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Abstract:
Spatial data is the crucial component of a GIS. The important sources of spatial data are
the already existing digital files, maps, which can be digitized, and more recently GPS.
GPS (mapping type receivers) can be used to map an area and the data can be converted
into GIS compatible forms. GPS-GIS integrated systems have some important
applications in the field of Transportation engineering. These applications include vehicle
tracking system for fleet management, vehicle navigation systems, and network travel
time studies. GPS-GIS integrated systems can be used to predict the parameters in the car
following theories, improving the trip reporting procedures. The present paper gives
some details of these applications and in particular the application of GPS-GIS integrated
systems for network travel time studies, which areuseful for quantifying congestion in
terms of various parameters. An experiment is also planned for finding the travel time on
some of Mumbai's roads. The results of this experiment are expected to be presented in
the Conference.
Introduction
Transportation data is usually associated with spatial data, like traffic counts from
particular sites, the traffic volumes along particular roads or links, etc. (Taylor et al,
2000). Geographical Information System (GIS) can be used as a database for storing
transportation data. The primary advantage of using GIS as a database for transportation
data is the fact that GIS can integrate the spatial data and display the attribute data in a
user-chosen format. The chief sources of spatial data are the existing digitized files (e.g.:
Topologically Integrated Geographic Encoding and Referencing (TIGER) files in the
US). The Global Positioning System (GPS) is widely being used as a tool for collecting
the spatial data. Systems which chiefly use GPS as a spatial data source for a GIS are
called as GPS-GIS integrated systems. The use of GPS-GIS integrated systems in
transportation engineering are described below. An experiment is planned to find the
travel time on some of Bombay's roads and hence to estimate the congestion on the roads.
The results of this experiment are expected to be ready for being presented in the
Conference.
Applications
In this section, the various applications of GPS-GIS integrated systems in transportation
engineering are described.
1. GPS receivers, which have the capability of displaying the speed, will be useful
for determining the speed of the vehicle, even though the display might show a
non-zero value of speed sometimes, when the speed of the vehicle is zero.
2. The number of satellites the receiver is able to track (NSAT) and the PDOP give
an indication about the reliability of the speed data. It was found that the error in
speed increased when the PDOP values were high (greater than three) and the
NSAT value was three.
3. GPS, when integrated with GIS, is a valuable tool for travel time studies.
4. The conclusion that they gave was: GPS stands ready as a valuable tool for IVHS
applications, given adequate attention to its possible shortcomings.
Though, the above conclusions were drawn when Selective Availability (S/A) was on,
these conclusions are still relevant and valid.
Car following analyses
The basic assumption in car following theories is that the speed and acceleration of a car
are dependent upon the vehicle immediately preceding it (in a single lane of traffic). The
General Motors Corporation has done some extensive studies of car following behaviour.
They have used two-vehicle platoons to estimate driver behavioral responses. The
Louisiana State University (LSU) has developed a new technique; it had used GPS to
record aspects of vehicle motion, independently, for vehicles under open roadway
conditions. A GIS was also used as tool for the creation of mapped road networks, route
analysis and linear referencing.
The study involved the use of GPS and GIS to collect and process vehicle movement
information. In the system used by the LSU researchers, latitude and longitude coordinate
information as well as speed and time data for test vehicles were collected independently.
These data were reduced and translated using a GIS linear referencing technique to
prepare a set of movement data for each vehicle. The study conducted at LSU has shown
that GPS was a viable and valuable tool for the collection of vehicle movement data. The
research conducted at LSU has allowed the results of General Motors to be expanded and
the results to be further verified through the use of open roadway car following data.
They have also found that the price-to-accuracy afforded by GPS was also one of its
significant advantages (Wolshon and Hatipkarasulu, 2000).
Quiroga and Bullock (1995) have deduced the following, after performing experiments
and collecting over 3 million GPS data points over a network of more than 300 miles.
They have shown that to detect localized errors, the segment (the road networks are
divided into segments whenever particular attribute changes, one such attribute may be
the number of lanes on that segment) lengths of the road network should be around 0.2 to
0.5 miles. A sampling rate of 1 or 2 seconds is preferable and the sampling rate should be
smaller than half the shortest travel time associated with the segment. In conducting
travel time studies using GPS and GIS, the first step is to obtain a good base vector map
with links to a database. It is advisable to construct the base map directly form GPS data,
GPS data collected during future travel time studies is guaranteed to match the vector
base map with in a tolerance defined by the GPS equipment positional accuracy. The
major advantage of using a base map produced by a GPS, against previously existing
maps is that the positional errors in the existing maps can be overcome.
This new automated procedure provides consistency; fine levels of resolution and better
accuracy in measuring travel time and speed than traditional techniques. For detecting
localized effects in traffic, detail speed-time or speed-distance profiles along the link are
required. These profiles can be easily plotted in a GIS.
The travel times obtained can be used to quantify congestion in terms of parameters like
delay and congestion index. Delay is defined as the excess travel time above the
minimum (free flow) travel time needed to traverse a network element. Congestion index
(CI) is defined as total delay divided by the free flow travel time. Congestion index is a
dimensionless quantity, and can be used for comparing the congestion levels on two or
more roads, as it is independent of route length, route geometry or intersection control
and capacity factors that may distort comparisons of actual travel times and delays at
different sites.
To alleviate the problem of congestion, Congestion Management Systems (CMS) needs
to be developed. A typical CMS usually collects the travel time data and the congestion
parameters are calculated as explained in the above paragraph. The congestion
parameters indicate the level of congestion on the roads and necessary control measures
can be taken to reduce the congestion.
Planned Experiment
In the experiment that is planned, GPS will be fitted to a probe vehicle and used to collect
position, time and speed (of the vehicle) data. The GPS receiver that will be used for this
purpose will be Trimble Pro-XR and the GIS software that will be used is TransCAD.
TransCAD is the first and only GIS software, designed specifically for use by the
transportation professionals to store, display, manage, and analyse transportation data.
The Trimble Pro-XR receiver can collect Differential GPS data from the radio beacon at
the Mumbai port, so higher accuracy can be obtained
After collecting the data, it will be linearly referenced in TransCAD. The linearly
refernced data can be displayed either on the already existing map or can be used to
create a new network. The advantage of creating a new map is that the same map can be
used in the future for travel time studies. The errors will be reduced if the same map is
used.
After the data management, a module in TransCAD will be developed, which calculates
the travel time on a particular link. The travel time is the difference between the entrance
time and exit time on the link. These times can be found out by interpolating between the
two time tags, which are close to the entrance or exit of the link. Once the travel times are
obtained, the congestion parameter CI can be used to calculate the congestion on the
roads. The results of this experiment are expected by the end of January.
Reference
Introduction
Methods
Comparisons between GPS and GIS routes were performed for 59 of 75 children
who wore a GPS during the journey to school on a single occasion. Home and
school addresses were reported by parents and geocoded in GIS. Children were
provided with a GPS and were instructed to travel their normal route to and from
school. Data were collected between March and November 2005 and exported to
the GIS to determine travel distance, number of busy streets crossed, and the ratio
of busy streets to the total streets traveled on. Data analysis was performed in
August 2006.
Results
Conclusions
Husdal, J. (1999) Road Transportation Management using GIS – vehicle routing and
tracking. Unpublished working paper. University of Leicester, UK. Available online at
http://husdal.com/1999/11/14/road-transportation-management-using-gis-vehicle-
routing-and-tracking/ (Last accessed on [date]).
Introduction
Using GIS in the field of transportation opens up a wide range of possible applications, as
diverse as the field of transportation itself. Whether these are cars and trucks along a
road, trains along a track, ships across the sea or airplanes in the sky, all applications
have one thing in common: They are objects that move along a path in space. A GIS can
provide a valuable tool for managing these objects in a spatially referenced context,
viewing the paths as a transportation network. This essay will attempt to display the
extent of existing GIS applications within road transportation, and critically assess their
appropriateness and potential.
GIS provides a valuable tool in the process of planning and designing roads. This is
closely related to the term Computer Aided Design (CAD), but it is hard to tell at what
level of detail CAD stops and where GIS actually begins. Modern software (e.g.
Bentley’s Microstation) tends to bridge this gap between discipline-specific applications
and GIS in a way that they are fully integrated.
A GIS can help visualise and communicate the effects of roads on their environment.
Engineering drawings and maps may evoke a vivid landscape in minds of engineers
familiar with them, but to decision makers or the public in general these drawings can be
quite incomprehensible. Traditionally, displaying different route options and proposals
has been done in the form of 2D maps, assisted by section drawings, maybe together with
an aerial photo, where the road network was overlaid in the form of lines. It is simple and
straightforward, but it is not conveying much information on the actual impact.
Therefore, the UK Highways Agency has taken on building virtual showrooms,
presenting the road by displaying a 3D drive-through along a highway or a bird’s eye
view of the landscape from any angle the user wants to hover (Sinclair, 1999). This can
be presented to a planning board or the public using ordinary PCs, or it can even be
published on the Internet for open access to everybody.
The highways agency in the French department de la Loire has been using GIS since
1989 for many purposes: Traffic accident patterns are visualised and safety
improvements are made where they are most needed. By collecting significant data for
the whole network, repairs and works budgeting have become more reliable and
calculated in advance. First creating the optimal route between locations and then using
GIS to decide how and where to sign, improved directions and movements in the road
network and helped avoiding congestion (Marshall, 1995).
Routing
Route planning is one of the most popular applications within transportation, for obvious
reasons. Roads are part of the infrastructure that makes up the spinal cord of modern
society, but roads can just as easily turn into bottlenecks. Consequently, any business
deploying vehicles is interested in determining which route is the best to follow as means
to save time and essentially gain the best cost/benefit ratio. This can be used to distribute
goods, deliver newspapers or pizza, respond to emergency calls, or to plan your personal
travel. There are many ready-made software products available on the market, ranging
from simple A-to-B drive time analyses to full-fledged fleet management systems. There
are also many online routing applications available on the Internet, allowing travellers to
log in, plan their journey and consider different options.
Route planning is also applied as apart of location planning, analysing catchment areas
for different sites, calculating overall drive-times to and from site, maximising potential
customer inflow and ensuring best possible accessibility. Safeway has successfully
implemented GIS for such planning (Fletcher, 1999).
Navigation
Blaupunkt introduced its Travel Pilot as early as in 1989. In 1997, ETAK, a leading
provider of digital map data and pioneer in navigation software, released a map database
providing turn-by-turn vehicle navigation throughout mainland Great Britain. Used in
conjunction with GPS this system not only is an in-car route finder, but also provides the
driver with detailed instructions on where to turn in what direction. It also contains a lot
of information on points of interest a driver might want to know. The road data itself
derives most in most cases from Ordnance Surveys OSCAR product family, which is
then used by different manufacturers in conjunction with their own system.
Tracking
Already in 1995, Oslo Taxi of Oslo, Norway, fully automated the monitoring of its entire
fleet (Baumann, 1995). The exact location of all vehicles is now known at all times by the
taxi dispatchers, improving any needed emergency response to the driver and customer
response to incoming orders, ensuring that the nearest available taxi is sent to the pickup
location.
Around 400,000 vehicles are stolen each year in the UK. With an in-car GPS that
continuously relays the car’s position to a control centre, the car can easily be tracked in
case it is stolen. In case of an emergency breakdown, help can be dispatched to his or her
exact location. (Fitzgibbon, 1999).
Traffic control
The Highway Agency in the UK and many other countries monitor ongoing traffic at
critical points in the road network round-the-clock, using cameras, counting devices or
other means of traffic data gathering, and then relaying this information to the public or
using it for analytical purposes.
Traffic control systems are among the most demanding of the Intelligent Transportation
Systems. They may have to cover large geographical areas and interface with a large
number of devices, thus managing data available from a variety of disparate sources, not
necessarily in common format. (WS Atkins, 1999) Metronet works is a private UK
company that specialises in relaying traffic information, giving up-to-date real-time
traffic information to the public, to be broadcasted via radio or to be displayed on the
Internet.
Trafficmaster is a company in the UK that has been going its own way, installing a
network of traffic flow sensors along major road arteries, and relaying this information to
subscribing motorists via mobile phone or in-car voice device. (Fitzgibbon, 1999)
Evaluation
Using GIS aiding road design has proved itself as useful, especially when visualising
impact on the environment is concerned. Conflicts that arise can be seen directly, and
different options can be explored more easily than on a paper map. Using GIS for 3D
visualisation may also help solving clashes that often occur when different engineering
fields work together on a large-scale project. Changes in design can be made before the
problem manifests itself on site.
A further development of this application could be for use in simulators for training
drivers, similar to simulators already in use for planes and ships, something that could
turn out to be especially helpful for emergency vehicle drivers when they are still new to
an area.
In all the mentioned applications GIS is a tool for visualising and analysing data. This is
historically speaking the generic way of describing a GIS. The data itself has to be
compiled and put together in databases that are linked with or resident within the GIS.
Looking at future prospects, the potential range of such applications, combined with 3D
visualisation, is virtually unlimited.
Route planners are very useful tools in general, but they have limitations. Data that is
used in route-planning systems must be extremely accurate. Even though the road
network may look fine on screen, it may contain false information that will divert the
route from where it should go, such as sending a vehicle the wrong way down a one-way
street or using a route that is closed to the public.
The data must be kept up-to-date with the latest status of any particular road in the
network. Thus, a GIS for route planning will have to contain a large volume of attribute
data, depending on the specific application needs. Users may want to enquire about
gradients, height and weight constraints, road works, filling stations, detour options,
hotels or other points of interest (Rimscha, 1996). All this has to be updated
continuously. This again means cost for the end user. This is not a product you buy once
and for all.
Route-planning systems typically either calculate the shortest or the fastest journey,
leaving the user to make the choice. In doing this, the system uses algorithms for
choosing a particular route. However, some experienced drivers may not take the same
route as the system calculates. For inexperienced drivers, on the other side, the system
provides much help.
Route planners will often tend to generalize, because variables such as time of day,
weather conditions (e.g. sun, rain, fog, ice or snow), type of car used or driver behaviour
are usually not implemented, even though they lay heavy influence on driving. Systems
may also lack local knowledge a driver has about a certain stretch of a route.
Given the weight that road transport has in distributing goods and personal transport, and
given the steadily increasing complexity of road networks, route planners will
undoubtedly not cease to exist.
As for in-car navigation systems, European legislation on what may be displayed inside a
moving vehicle is rather rigid, only allowing a screen showing a single bold arrow
(Schofield, 1996). A full map can only be displayed when the vehicle is still. Voice
messaging has no such restrictions. Both visual and audio output have a potential for
distracting the driver, which is why the newly revised Highway Code includes an
admonition against the careless use of route guidance and navigation systems. Bearing in
mind the current debate in Europe over banning the use of mobile phones in cars, in-car
navigation may face the same argument.
Tracking systems depend on GPS for finding the exact location of a vehicle. Modern
GPS receivers have an accuracy of between 3 and 30 metres in good conditions. Using
so-called differential GPS, the accuracy can be increased to a few centimetres. With a
moving object, this is more difficult. Curiously enough, none of the manufacturers
advertising their navigation systems on the Internet sites that are listed as reference
actually mention the accuracy or possible deviation of the system. On large-scale maps
this will seldom generate a visual error, even when roads may be slightly displaced on the
map to create a clearer distinction between roads or to highlight certain features along the
road.
One aspect that needs to be mentioned is the fact that in-car navigation also can serve as a
tracking device, leaving behind electronic signals of a vehicle and its whereabouts,
adding up just another of the many electronic footprints a person might activate during a
day.
The range of products and applications in the transportation sector indicates that these are
tools that are in high demand. It has been estimated that some 80% of all information that
any business manages has a geographic context (Leslie, 1999). Crucial to any
organisation’s success is access to good and valid information. In the field of
transportation much of this information is constantly moving, thus increasing the demand
for up-to-date information. GIS can help manage this information.
Conclusion
It has been shown that using GIS in transportation calls for very high accuracy on the
attribute data of the road network. With the number of different software brands on the
market, a careful examination of the provider’s ability to supply and update correct data
is important for the success of the application.
It is clear that GIS can be used for a wide range of applications in the transportation
sector. Merging GIS with telematics seems to open up a whole new array of possible real-
time applications in the transportation sector. What all these applications have in
common is that GIS plays a major part, providing the spatial reference, but can the
system still be called a GIS application? It may be argued that this system is no longer
GIS, but a technology that dissolves GIS into something new. This is probably the largest
potential for the future of GIS in transportation: GIS will no longer be a stand-alone
product, but fully integrated with other business information systems.