPDHL began several trials of hybrid vehicles together with major vehicle manufactures89 and small technology companies. As part of the climate protection program, GoGreen, DPDHL is testing non conventional fuelled vehicles such as electric vehicles and those powered by biofuels. By 2010, DHL Sweden will replace 250 diesel-powered vans with gas-fuelled ones: a lowemission solution especially when run on biogas. From 2009 to 2011 it will be replaced 4,500 EURO 390 parcel delivery vans in Germany with EURO 4 vehicles.

DPDHL also operates 160 EEV (Enhanced Environmentally Vehicles)91 running on natural gas for parcel delivery in 19 German cities. These were introduced in 2005 and deployed in cities with high environmental impacts, caused e.g. by road traffic (Figure 2). With the implementation of the CNG-driven parcel delivery vehicles in Germany, the emissions were reduced in the delivery districts compared with the EURO-III diesel vehicles. All of the about 6,500 parcel delivery vehicles in Germany are fitted with an optimized box body. Since 2005 Compressed Natural Gas (CNG) delivery vehicles with the highest environmental standard EEV were introduced in cities with high environmental impacts, caused e.g. by road traffic (Figure 2). With the implementation of the CNG-driven parcel delivery vehicles in Germany, the emissions were reduced in the delivery districts compared with the EURO-III diesel vehicles. In Germany about 2.8 Million parcels are delivered by DPDHL every day. Due to higher initial costs, low mileage in parcel delivery, and additional requirements on driver licenses and digital meters (the vehicles unlike their diesel equivalents exceed 3.5 tons weight) operation of CNG vehicles requires additional economic benefits for CNG vehicles to be granted by the cities to make them economically attractive as alternative to conventional vehicles. EEV is actually the strictest standard for vehicles emissions, complied by the new DPDHL CNG-vehicles.

1.2 Composition of DPDHL road fleet in Germany

1.2.2 Working with the employees to change behaviors

DPDHL mobilizes its employees to change behaviors and raise environmental awareness. With programmes to improve load factors and eco-driver training, the company hopes to promote fuel efficient driving and encourage employees to help to change the way they do their business. The percentage of employees working under ISO 14001 certified Environmental Management Systems increased to approximately 46% in 2008 (over 159,000 employees in the mail division only in Germany). The company launched a Save Fuel campaign in Germany. By the end of 2009, up to 50,000 drivers will take part in a program to reduce fuel consumption by 6% compared to 2007. And the company expanded the Global Road Safety Initiative92 in November to include environmentallyfriendly driving techniques.

1.3 Impact and lessons learned

1.3.1 Impact To track the companys progress against the 2012 and 2020 carbon efficiency targets, (and hence, the GoGreen program efficiency) Deutsche Post DHL defined a Carbon Efficiency Index. The reporting of the companys carbon footprint data and the Carbon Efficiency Index is divided into two categories, using the definitions of the Greenhouse Gas Protocol: one category covers Scope 1 and Scope 2 emissions, while the other category covers Scope 3 (see Figure 3).93 It also has been developed an index as the Group includes many different kinds of businesses that by necessity use different operational references against which to measure their CO2 efficiency (e.g. grams of CO2 per shipment or grams of CO2 per square meter of floor space). The ratios are then weighted by absolute emissions of the respective entity and consolidated into one number, similar to a stock index, for each divisions Scope 1 and 2, and Scope 3 emissions. The divisional values are then consolidated into Group totals based on each divisions contribution to the Groups total CO2 emissions. For the 2007 base year, the index was set to 100. In 2008, the index value was 101.

1.3 carbon efficiency index

The increase in Scopes 1 and 2 reflects the current economic crisis, which caused a drop in business volumes. Transport networks at the time were still in transition to accommodate this change with a corresponding reduction of capacity and hence emissions. A net efficiency decrease for the own operations was the net result, whereas Scope 3, the outsourced transportation showed a small efficiency improvement. Overall the carbon efficiency remained almost stable.
Note: The Greenhouse Gas Protocol (GHG Protocol) is the most widely used international accounting tool for government and business leaders to understand, quantify, and manage greenhouse gas emissions. It provides the accounting framework for nearly every GHG standard and program in the world - from the International Standards Organisation to The Climate Registry - as well as hundreds of GHG inventories prepared by individual companies. The GHG Protocol categorises the direct and indirect GHG emissions into three broad scopes: Scope 1: All direct GHG emissions. Scope 2: Indirect GHG emissions from consumption of purchased electricity, heat or steam. Scope 3: Other indirect emissions, such as the extraction and production of purchased materials and fuels, transportrelated activities in vehicles not owned or controlled by the reporting entity, electricity-related activities (e.g. T&D losses) not covered in Scope 2, outsourced activities, waste disposal, etc.

1.4 Lessons to be learned

The following learning points emerge from the current case study: The most important lesson that can be learned from DPDHLs GoGreen Programme is the commitment of the companys top level management and the structured approach to generate transparency and accountability in order to effect climate protection strategies. Some positive results have already been obtained, though still some important issues require the companys attention (e.g. improving the use of the carbon footprint data to assess CO2 efficiency initiatives across the companys worldwide operations and appraise group performance in relation to the set carbon efficiency targets). The company gives ITS technologies a decisive role in the consecution of the GoGreen program objectives. However it is important to note that ITS is not considered a silver bullet but rather works in conjunction with a comprehensive set of efficiency measures, including among others non-conventional vehicles, network optimisation, subcontractor management and employees behaviour (e.g. eco-driving training). The creation of the DHL Innovation Center, unique in the logistics sector, has provided a space where experts from the fields of science, technology and industry can share their knowledge and develop trend-setting solutions for logistics that can be applied globally. It is here that new concepts for innovation networks come into existence and are quickly taken from the stage of the development of prototypes to an application across the Group.

Chapter 2 Intelligent Transport Systems for Indian Cities

Road traffic congestion is a recurring problem worldwide. In India, a fast growing economy, the problem is acutely felt in almost all major cities. This is primarily because infrastructure growth is slow compared to growth in number of vehicles, due to space and cost constraints. Secondly, Indian traffic being non-lane based and chaotic is largely different from the western traffic. The difference can be understood fully only through experience, but some example scenarios can be seen. Thus, Intelligent Transport Systems (ITS), used for efficient traffic management in developed countries cannot be used as it is in India. ITS techniques have to undergo adaptation and innovation to suit the contrasting traffic characteristics of Indian roads. In this position paper, we present a comprehensive study of all available ITS systems,including both research prototypes and deployed systems. We next pose a set of interesting open research problems in the context of Indian ITS. Finally, we list a set of public and private organizations, that play a role in Indian traffic management and research, as meaningful collaboration between field practitioners and researchers is needed for efficient transfer of relevant technology. Though our paper focuses on the Indian traffic scenario because of our hands-on experience of working with it, many of the problems and solutions outlined in this paper, are relevant for other developing countries as well.

2.1 Introduction
India, the second most populous country in the world, and a fast growing economy, is seeing terrible road congestion problems in its cities. Building infrastructure, levying proper taxes to curb private vehicle growth and improving public transport facilities are long-term solutions to this problem. These permanent solution approaches need government intervention. The Government of India has committed Rs.234,000 crores in the urban infrastructure sector. Bus Rapid Transit (BRT), metro rails and mono rails are being built in different cities to encourage the use of public transport. But still there is a steep growth of private vehicles. Some cities like Bengaluru, Pune, Hyderabad and Delhi-NCR, with their sudden growths in the IT sector, also have a steep growth in population, further increasing transportation needs. Meeting such growth with infrastructure growth is seemingly infeasible, primarily because of space and cost

constraints. Intelligent management of traffic flows and making commutersmore informed about traffic and road status, can reduce the negative impact of congestion, though cannot solve it altogether. This is the idea behind Intelligent Transport Systems (ITS). ITS in India, however, cannot be a mere replication of deployed and tested ITS in the developed countries. The non-lane based disorderly traffic with high heterogeneity of vehicles, need the existing techniques to be adapted to the Indian scenario, before they can be used. Thus ITS in the Indian context needs significant R&D efforts. ITS is an interdisciplinary research area. Building road sensors need embedded systems background. Using mobile phones for sensing need mobile computing background. Analyzing sensed data needs signal processing or computer vision background. Communication among sensors and traffic control authorities need wired or wireless networking background. The traffic classification and prediction algorithms need machine learning or statistics background. Applications like traffic signal management need transportation engineering background. So the ITS literature is very widespread with papers appearing in seemingly unrelated venues.

2.2 ITS applications

Indian traffic can benefit from several possible ITS applications. One set of applications is for traffic management. (1) Intersection control - At intersections, deciding the total signal cycle and the split of green times among different flows, is one of the most basic traffic management applications (2) Incident detection - Pinpointing locations of accidents or vehicle breakdown is important to handle the emergency situations. (3) Vehicle classification Knowing what kind of vehicles, and in what proportions, ply a certain road stretch, helps to choose appropriate road width and pavement materials. (4) Monitoring - Pollution and road quality monitoring are necessary for taking corrective measures. (5) Revenue collection - Toll taxes for infrastructure maintenance and fines for rule enforcement need to be collected.

(6) Historical traffic data - Long term data helps to plan new infrastructure, calibrate traffic signal times, add public transport and so on. Another set of applications can aid the commuters on roads. (1) Congestion maps and travel time estimates - These help commuters in route selection. (2) Public transport information Information about arrival of public transport helps in choice of travel mode and reduces wait delays. (3) Individual vehicle management - Getting information about parking places or estimates of carbon footprint, help owners of private vehicles. (4) Accident handling Emergency services after accidents are a vital necessity.

2.3 Challenges

2.1 ITS architecture

The City of Mumbai has been awarded for having the 'Best Intelligent Transport System Project' from the Ministry of Urban Development,Government of India. A World Bank Funded Mumbai Urban Transport Project,worth 72 Crores, is being implemented at 253 traffic Junctions in the city since the past 2 years. The Achievements of the project include -> Real Time data collection of the traffic through Detectors

-> Reduction in Time Cycles in Signals, meaning reduction in Average Waiting time at signals -> Reduction in Electricity consumption by 30% due to LED Signal heads -> Overall 10% increase in Traffic Speed All of these achievements are due to Implementation of Intelligent Road Transportation system through this Urban Transportation Project. Intelligent Transportation System encompass a broad range of Wireless and Wire Line Communications and Electronics technologies. When integrated into the transportation systems infrastructure and in Vehicles, these technologies relieve congestion and improve productivity. India Specific Challenges 1. Generalized Challenges As per Asian-Correspondent article, Government of India has committed Rs 234,000 Crores in Urban Infrastructure sector, Rapid Bus Transportation and Metro and Mono rail development systems. However, in India due to rapid economic growth and space and cost constraints, infrastructure growth is slow as compared to growth in the number of vehicles. Further, due to increased concentration of IT and MNC companies at the cities, demographic migrations are acute forcing millions of people to become part of Urban Population. Traditionally, developed countries have implemented traffic sensors that function best when the traffic is Organized. However, in most of the emerging economies such as India, traffic ethics are less followed, and the traffic pattern is Chaotic (without Lane Discipline). This presents challenge for Sensing Techniques. Also sensing algorithms and computational techniques have to consider different road widths and vehicle types that are rampant in such Un-organized Urban traffic as in India. Moreover, large populations in India still remain Rural but are rapidly Urbanizing and Industrializing. In these areas a motorized infrastructure is being developed alongside motorization of the population. Great disparity of wealth means that only a fraction of the population can motorize. Thus, the highly dense multilevel transportation system for the poor has to be developed alongside the highly motorized transportation system for the rich.

2. Application Specific Challenges Following are the types of Applications 1. Vehicle Classification - Determining what kind of vehicles ply on which kind of roads helps to choose appropriate Road width and pavement materials. 2. Congestion Maps and Travel Time Estimates - Helps in Optimum Route selection. 3. Individual Vehicle Management -Getting information about Parking or Carbon Footprint. 4. Monitoring -Pollution and Road quality monitoring are necessary. 5. Accident Handling - Emergency services after an Accident are vital. 6. Historical Data - Helps to Plan new infrastructure,calibrate traffic signal times and so on.

Every Indian city has specific needs based on the kind of traffic,the conditions of roads and the behavior of commuters. Thus, Prioritizing the application for ITS architecture is a major challenge for Indian cities. 3.Technology Challenges 1.Static Sensing Vehicle detection and counting using magnetic sensors or loops under the road surface are generally used,Video surveillance to monitor traffic states and detect incidents and hotspots is a common phenomena. However as developing countries have Heterogeneous traffic model hence Sensing technologies have to adapt themselves. New Sensing methodologies have to answer some Key Questions - what to sense;how long to sense and handle the real time data Vs Accuracy trade off ; and how to build sensing models for Different Road widths and Vehicle Types with Minimum Manual Supervision. 2. Mobile Sensing Many transport companies in India have GPS installed in their vehicles for real time tracking. However, GPS is known to have Localization Errors thereby providing wrong information of

real time traffic. Ordinary Mobile phone penetration is very high in India. Cell Phone operators can give approximate vehicle densities in the neighborhood of a given Cell Tower based on Subscribers seen in that area. However, designing proper Incentive models for participatory sensing in an active area of research. Thus we can see that India specific challenges provide a multitude of opportunities for the evolution of ITS technology. The characteristics of Indian roads and traffic type provide an interesting Case for the design of ITS systems specific to India.

References
http://www.sustainable-sphere.com/2012/11/challenges-for-intelligent.html The potential of Intelligent Transport Systems for reducing road transport related greenhouse gas emissions, Special Study No. 02/2009, A Sectoral e-Business Watch study by SE Consult Intelligent Transport Systems for Indian Cities, Intelligent Transport Systems for Indian Cities, Department of Computer Science and Engineering Indian Institute of Technology, Bombay